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EXPERIMENT 3
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3.1 Experiment Outcomes
The students will demonstrate;
An understanding of the function, operation and construction features of
aircraft VOR navigation system (Course outcome#3 and 5)
An ability to identify various components of the aircraft VOR navigation
system (Course outcome# 8 and 10)
An ability to operate and test aircraft VOR navigation system(Course
outcome# 12)
An ability to work effectively as a member of a team (Course outcome# 13)
An ability to express VOR operation and test results clearly and professionally
(Course outcome# 13)

3.2 VOR Navigation System

3.2.1 General
VHF omnidirectional range (VOR) is one of the most widely used navigation system.
It is used for position fixing, maintaining course track, and navigating along
established airways. VOR system uses 160 channels between 108.00 and 117.95
MHz. Channels are spaced 50 KHz apart. Some of the channels are reserved for
Instrument Landing System (ILS) which are not available for VOR use.

3.2.2 Operation of VOR system
Operation of VOR system is based on the ground stations. There are hundreds of
ground stations located at different places. The ground station transmits signals
through 360 (omni-directional). VOR receiver unit on the aircraft receives these
signals from the ground station and uses it for providing navigation information to
pilot. The courses oriented FROM the station are called radials. The radials begin at
0 and end up at 360 by increment of 1.0. First (0) radial is aligned with magnetic
north (Figure 3.1).Operating frequencies of some VOR ground stations in the region
are given in Appendix A.

Figure 3.1 Principle of VOR operation
090
045
135
180
225
270
315 0
Magnetic
North
135
Magnetic North
30
The VOR indicator shows pilot the radial where aircraft is on; in other words it
indicates the aircraft direction from the station, NOT the aircraft heading.

3.3 Description of VOR Navigation Equipment
In this experiment, two types of equipments are used:

Avionics trainer-VOR equipment and indicator
Ramp tester

3.3.1 General description of the VOR equipment
In Experiment 1, NAV/COMM transceiver was introduced. The transceiver installed
on avionics trainer is shown in Figure 3.2 again. As it was mentioned before, the left
side is the COMM side whereas the right side is the NAV side. In this exercise, only
NAV portion will be studied. The user can choose appropriate frequencies by turning
the NAV frequency selector knob. Selected frequency is indicated in right display.
There are two windows (indications) on the NAV display. "USE" window indicates
the "active" frequency and "STBY" window indicates the "standby" frequency. Both
active (USE) and standby (STBY) frequencies are displayed simultaneously.
Turning the frequency selector knob changes the frequency in the STBY display. This
frequency can be carried to USE window by pushing the NAV frequency transfer
button. A non-volatile memory circuit holds all the displayed frequencies in storage,
through aircraft shutdowns or momentary power interruptions, without the need for
battery power of any kind. The transceivers provide fast, accurate selection of all 200
NAV frequencies.
















Figure 3.2 NAV/COMM transceiver


The NAV IDENT knob is activated by pulling it outward, so that both voice and
"IDENT" can be heard. When this knob is pushed in, the ident tone is muted. Volume
of voice/ident can be adjusted by turning this knobclockwise to increase,
counterclockwise to decrease.



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3.3.2 VOR indicator on the trainer

The indicator is designed to operate with VHF navigational equipment to provide
OMNI range or localizer information. The navigational information from the VHF
receiver is converted to DC signals to drive the left-right needle, To-From indicator,
and warning flag. The OBS knob allows the pilot to select the desired radial from the
VOR station. Figure 3.3 shows the indicator which is also used with ILS system.

















Figure 3.3 VOR indicator on the trainer

3.3.3 Ramp tester
TKM NC 2210 NAV/COM ramp tester (Figure 3.4) is used in this experiment. This
unit simulates ground transmitter and provides test signals for aircraft VOR
equipment. Following specifications apply for VOR testing:



















Figure 3.4 NC 2210 ramp tester
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108.0 MHz. +/- 0.003%
0 +/- 3 dbm at the base of the antenna
Bearing: Selectable in 10 degrees increments

Unit has the FUNCTION switch with 11 positions. Followings are the positions
related to VOR system ramp testing.

5. VOR-0: Selects 108.0 MHz RF (CHANNEL displays 108.0).Bearing is 0 nominal.
6. VOR-90: Selects 108.0 MHz RF. Bearing is 90 nominal.
7. VOR-180: Selects 108.0 MHz RF. Bearing is 180 nominal.
8. VOR-270: Selects 108.0 MHz RF. Bearing is 270 nominal.

The MODULATION SELECT switch has 9 positions. For the VOR, the switch
provides -40 to +40 degree bearings in 10 degree steps referred to nominal bearing
selected by the FUNCTION switch.


3.4 Experimental Procedure

This exercise is composed of six sections;

a. Familiarization with NAV transceiver and antenna
b. NAV frequency band characteristics and frequency selection
c. NAV channeling
d. VOR indicator
e. Ramp testing of VOR system
f. Fault detection/correction in VOR system

3.4.1 Familiarization with the NAV transceiver and antenna
1) Locate the NAV/COMM transceivers on the trainer.
2) Locate the various windows, knobs and buttons on the NAV side of the
NAV/COMM transceiver.
3) Study NAV transceiver backside.
4) Locate coaxial antenna cable connection at the backside of the unit. Record
the characteristics of the cable.
5) Follow the coaxial cable from NAV transceiver and locate the NAV antenna
at the top of the avionics trainer.
(a) What does antenna look like?

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3.4.2 NAV frequency band characteristics and frequency selection
1) Turn master switch and then avionics switch to ON.
2) Turn the respective circuits breakers to ON.
3) Rotate the ON/OFF/Volume Control knob on the NAV/COMM unit
clockwise. Power will be activated and the unit will be ready to operate. No
WARM UP time is required.
4) Write down the frequencies (if any) in "USE" and "STBY" windows on the
NAV side. Those are the frequencies which were stored in the last use of unit.
5) Rotate NAV frequency selector knob clockwise. Note the change in displayed
frequencies in the "STBY" window. Record at least 5 consecutive readings on
Table 3.1.
6) Continue to rotate the knob clockwise to the end.
(a) What is the maximum frequency shown in the window?

.
7) Rotate NAV frequency selector knob counter clockwise all the way.
(b) What is the minimum frequency displayed in the window?

.

3.4.3 NAV channeling
1) Select any NAV frequency at the "STBY" window.
2) Push NAV frequency transfer (flip-flop) button while observing "USE" and
"STBY" window.
(a) Describe what happens to the frequencies in "USE" and "STBY" windows.

.

3.4.4 VOR indicator
1) Locate the VOR indicator on the trainer.
2) Study knobs and markings on the indicator
3) Indicate those knobs and marking on the sketch given in Figure 3.5.

3.4.5 Ramp testing of VOR system

Ramp test (or sometimes called flight line test) of an equipment is a test which is
performed when the equipment is on the aircraft. This part of the experiment is
intended to provide students with the basics of these kinds of tests. In this test some
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functions of VOR system is checked for correct operation. In order to conduct this
test, a test device (ramp tester) which imitates a VOR ground station is used. This
device transmits radio waves for operation of aircraft VOR system at certain
frequency, thus maintenance people can test various operation characteristics of the
equipment. Ramp test includes followings:

OBS test (accuracy test)
Deviation bar test (course width test)
TO/FROM and FLAG test

In this part, all of these tests will be conducted. Take notes during the tests, because
you are required to answer questions about the tests.

OBS test (accuracy test)
1) Set ramp generator function switch to VOR-0 and record it to the first column
of Table 3.3
2) Take the reading from VOR indicator and record it to the second column of
Table 3.3.
3) Using modulation switch, adjust ramp generator to +/-30 and take the
readings from VOR indicator. Record them in Table 3.3.
4) Set ramp generator function switch to VOR-90, 180, and 270 and repeat the
previous step.

5) Using the data in Table 3.3, plot the VOR calibration curve (ramp generator
output versus reading from VOR indicator.

Test of deviation bar operation
1) Set ramp generator to VOR-0 TO. Check if the deviation bar in the indicator
is at the center. This is known as centering test. If the deviation bar is not at
the center, than using adjusting screw at the top right corner on the indicator,
bring the deviation bar to the center.
2) Set OBS to 8 and check the movement of deviation bar.
(a) How many dots and which direction does the deviation bar move?

3) Set OBS to 352 and check the movement of deviation bar.
(b) How many dots and which direction does the deviation bar move?

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4) In both cases, the deviation bar should deflect 4 (+/- 1/2) dots if it is working
properly.

(c) Compare your results with this. Does the unit pass the test?

TO/FROM and FLAG test
1) Rotate the OBS from 0 to 360 while observing the indicator.
(d) At which OBS angle does the TO/FROM indication change and why?

.

(2) Remove VOR RF signal and observe the indicator
(e) What happens on the VOR indicator? What does it mean?

.

3.4.6 Fault detection in VOR system

A fault may be inserted to the system by the instructor. Take notes about the
procedures regarding detection and correction of the fault.


3.5 Review Questions
a. What is the difference in frequency between two adjacent VOR channels? How
many VOR channels are available?
b. List three types of VOR ramp testing.
c. What is the maximum amount of deflection from desired course shown by the
VOR indicator?
d. In Appendix B, AC-00-31A /Appendix-2 is given. This AC describes various
sources of VOR system error and method for calculation of overall VOR system
use error. Calculate the VOR system use error under following conditions:
Radial signal error (E
g
) =-1.2
Airborne component error (E
a
) =+2.0
Instrument setting error (E
i
) =+1.8
Flight technical error (E
f
) =-1.9

e. An pilot is using a TACAN for navigation and obtains an indication that the
distance from the facility is 60 NM and the bearing from the station is 150(M).
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Draw and label a diagram showing the lines of position resulting from this
information. Comment on the geometry of the resulting fix.



3.6 Laboratory Report

Your report should include the followings.

a. Title page
Use standard title page format with the number and title of the experiment

b. Introduction
Describe the purpose of the experiment. Summarize operation of VOR navigation
system.

c. Equipments
List the equipments used in the experiment.

d. Results and discussions
Write the answers of questions in sections 3.4.1, 3.4.2, 3.4.3 and 3.4.5 with the plot
of calibration curve.
Attach Figure 3.5, Table 3.1, Table 3.2 and Table 3.3.
Answer review questions in section 3.5.
Discuss the results of VOR ramp test. Explain the reasons if there is any
discrepancy between expected results and obtained results.

e. Conclusion
Summarize your findings briefly and evaluate the effect of the experiment on
yourself towards achieving the expected outcomes.


















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VOR frequency at "STBY" = VOR frequency at "USE" =...











Table 3.1 VOR frequencies at STBY window



Frequency in "STBY" Frequency in "USE"






Table 3.2 VOR frequencies at STBY and USE window



Ramp Generator output Reading from VOR
indicator

0
30
60
90
120
150
180
210
240
270
300
330

Table 3.3 VOR accuracy test


VOR (NAV) frequency at "STBY" window






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Figure 3.5 VOR indicator sketch