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VOR operates in the VHF, transmitting a bearing signal by means of a Rotating Limacon and
usesPhase Comparison to determine the radial.

The phase difference between the reference and variable signals on QDM 0500 (VAR 10W) for a
conventional VOR is:
0500
0400
230
2200

An aircraft is flying on the true track 090o towards a VOR station located near the equator where
the magnetic variation is 15oE. The variation at the aircraft position is SoE. The aircraft is on VOR
radial:
255
278
262
285
900 towards VOR means on radial 2700. Variation east magnetic least. Since this is the case of VOR,
variation at VOR will be considered and not aircraft, so 270 - 15 = 255.

The frequency range of a VOR receiver is: 108 to 117.95 MHz

4 An aircraft is 100 NM from a VOR facility. Assuming no error when using a deviation indicator where 1
dot = 2o deviation, how many dots deviation from the centre line of the instrument will represent the
limits of the airway boundary? (Assume that the airway is 10 NM wide)
6.0
3.0
4.5
1.5
1 in 60 rule. Track Error = (Distance Off Track x 60)! Distance Along Track
Airway = 10NM wide so an aircraft at the limit of the airway would be 5NM from centre line and 100NM
from the VOR.
So Distance Off Track = 5NM and the Distance Along Track = 100NM.
TE = (5 x 60)! 100
TE = 300! 100 = 3
20 is 1 dot
10 is 1,12 dots (0.5)
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30 would be 0.5 x 3 = 1.5 dots

,1
1

When tracking a VOR radial inbound the aircraft would fly?

a constant track
a great circle track
a rhumb line track
a constant heading

t Refer to figure. An aircraft is attempting to track 1860M on an airway defined by a VOR 80 nm away.
The VOR indicates the aircraft position. With these indications the aircraft is on the

radial and

the airway.

0010 outside
1810 inside
0010 inside
1810 outside
186 course TO means radial 006.
The deviation bar is deviated to the left that means we are right of radial 006.
Each dot and the edge of the bulls eye (center circle) equates to a 2 degree deviation.
That means we are 5 degree right of radial 006. That makes it 001.
Applying the 1 in 60 rule
TE = (Distance Off Track x 60)/Distance Along Track
Distance Off Track = TE x 80 / 60
TE = 5 degrees (006 -001)
Distance Off Track = 5 x 80 / 60 = 6.6 nm

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For a 10 nm wide airway, lateral limit from the center of the airway will be be 5 nm. So 6.6 nm is out of
the airway lateral limits.

An aircraft is on radial 120 with a magnetic heading of 3000, the track selector (OBS) reads: 330.
The indications on the Course Deviation Indicator (CDI) are fly:
left with FROM showing
right with TO showing
right with FROM showing
left with TO showing
Going TO the VOR with OBS 330 means radial selected is 150. This is left of radial of 120.

An aircraft is on a heading of 100 degrees (m) from a VOR. To make the VOR/ILS deviation indicator
needle centralise with the TO flag showing, the following bearing should be selected on the OBS:
100 degrees
110 degrees
290 degrees
280 degrees

t The antenna polar diagram of a conventional VOR:

Is always directed towards the aircraft
Is like a figure of 8
Is a pencil beam
Rotates at 30 revolutions per second
The VOR ground station consists of a cylindrical cover containing a horizontal dipole which is spinning
clockwise at a rate of 30 revolutions a second.
Slots in the cylinder combined with the rotating dipole produce a limacon shaped polar diagram which also
rotates at 30 revolutions a second. The ADF cardioid has a sharp null, but VOR I/macon does not. To a
receiver listening to the signal the amplitude appears to go up and down 30 times a second as the I/macon
rotates.

Which of the following statements concerning the variable, or directional, signal of a conventional
VOR is correct?
The transmitter varies the amplitude of the variable signal by 30 Hz each time it rotates
The rotation of the variable signal at a rate of 30 times per second gives it the characteristics of a
30 Hz amplitude modulation
The transmitter changes the frequency of the variable signal by 30 Hz either side of the allocated
frequency each time it rotates
The receiver adds 30 Hz to the variable signal before combining it with the reference signal

The basic principle of operation of a standard VOR is by:

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phase comparison between a 108 Mhz reference signal and a 30 Hz variable signal
phase difference between a frequency modulated reference signal and an amplitude modulated
variable signal
phase comparison between an amplitude modulated reference signal and a frequency modulated
variable signal
phase comparison between a 30 Hz reference signal and a 108 Mhz variable signal
Just to remember (for conventional/standard VORs), "ReFerence" has an "F" so it is "F" (Frequency)
Modulated.
The received signal is amplitude modulated (AM) at 30 Hz. The exact phase of the AM signal differs

depending on the bearing of the aircraft from the VOR.

To detect this phase difference, an omni-directional reference signal (also at 30 Hz) is also sent out by the
transmitter. In order that the two 30 Hz modulations can be distinguished the reference signal is frequency

modulated (FM).
The signals are arranged so that the reference signal and the variphase signal are in phase to the magnetic
north of the station. Anywhere else will show a phase difference between 0 0 and 360 0 . The receiving aircraft
looks at the phase difference between the FM reference signal and the AM variphase signal and displays it as
a radial, a QDR. No phase difference means the receiver is on the 3600 radial. A phase difference of 1501
means it is on the 150 0 radial.

If true bearings are desired the variation at the station must be used in the conversion. This is because the
radials are referenced to magnetic north at the station, rather than at the aircraft.

t3

The two signals transmitted by a conventional VOR ground station are 90o out of phase on

magnetic EAST.

S Which of the following errors is associated with the use of VOR?

Scalloping
Coastal refraction
Quadrantal error
Night effect
Reflections from terrain and man made obstructions can cause errors as two signals with different phase

differences in tefere. This will cause the course deviation indicator on the VOR indicator to move rapidly from
side to side - too fast for an aircraft to follow - and it will make the needle on an RMI wobble. The effect is

known as scalloping or, when reflections come from very near the beacon, site error. The unauthorised use
of Passenger Electronic Devices can create a similar effect. Scalloping should be differentiated from 'beam
bends' which are also caused by reflections from buildings but which are more predictable slight curves
within the system tolerances.
Because of its higher frequency and line of sight transmission VOR is free from sky wave interference and
coastal refraction. Any bending of the signal by the structure of the aeroplane would not affect the indicated
bearing so quadrantal error does not exist with VORs.

.tThe quoted accuracy of VOR is valid:

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At all times
By day only
By night only
At all times except dawn and dusk

t Transmissions from VOR facilities may be adversely affected by:

static interference
uneven propagation over irregular ground surfaces
night effect
quadrantal error

The VOR system is limited to about 10 of accuracy. One degree at 200 NM represents a width of:
2.0 NM
3.5 NM
2.5 NM
3.0 NM
1 in 60 rule. Distance off track = 200/60 = 3.33 nm (3.5 the closest answer)

t;? Using a VOR outside the DOC may result in interference from:
other beacons
other aircraft
sky waves
ground waves
interference from other VORs operating on the same frequency, interference from other transmitters.

:4. With reference to the VOR:

Failure of the monitor will cause the beacon to cease its ident
A typical VOR frequency is 118.15 Mhz
The TO/FROM indicator shows whether the aircraft is heading towards or away from the beacon
Wide coverage is obtained from only a few beacons
VOR transmitter is monitored to make sure it puts out bearings accurate to 10 . If the monitor detects a
greater bearing error the transmitter is shut down and a standby transmitter is brought on line. A station
will also be shut down if the signal strength drops by more than 15% or if the monitor fails.
During the transfer period the station ident ceases or is replaced by a continuous tone. The ident is resumed
when the standby transmitter is operating within limits.

An airway 10 NM wide is to be defined by two VORs each having a resultant bearing accuracy of plus

or minus 5.5o. In order to ensure accurate track guidance within the airway limits the maximum
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distance apart for the transmitter is approximately:

165 NM
50 NM
105 NM
210 NM
N am-fill
TE = Dist Off Track/Dist Along Track x 60
5.5 = 5 / Dist Along Track x 60
Dist Along Track = 54.5
Between two VORs = 54.5 x 2 = 109 nm

An RMI slaved to a remote indicating compass has gone unserviceable and is locked on to a reading
of 090o. The tail of the VOR pointer shows 135o.
The available information from the VOR is:
Radial 315o, relative bearing unknown
Radial unknown, relative bearing 225o
Radial unknown, relative bearing 045o
Radial 135o, relative bearing unknown
For explanation see the following links:

If the compass providing information to the RMI suddenly gets a 20o deviation:
the magnetic track to the VOR station may be read on the compass card under the tip of the VOR
the number of the received radial may still be read on the compass card under the tail of the VOR
needle
the relative bearing to the VOR, as observed on the RMI, will jump 200
all 3 answers are correct

t Refer to the diagram of a VOR/ILS deviation indicator. Assume that the indicator is set to define the
centreline of an airway, that the aircraft is 90 nm from the VOR and inbound to the facility. At the time of
observation the aircraft was located on radial:

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063
253
245
243
OBS 248 with TO indication means selected radial is 068. Each dot and the edge of the bulls eye (center
circle) equates to a 2 degree deviation. That means we are right of radial 068 by 5 degrees. So the
aircraft is on radial 063.

t The TO/FROM indicator of a VOR:

Tells whether you are now flying towards or from the VOR
Tells whether a track equal to the selected bearing will bring you to or away from the VOR
Tells whether the deviation indicator shows that you should manoeuvre the aircraft towards or from the
CDI needle
Tells whether you should turn the aircraft towards or away from the CDI indication

Using a 5 dot CDI, how many dots would show for an aircraft on the edge of an airway at 100 nm
from the VOR beacon?
1.5 dots
1 in 60 rule. TE = 5/100 x 60 = 3 degrees
In a S dot CDI, 1 dot is 2 degrees. So 3 degree would be 1.5 dots

An Omni-bearing selector (OBS) shows full deflection to the left when within range of a serviceable
VOR. What angular deviation are you from the selected radial?
10 deg or more

& In a conventional VOR the direction of rotation of the signal will be (i) and the variable signal is (ii).
In doppler VOR the reference signal is (iii) and the direction of rotation will (iv):
(i) Clockwise; (U) FM; (iii) FM; (iv) Clockwise
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(I) Anticlockwise; (ii) AM; (Hi) AM; (iv) Clockwise

(I) Clockwise; (ii) AM; (iii) AM; (iv) Anticlockwise
(i) Anticlockwise; (ii) FM; (iii) AM; (iv) Anticlockwise

A VOT is: "A Test VOR"

;t With reference to a VOR, the cone of confusion is: "the area directly overhead a VOR"

:* An aircraft on a heading of 270o (M) has 093 set on the CBS and TO indicated on the VOR L/R
deviation indicator. The needle shows two dots fly left.
The aircraft is on the:
277 radial
089 radial
097 radial
269 radial
093 set on OBS with TO indication means the aircraft intends to fly radial 273 inbound towards the VOR.
Fly left indication means the aicraft is right of radial 273 (facing the VOR since the indication is To).

S You are on a compass heading of 090o on the 255 radial from a VOR. You set the course 190o on
your OBS. The deviation bar will show:
Full scale deflection right with a from indication
Full scale deflection left with a from indication
Full scale deflection left with a to indication
Full scale deflection right with a to indication
Give attention to the question where it says From a VOR, otherwise on radial 255 with TO indication, full
scale deflection towards right is also possible and is given in the answers. Here's a tool to visualize
[http://www.visi.com/mim/nav]

Your aircraft is heading 075oM. The OBI is set to 025o. The VOR indications are TO with the needle
showing right deflection. Relative to the station, you are situated in a quadrant defined by the radials:
115 and 205
295 and 025
025 and 115
205 and 295
Locate your position, draw the radials and see in which quadrant you are.

:. A frequency most suitable for a terminal VOR would be:

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108.20
108.15
108.10
118.05
Frequencies are between 108 MHz and 117.975 MHz. Between 108 MHz and 112 MHz the band is
shared with ILS so VOR frequencies are only allocated at EVEN 100 KHz spacing.

4 The Declared Operational Coverage of a VOR is:

An altitude and range limited by transmitter power
A range limited by transmitter power
An altitude and range limited by signal to noise ratio
A range limited by signal to noise ratio

: When comparing conventional and Doppler VaR, which of the following applies to the Doppler VOR:
The reference and variphase signals are reversed but the phase difference remains the same
The reference and variphase signals are the same but the phase difference is reversed
The reference and variphase signals are reversed and the phase relationship remains the same
The reference and variphase signals are reversed and the phase relationship is reversed

What are the indications to show that you are receiving a Doppler VOR: "There is no difference from
the conventional VOR indications"

With regard to the monitoring of VOR, the monitor will remove the identification or switch off the
VOR transmitter if there is a change of measured bearing greater than: .11 degree"

An aircraft is inbound to VOR X on the 073 radial and has a Doppler drift of 12oL. A position report is
required when crossing the 133 radial from VOR Y. If the aircraft is on track the RMI indications at the
reporting point will be:
Heading ; 085 ; X Pointer ; 073 ; Y Pointer; 133
Heading ; 085 ; X Pointer ; 253 ; Y Pointer; 133
Heading ; 265 ; X Pointer ; 073 ; Y Pointer; 313
Heading; 265 ; X Pointer; 253 ; V Pointer; 313

When the term radial is used in reference to VOR it means: "The magnetic bearing from the VOR

station"

t The maximum width of the cone of silence above a VOR at 30,000 ft is:
4.1 nm
8.2 nm
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11.6 nm
5.8 nm
The ICAO limits of the cone of confusion are up to 500 from the vertical. 1 in 60 rule is a rule of thumb
used based on the small-angle approximation, so it will not give the correct answer. Trigonometry will
have to be used:
Tan of angle = opposite! adjacent
adjacent = height of aircraft (30,000 feet or 4.93 nm)
opposite = radius of the cone
Tan of 501= Radius of the cone / 4.93
Radius of the cone = 5.87

Width of the cone = 5.87 x 2 = 11.74

tA VOR indication of 240o FROM is given. Variation at the aircraft is 9W and at the VOR is 7W. The
heading 0(T) in nil wind to reach the station is:
231
051
053
233
Magnetic radial 240, with 7W variation becomes 233 True. Going towards the station on radial 233, will
make the heading 053 (true).

An aircraft is maintaining an airway centreline of 0000 defined by a VOR ahead of the aircraft.
Variation at the VOR is SE. At 60 nm to go the QDM is 004. The aircraft's position relative to the airway
lateral boundary is:

3 nm inside the airways eastern boundary

1 nm inside the airways western boundary
1 nm outside the airways western boundary
1 nm inside the airways eastern boundary

A CDI indicates 275/TO with the needle showing 2.5 dots fly right. The aircraft is 20 nm from the
beacon on a heading of 330 M. The radial that the aircraft is on and the correct way to turn after
intercepting the required track to fly to the facility is:
092 right
100 left
272 right
280 left
275 TO means radial 095. Fly right 2.5 dots means left of radial 095 by S degrees which makes it 100.
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Thats enough to select the right answer. However left turn is required to decrease the intercept angle
since on a heaing of 330 the intercept angle will be (330-275) 55 degrees.

t: You are homing to overhead a VORTAC and will descent from 7500 QNH to be 1000 AMSL by 6 nm
DFV1E. Your ground speed is 156 knots and the ROD will be 800 fpm. At what range from the VORTAC do
you commence the descent?
27.1 nm
15.8 nm
11.7 nm
30.2 nm
Height to loose 7500-1000 = 6500 feet
ROD = 800 fpm
Time required = 6500/800 = 8.125 minutes or 0.1354 hours
Distance = GS (156) x Time (0.1354) = 21.12 nm
Since the level off is at 6 nm before VORTAC the distance to start descent is 21.12 + 6 = 27.1 nm

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