CAA NZ IR Instruments and Navaids flashcards

32 cards. Read the term and the definition here. The deck at the top of this page is optional.

Blocked pitot tube

With drain open, ASI reads zero; with drain blocked, ASI acts as altimeter, increasing in climb and decreasing in descent.

Blocked static port

ASI over-reads in climb and under-reads in descent; altimeter freezes; VSI shows zero after initial transient.

Altimeter pressure error

1 hPa error causes approximately 30 ft altitude error near sea level; high temperature causes altimeter to under-read.

VSI lag

Vertical speed indicator typically takes 6–9 seconds to settle; instantaneous VSI indicates trend but not precise rate.

Turn coordinator

Gyroscopic instrument showing rate of turn and roll; ball indicates slip or skid. Used for standard rate turns.

Attitude indicator precession

Gyro precession causes errors during prolonged turns; erect after 5–10 minutes of straight flight. Caging aids fast erection.

Heading indicator

Gyroscopic instrument with horizontal spin axis; must be set to magnetic compass periodically due to precession.

VOR radial

Magnetic course FROM the VOR station. To fly TO the station on a radial, set OBS to the reciprocal of that radial.

VOR accuracy check

Airborne check within 25 NM: ±6°; ground check at designated point: ±4°; dual VOR check: ±4° between two VORs.

ADF relative bearing

ADF points to station relative to aircraft heading; magnetic bearing to station = relative bearing + magnetic heading.

DME slant range

DME indicates slant distance in nautical miles; accuracy ±0.5 NM or 3% of distance, whichever is greater.

ILS localizer

Provides lateral guidance on 108.10–111.95 MHz; course width 3°–6°. Glideslope provides vertical guidance on UHF.

ILS categories

CAT I: DH 200 ft, RVR 550 m; CAT II: DH 100 ft, RVR 300 m; CAT IIIa: DH 50 ft, RVR 200 m; CAT IIIb: DH <50 ft, RVR 75 m.

Marker beacons

75 MHz: outer (blue, 400 Hz dashes), middle (amber, 1300 Hz alternating), inner (white, 3000 Hz dots). Indicate position on ILS.

NDB night effect

Skywave interference causes bearing errors at night, especially at dawn and dusk. Coastal refraction and mountain effect also cause errors.

RNAV definition

Navigation permitting operation on any desired flight path within coverage of navigation aids or self-contained aids, or combination.

RNP definition

RNAV with on-board performance monitoring and alerting (OPMA). RNP AR requires special aircraft qualification and crew training.

Fly-by waypoint

Default waypoint type with turn anticipation; aircraft begins turn before waypoint to roll out on next segment.

Path terminator TF

Track to fix: leg from one fix to another along a defined track. Other common terminators: IF, DF, CF, FA, CA, VA, HM.

RNAV equipment

Includes GNSS, DME/DME, VOR/DME, INS/IRS. Each has accuracy and coverage limitations; DME/DME requires line-of-sight.

Parallel offset

RNAV systems allow offset tracks (e.g., 5 NM) for strategic lateral offsets; ATC must be advised. Not permitted on RNP AR approaches.

GNSS augmentation

ABAS (aircraft-based), SBAS (satellite-based, e.g., WAAS, EGNOS), GBAS (ground-based). Augmentation improves accuracy and integrity.

RAIM

Receiver autonomous integrity monitoring detects satellite anomalies. Required for GPS approaches if not SBAS; check prediction before flight.

RNP alert limits

RNP 1: 2 NM; RNP 0.3: 0.6 NM; RNP 0.1: 0.2 NM. Exceeding alert limit requires immediate action, e.g., missed approach.

FDE

Fault detection and exclusion: required for RNP AR; detects and excludes faulty satellite. RAIM only detects.

SBAS

Satellite-based augmentation system improves integrity and enables LPV vertical guidance. Examples: WAAS (USA), EGNOS (Europe), MSAS (Japan).

GNSS ionospheric error

Largest near equator and during solar activity; causes delay in signal propagation. SBAS corrects ionospheric errors.

AIP New Zealand

Contains GEN, ENR, AD sections. Charts include en-route, aerodrome, instrument approach, SID, and STAR. NOTAMs take precedence.

SID and STAR

SID provides obstacle clearance from runway to en-route; STAR provides transition from en-route to approach. Include routing, altitudes, speed restrictions.

MDA vs DA

MDA is minimum descent altitude for non-precision; DA is decision altitude for precision/APV. DA includes height loss during missed approach.

Missed approach point

For precision approach, MAPt is at DA; for non-precision, at MDA or at a fix. Execute missed approach if not visual.

Take-off minima

Specified in AIP or charts; may include RVR/visibility, ceiling, and alternate requirements. Low-visibility take-off requires specific approval.