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VOR/DME-based RNAV units operate in at least three modes: VOR, en route, and approach. A fourth mode, VOR Parallel, may also be found on some models. The units need both VOR and DME signals to operate in any RNAV mode. If the NAVAID selected is a VOR without DME, RNAV mode will not function.
In the VOR (or non-RNAV) mode, the unit simply functions as a VOR receiver with DME capability. [Figure 15-35] The unit’s display on the VOR indicator is conventional in all respects. For operation on established airways or any other ordinary VOR navigation, the VOR mode is used.
To utilize the unit’s RNAV capability, the pilot selects and establishes a waypoint or a series of waypoints to define a course. To operate in any RNAV mode, the unit needs both radial and distance signals; therefore, a VORTAC (or VOR/DME) needs to be selected as a NAVAID. To establish a waypoint, a point somewhere within the service range of a VORTAC is defined on the basis of radial and distance. Once the waypoint is entered into the unit and the RNAV en route mode is selected, the CDI displays course guidance to the waypoint, not the original VORTAC. DME also displays distance to the waypoint. Many units have the capability to store several waypoints, allowing them to be programmed prior to flight, if desired, and called up in flight.
RNAV waypoints are entered into the unit in magnetic bearings (radials) of degrees and tenths (i.e., 275.5°) and distances in NM and tenths (i.e., 25.2 NM). When plotting RNAV waypoints on an aeronautical chart, pilots find it difficult to measure to that level of accuracy, and in practical application, it is rarely necessary. A number of flight planning publications publish airport coordinates and waypoints with this precision and the unit accepts those figures. There is a subtle, but important difference in CDI operation and display in the RNAV modes.
In the RNAV modes, course deviation is displayed in terms of linear deviation. In the RNAV en route mode, maximum deflection of the CDI typically represents 5 NM on either side of the selected course, without regard to distance from the waypoint. In the RNAV approach mode, maximum deflection of the CDI typically represents 1¼ NM on either side of the selected course. There is no increase in CDI sensitivity as the aircraft approaches a waypoint in RNAV mode.
The RNAV approach mode is used for instrument approaches. Its narrow scale width (¼ of the en route mode) permits very precise tracking to or from the selected waypoint. In visual flight rules (VFR) cross-country navigation, tracking a course in the approach mode is not desirable because it requires a great deal of attention and soon becomes tedious.
A fourth, lesser-used mode on some units is the VOR Parallel mode. This permits the CDI to display linear (not angular) deviation as the aircraft tracks to and from VORTACs. It derives its name from permitting the pilot to offset (or parallel) a selected course or airway at a fixed distance of the pilot’s choosing, if desired. The VOR parallel mode has the same effect as placing a waypoint directly over an existing VORTAC. Some pilots select the VOR parallel mode when utilizing the navigation (NAV) tracking function of their autopilot for smoother course following near the VORTAC.
Confusion is possible when navigating an aircraft with VOR/DME-based RNAV, and it is essential that the pilot become
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Figure 15-36. ADF with fixed azimuth and magnetic compass.
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familiar with the equipment installed. It is not unknown for pilots to operate inadvertently in one of the RNAV modes when the operation was not intended by overlooking switch positions or annunciators. The reverse has also occurred with a pilot neglecting to place the unit into one of the RNAV modes by overlooking switch positions or annunciators. As always, the prudent pilot is not only familiar with the equipment used, but never places complete reliance in just one method of navigation when others are available for cross-check.
Automatic Direction Finder (ADF)
Many general aviation-type aircraft are equipped with ADF radio receiving equipment. To navigate using the ADF, the pilot tunes the receiving equipment to a ground station known as a nondirectional radio beacon (NDB). The NDB stations normally operate in a low or medium frequency band of 200 to 415 kHz. The frequencies are readily available on aeronautical charts or in the A/FD.
All radio beacons except compass locators transmit a continuous three-letter identification in code except during voice transmissions. A compass locator, which is associated with an instrument landing system, transmits a two-letter identification.
Standard broadcast stations can also be used in conjunction with ADF. Positive identification of all radio stations is extremely important and this is particularly true when using standard broadcast stations for navigation.
NDBs have one advantage over the VOR. This advantage is that low or medium frequencies are not affected by line-of-sight. The signals follow the curvature of the Earth; therefore, if the aircraft is within the range of the station, the signals can be received regardless of altitude.
　
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