1

Navigation & Radio Aids, Instruments VIVA

1.

What would you do if you lost IRS alignment in flight

Only attitude info available. Cannot be reset in flight.

2.

What is ISDU
In - Flight Shutdown (IFSD):
When an engine ceases to function in flight and is shutdown, whether self-induced, crew
initiated or caused by some other external influence (i.e. IFSD for all cases; for example
due to flameout, internal failure, crew initiated shutoff, foreign object ingestion, icing,
inability to obtain and/or control desired thrust etc.).

3.

RVSM airspace requirements

Two primary altitude reporting systems;

One automatic altitude-keeping device; capability 65 feet
One altitude-alerting device 300 feet.
One operating transponder with operational Mode C
In addition, while changing altitudes, the altitude holding device must not overshoot an
assigned level by more than 150 feet.
Also, to gain certification for RVSM, each aircraft must overfly a stationary Height
Monitoring Unit (HMU) or a portable Ground Monitoring Unit (GMU) unless flight test
evidence can be supplied to the regulator that the airframe is compliant with Altimeter
System Error (ASE) targets.
4.
Delhi variation and Convergency state from chart
Convergency = ch long X sine of parallel of origin
sine of parallel of origin :

this value can be obtained from the mean of the lat values
printed in the top right edge of the chart.

Magnetic variation isogonic lines are indicated at the edge of the chart or are extended
fully across the chart in a continuous green coloured dashed line.
5.

Wx deviation procedure
These are listed

6.

Lost communication procedures

These are listed in the under the airport briefing approach charts for specific airports
pertaining to arrival / departure ( STAR/SID ) procedures.

7.

ETOPS questions

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8.

What is displaced threshold and what is the maximum displacement of the

displaced threshold

9.

What is the difference between IRS and INS

Inertial navigation means the determination of a vehicles location without the aid of
external references. Strap down inertial navigation goes a step further by enabling
navigation without the use of a mechanically stabilised platform. This has been
achieved through the advent of laser gyros / rate sensors and powerful, high speed
microprocessors. The laser gyros allow a micro processor to maintain a stable platform
mathematically, rather than mechanically.
Platform. The INS (platform set in gimbals) requires three rate integrating gyros
and acccelerometers to achieve an output that we can use and this process is started by
ensuring that the platform is horizontal at the correct Latitude. IRS (strap down) attaches
the three laser gyro / rate sensors and accelerometers directly to the aircraft chassis.
High speed micro processors then achieve a stable platform mathematically rather
than mechanically ( as per the INS) - this results in greatly improved accuracy and
reliability.

10.

Errors in IRS : Laser lock

Lock in. The most significant potential problem is lock in, also known as laser lock,
which occurs at very low rotation rates. At very low rotation rates the output frequency
can drop to zero as a result of back scattering between the two beams which causes the
beams to synchronise, that is, no longer indicate the rotation correctly and indeed
introduce undesirable errors. This phenomenon is overcome by the introduction of a
vibration device known as a piezo electric dither motor which breaks the lock in. The
motor is mounted in such a way that it vibrates the laser ring about its input axis
through the lock in region, thereby unlocking the beams and enabling the optical
sensor to detect the smaller movement of the fringe pattern. The motions caused by
the dither motor are decoupled from the output of the ring laser gyro / rate sensor.

11.

Which type of chart is used in Jeppesen charts

Most Jeppesen Enroute Charts use the Lambert Conformal Conic projection. The
design is intended primarily for air-way instrument navigation to be referenced to cockpit
instruments.

12.

Find the standard parallels in a lamberts chart.

13.

What is convergency and CA

This inclination between any two meridians is called Convergency, and it equals the
angular difference between the measurements of the great circle at each meridian.
The inclination of the meridians or

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Convergency between two meridians = ch long X sine mean lat.
Conversion Angle (CA) = C (convergency)
14.

What is dip? Maximum and min value of dip

Max Angle of Dip is 90 at the poles and Min is 0at the Magnetic Equator/Magnator ;
the Angle of Dip is defined as the angle between the horizontal and a freely
suspended magnetised needle influenced only by the earth's magnetic field. Thus
the Magnetic equator or Aclinic Line is an imaginary line on the earth's surface
joining all points where the Angle of Dip is Nil, and can be said to be the dividing line
between the earth's blue and red polarity. Isoclinals are lines on charts joining all
places having the same magnetic dip.
The earth's line of total force (T) at any particular place is the line of force in which
a freely suspended magnetised needle lies in the earth's magnetic field when
influenced only by the earth's magnetic field. It follows that only at the Magnetic
equator will the needle be horizontal, only at the Pole will it be vertical. The Directive
Force is that component of the earth's total force which acts in a horizontal plane,
known as H; likewise the Vertical force in the vertical plane, known as z. The
Magnetic Meridian is simply the direction in a horizontal plane of the freely
suspended magnetised needle influenced only by the earth's magnetic field, i.e. the
direction of the directive force. Thus, we have a triangle of forces depending on the
position of the magnetised needle in the earth's magnetic field which solves the
actual horizontal direction and angle from the horizontal which it will actually take

15.

Max distance between 2 alternate airports for ETOPS flight

Extended Range Operations are those flights conducted over a route that contains a
point farther than one hour flying time at the approved one engine inoperative
cruise speed ( under standard conditions in still air ) from an adequate airport.

16.

When you press TO-GA in your aircraft, what position update take place, IRS/GPS/both ?

17.

Altimeter temp corrections?

Requirement for temperature correction. The calculated minimum safe altitudes/heights

must be adjusted when the ambient temperature on the surface is much lower than that
predicted by the standard atmosphere. In such conditions, an approximate correction is 4 %
height increase for every10 C below standard temperature as measured at the altimeter
setting source. This is safe for all altimeter setting source altitudes for temperatures above15.

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Tabulated corrections. For colder temperatures, a more accurate correction should be
obtained from Tables VI-3-1a andVI-3-1b. These tables are calculated for a sea level
aerodrome. They are therefore conservative when applied at higher aerodromes.
NOTE 1: The corrections have been rounded up to the next 5m or10ft increment.
NOTE 2: Temperature values from the reporting station (normally the aerodrome) nearest to
the position of the aircraft should be used. FLIGHT PROCEDURES (DOC 8168)

FEW MORE QUES

1.

What is the required instrumentation for RVSM?

i) Two primary altimetry systems
ii) One automatic altitude-keeping device capability 65 feet
iii) One altitude-alerting device, capability 300 feet
iv) One operating transponder with operational Mode C

2.

If a pilot is unable to maintain RVSM, what is the RT phraseology?

Unable RVSM due Turbulence/ Equipment (Eg altimeter failure)

3.

What is ETOPS, Different extensions available

Extended Range Operations are those flights conducted over a route that contains a
point farther than one hour flying time at the approved one engine inoperative cruise
speed ( under standard conditions in still air ) from an adequate airport. The Extended
Range Operations are covered under categories viz. 75 minutes, 120 minutes and 180minutes diversion time (the approval to operate may be extended in steps of 15 minutes).

4.

What is TCAS?
A traffic collision avoidance system or traffic alert and collision avoidance
system (both abbreviated as TCAS) is an aircraft collision avoidance system designed to
reduce the incidence of mid-air collisions between aircraft. It monitors the airspace
around an aircraft for other aircraft equipped with a corresponding active transponder,
independent of air traffic control, and warns pilots of the presence of other transponderequipped aircraft which may present a threat of mid-air collision(MAC). It is a type
of airborne collision avoidance system mandated by the International Civil Aviation
Organization to be fitted to all aircraft with a maximum take-off mass (MTOM) of over
5700 kg (12,586 lbs) or authorized to carry more than 19 passengers.

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Official definition from PANS-ATM (Nov 2007): ACAS / TCAS is an aircraft system based
on secondary surveillance radar (SSR) transponder signals which operates
independently of ground-based equipment to provide advice to the pilot on potential
conflicting aircraft that are equipped with SSR transponders.
In modern glass cockpit aircraft, the TCAS display may be integrated in the Navigation
Display (ND) or Electronic Horizontal Situation Indicator (EHSI); in older glass cockpit
aircraft and those with mechanical instrumentation, such an integrated TCAS display
may replace the mechanical Vertical Speed Indicator (which indicates the rate with which
the aircraft is descending or climbing).
5.

How does TCAS work?

TCAS involves communication between all aircraft equipped with an
appropriate transponder (provided the transponder is enabled and set up properly). Each
TCAS-equipped aircraft interrogates all other aircraft in a determined range about their
position (via the 1,030 MHz radio frequency), and all other craft reply to other
interrogations (via 1,090 MHz). This interrogation-and-response cycle may occur several
times per second.[1]
The TCAS system builds a three dimensional map of aircraft in the airspace,
incorporating their range (garnered from the interrogation and response round trip time),
altitude (as reported by the interrogated aircraft), and bearing (by the directional antenna
from the response). Then, by extrapolating current range and altitude difference to
anticipated future values, it determines if a potential collision threat exists.
TCAS and its variants are only able to interact with aircraft that have a correctly operating
mode C or mode S transponder. A unique 24-bit identifier is assigned to each aircraft that
has a mode S transponder Identification friend or foe Modes.
The next step beyond identifying potential collisions is automatically negotiating a mutual
avoidance maneuver (currently, maneuvers are restricted to changes in altitude and
modification of climb/sink rates) between the two (or more) conflicting aircraft. These
avoidance maneuvers are communicated to the flight crew by a cockpit display and by
synthesized voice instructions.[1]
A protected volume of airspace surrounds each TCAS equipped aircraft. The size of the
protected volume depends on the altitude, speed, and heading of the aircraft involved in

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the encounter. The illustration below gives an example of a typical TCAS protection
volume.
6.

Difference between TCAS I and II

TCAS I is the first generation of collision avoidance technology. It is cheaper but less capable than the
modern TCAS II system, and is mainly intended for general aviation use. TCAS I systems are able to
monitor the traffic situation around a plane (to a range of about 40 miles) and offer information on the
approximate bearing and altitude of other aircraft. It can also generate collision warnings in the form of a
"Traffic Advisory" (TA). The TA warns the pilot that another aircraft is in near vicinity, announcing "Traffic,
traffic", but does not offer any suggested remedy; it is up to the pilot to decide what to do, usually with the
assistance of Air Traffic Control. When a threat has passed, the system announces "Clear of conflict".[10]
TCAS II is the second and current generation of instrument warning TCAS, used in the majority
of commercial aviation aircraft (see table below). It offers all the benefits of TCAS I, but will also offer the pilot
direct, vocalized instructions to avoid danger, known as a "Resolution Advisory" (RA). The suggestive action
may be "corrective", suggesting the pilot change vertical speed by announcing, "Descend, descend", "Climb,
climb" or "Adjust Vertical Speed Adjust" (meaning reduce vertical speed). By contrast a "preventive" RA may
be issued which simply warns the pilots not to deviate from their present vertical speed, announcing,
"Monitor vertical speed" or "Maintain vertical speed, Maintain". TCAS II systems coordinate their resolution
advisories before issuing commands to the pilots, so that if one aircraft is instructed to descend, the other will
typically be told to climb maximising the separation between the two aircraft.
TCAS II Version 7.1 will be able to issue RA reversals in coordinated encounters, in case one of the aircraft
doesn't follow the original RA instructions (Change proposal CP112E). [13] Other changes in this version are
the replacement of the ambiguous "Adjust Vertical Speed, Adjust" RA with the "Level off, Level off" RA, to
prevent improper response by the pilots (Change proposal CP115).; [14] and the improved handling of
corrective/preventive annunciation and removal of green arc display when a positive RA weakens solely due
to an extreme low or high altitude condition (1000 feet AGL or below, or near the aircraft top ceiling) to
prevent incorrect and possibly dangerous guidance to the pilot (Change proposal CP116). [6][15]
Studies conducted for Eurocontrol, using recently recorded operational data, indicate that currently the
probability of a mid-air collision in European airspace is 2.7 x 10 8 which equates to one in every 3 years.
When TCAS II Version 7.1 is implemented, that probability will be reduced by a factor of 4. [15]

7.

What is the difference between GPWS and EGPWS

Traditional GPWS does have a blind spot. Since it can only gather data from directly
below the aircraft, it must predict future terrain features. If there is a dramatic change in
terrain, such as a steep slope, GPWS will not detect the aircraft closure rate until it is too
late for evasive action.
In the late 1990s improvements were made and the system was renamed "Enhanced
Ground Proximity Warning System"(EGPWS/TAWS). The system was now combined
with a worldwide digital terrain database and relies on Global Positioning System (GPS)
technology. On-board computers compared its current location with a database of the
Earth's terrain. The Terrain Display now gave pilots a visual orientation to high and low
points nearby the aircraft.

8.

Questions on runway lighting (from Jeppesons) VIVA RA & GEN NAV 2011\mod dev\Cat
II Cat III.pdf

9.

Questions on runway marking (Jeppesons)

10.

Radio failure procedure in Radar, Non-Radar and during a SID

11.

Requirements for ILS Cat IIIB

Category III B A precision instrument approach and landing with:

a decision height lower than 50 feet (15 m) above touchdown zone elevation, or no
decision height (alert height); and
a runway visual range less than 700 ft (200 m) but not less than 150 ft ( 30 m).
Autopilot is used until taxi-speed.

ICAO and FAA definition

A CATEGORY III B approach is a precision approach and landing with no

decision height or a decision height lower than 50ft (15m) and
a runway visual range less than 700ft (200m), but not less than 150ft
(50m).

CAT IIIB runway visual range minimums are limited by the runway/taxiway lighting and
support facilities, and would be consistent with the airport Surface Movement Guidance
Control System(SMGCS) plan.
In each case, a suitably equipped aircraft and appropriately qualified crew are required. For
example, CAT IIIb requires a fail-operational system, along with a crew who are qualified and
current, while CAT I does not. A head-up display which allows the pilot to perform aircraft
maneuvers rather than an automatic system is considered as fail-operational. CAT I relies only

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on altimeter indications for decision height, whereas CAT II and CAT III approaches use radar
altimeter to determine decision height. [4]
An ILS is required to shut down upon internal detection of a fault condition. With the
increasing categories, ILS equipment is required to shut down faster, since higher categories
require shorter response times. For example, a CAT I localizer must shutdown within 10
seconds of detecting a fault, but a CAT III localizer must shut down in less than 2 seconds.
12.

DH less than 50 feet (15 m) or no DH , and RVR less than 200m but not less than 50
meters for CAT IIIB

13.

Is middle marker mandatory for ILS approaches

Middle markers are no longer required in the United States so many of them are being
decommissioned.

14.

Outer marker colour of visual lighting, frequency, morse code and distance
uter marker

Blue outer marker

The outer marker is normally located 7.2 kilometers (3.9 nmi; 4.5 mi) from the threshold
except that, where this distance is not practical, the outer marker may be located
between 6.5 to 11.1 kilometers (3.5 to 6.0 nmi; 4.0 to 6.9 mi) from the threshold. The
modulation is repeated Morse-style dashes of a 400 Hz tone. The cockpit indicator is
a blue lamp that flashes in unison with the received audio code. The purpose of this
beacon is to provide height, distance and equipment functioning checks to aircraft on
intermediate and final approach. In the United States, a NDB is often combined with the
outer marker beacon in the ILS approach (called a Locator Outer Marker, or LOM); in
Canada, low-powered NDBs have replaced marker beacons entirely.
15.

Wind shear mode in GPWS. What is predictive wind shear(A 320 kingfisher pilot got
grilled on this topic)
Predictive Windshear System

A. Windshear Mode
The WXR/PWS, by a Doppler mode, determines the wind field ahead of the aircraft.

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By a mathematical treatment, the system determines the hazard factor (so-called "F factor") related to
the danger of a windshear event.
An hazard factor exceeding a value of 0.13 and within 5nm ahead of the aircraft is considered as the
presence of a dangerous event and a corresponding windshear alert is generated. The display of
windshear hazard consists of an icon of red and black bands superimposed on the radar returns. As
these events are dangerous during takeoff and landing maneuvers, the PWS mode is automatically
activated below 2300ft radio altimeter and at least one of the qualifiers-A and one qualifier-B inputs
have to be valid. Windshear detection operates automatically with the above-mentioned reasons, even if
the radar function selector switch is set to OFF or TEST, but windshear switch has to be set to AUTO.
The windshear mode is transparent to the pilot until a windshear event is detected. When a windshear
event is detected, the system generates the appropriate annunciations (visual and aural) to the flight
crew. The WXR/PWS generates a graphic symbol (icon) to the displays indicating where the windshear
was detected.
The windshear function detection can operate either with weather radar modes activated or
independently without these modes.
This is accomplished by sharing the antenna scanning:
- in clockwise weather scan or windshear scan,
- in counterclockwise windshear scan.
In windshear mode, the TILT and GAIN are controlled automatically on the WXR/PWS for the scanning.
However, the TILT displayed on the NDs is in accordance with this selected on the radar control panel.
When the weather radar transceiver 1 (2) fails, the windshear function is not available on the
transceiver 1 (2) unless you set the system switch to 2 (1) on the weather radar control unit (the system
2 has to be selected on the weather radar control unit to display the windshear icon). The amber
message PRED W/S is displayed on the NDs associated with the amber messages:
- NAV: PRED W/S DET FAULT on the EWD
- PRED W/S DET in the INOP SYS item of the STATUS page on the SD.
Note 1: The system has to reject echoes due to ground clutter or moving surface.
Note 2: There is no danger of radiation to persons on the ground if the windshear mode is deselected:
- Windshear switch to OFF on the weather radar control unit
- or ATC/TCAS switch to OFF or STBY on the ATC/TCAS control unit
- or engines stopped.
Note 3: In order to ensure optimum performance for the predictive windshear function the radome must
be at least equal to class B category 1.
Logic of Scanning mode
The antenna scan pattern varies depending on the mode of operation.
(a) Weather radar scan patterns
In weather radar mode, the antenna scans a 180 deg. in azimuth and has tilt (pitch) coverage of plus or
minus 15 deg.
Stabilization limits are +/- 25 deg. in the pitch axis and +/- 40 deg. in the roll axis.

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An antenna scanning is performed in 4 seconds, this causes the transmission of 760 data words at each
antenna scanning. The weather radar system features a 4-second constant refresh rate of the WX image
whatever the ranges selected on the CAPT and F/O EFIS control panels of the FCU.
(b) Weather and windshear scan pattern, no detected windshear event
When the system is placed into alternate weather/windshear scan pattern and no windshear event is
detected, the antenna scan pattern is as follows:
- clockwise weather scan with +/- 90 deg. of azimuth coverage and processing for weather
- counterclockwise windshear scan with full +/- 90 deg. of azimuth coverage, but with windshear
processing limited to the +/- 45 deg. sector.
However, the WXR/PWS have to update the refresh rate of the WX image to 12 seconds due to sharing of
processing between windshear and radar.
(c) Weather and windshear scan pattern, with windshear event detected
When the system is placed into alternate weather/windshear scan pattern and the system detects a
windshear event, the antenna scan pattern is as follows:
- clockwise weather scan, from - 90 deg. to + 90 deg.
- counterclockwise windshear scan, from + 90 deg. to - 45 deg., with windshear processing between +
45 deg. and - 45 deg.
- the next clockwise scan is from - 45 deg. to + 45 deg. to validate windshear
- the next counterclockwise scan is from + 45 deg. to - 90 deg. to validate windshear. No processing
occurs between - 45 deg. and - 90 deg.
- clockwise WX scan, from - 90 deg. to + 90 deg.
The sequence is repeated as long as windshear event is detected. If a windshear event is not detected the
system reverts to the alternating weather/windshear scan pattern described above. The refresh rate of
the WX image is minimum 16 seconds due to sharing processing between radar and windshear event
detection.
(d) Windshear scan pattern
When the system operates in windshear mode only, the scan pattern is +/- 45 deg. azimuth coverage on
both the clockwise and counterclockwise scans. This mode occurs if the operator has placed the weather
radar to OFF mode.
Windshear data are processed during both directions of antenna scanning. In this case the windshear
mode works transparent to the flight crew until a windshear event is detected. The refresh rate of the
display is 8 seconds.
16.

If you are navigating using triple INS and if all three fail, how will you navigate (The same
320 pilot answered raw data but the examiner was looking for gps as an answer)

17.

What is CANPA? How is it useful?

CANPA stands for Constant Angle Non-Precision Approach. The idea of CANPA is to fly
a constant angle approach even if a glide slope or visual slope indicator such as a VASI
or PAPI is unavailable. CANPA involves making a stabilized constant angle descent
rather than a quick descent to the MDA followed by flying level at the MDA until the
runway environment is in sight.

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CANPA has the following advantages as compared to the traditional step-down
approaches:
(i)

The technique enhances safe approach operations by the utilization of simplified

standard operating procedures;

(ii) Approach technique reduces pilot workload and enhances situational awareness;
(iii) Approach profile affords greater obstacle clearance along the final approach course;
(iv) Approach technique is similar to ILS technique, including the missed approach and
the associated go-around maneuver;
(v) Approach technique offers procedural integration with VNAV approaches;
(vi) Aircraft attitude when on a constant angle descent path facilitates acquisition of
visual cues;
(vii)

The constant angle descent profile flown in a stabilized manner is the safest

approach technique for all types of approaches;

(viii) Approach profile is fuel efficient; and
(ix) Approach profile affords reduced noise levels.
18.

Why is 50 feet added to MDA to calculate DDH in a CANPA approach?

With CANPA, the MDA is always respected and the requirements of ICAO PANS-OPS
in respect of descent below the MDA do not change - It is not permissible to descend
below the MDA unless the required visual reference is established.
It must be understood that if a go around is initiated at MDA while descending, the
aircraft will go below the MDA during the missed approach maneuver, which is not
allowed.
To compensate for this, the operators must add a margin of at least 50feet to the MDA
and call it a Derived Decision Altitude (Height) (DDA(H)), so that executing a missed
approach at the DDA(H) will not cause the aircraft to descend below the MDA. The air
operators are required to establish aircraft type specific safety margins (at least 50 feet)
for each aircraft type operated and establish type specific DDA(H) for each approach.
Operator must specify the document from where this value has been derived.

19.

Why is 50 feet not added to the DH in an ILS approach if the same if done for a CANPA
approach to calculate the DDH?
In older non-CANPA NPA dive-and-drive approaches, you fly to the MDA, level off and
wait for either one of two things to happen:
(a) you see the rwy environment, swoop and land, or
(b) you arrive at the missed approach point having not seen the rwy environment and
then execute the published missed approach, retry or divert.

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For the newer CANPA, 50 ft is tacked on to the MDA to provide a small margin of safety
should the pilot arrive at the DDA, doesn't see the runway environment, with the a/c then
affording to sink just a bit further (inertia) without going below the actual MDA during the
spool-up for executing the published missed approach procedure.
Dive-and-drive approaches were designed in days of slower a/c and crews much more
trained on how to arrive at a MDA without descending below it. Modern thinking calls for
a stabilized approach by 1000 ft, which means no further configuration changes. By
definition a dive-and-drive approach involves some changes below 1000 which is a no-no
in many places today.
CANPA generally avoids this whole issue, reducing risk and increasing safety. All this
essentially means is that the answer amounts to a cross between: 'historical reasons'
and 'we have more refined thinking these days'.
20.

What is FANS?

21.

What is RNP? Required equipment for RNP-5

RNAV and RNP systems are fundamentally similar.
The key difference between them is the requirement for on-board performance
monitoring and alerting.
A navigation specification that includes a requirement for on-board navigation
performance monitoring and alerting is referred to as an RNP specification.
Required Navigation Performance (RNP) A method of aircraft navigation that utilizes
modern flight computers, GPS (Global Positioning System) and innovative new
procedures. Aircraft using RNP precisely fly predetermined paths loaded into their flight
computers. Accurate navigation performance is ensured through continual monitoring
with alerts if position becomes uncertain. Over the last 10 years, RNP has been refined
for use in procedures to approach and depart airports. These procedures can be
designed with paths that reduce flight distances and reduce thrust settings. These
reductions can save an airline millions of dollars in excess fuel cost. RNP also can
facilitate noise and emissions reductions, benefiting airport neighbors and the
environment. The accuracy and all-weather capability of RNP created flight safety
benefits as well.
Required Navigation Performance (RNP) is a statement of the navigation performance accuracy
necessary for operation within a defined airspace. ICAO Document 9613, Manual on Required
Navigation Performance defines the RNP concept. RNP can include both performance and
functional requirements, and is indicated by the RNP type. These standards are intended for
designers, manufacturers, and installers of avionics equipment, as well as service providers and
users of these systems for global operations. The MASPS provides guidance for the development
of airspace and operational procedures needed to obtain the benefits of improved navigation
capability.

The term RNP is also applied as a descriptor for airspace, routes, and procedures (including departures,
arrivals, and instrument approach procedures (IAP)). The descriptor can apply to a unique approach
procedure or to a large region of airspace. RNP applies to navigation performance within an airspace,

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and therefore includes the capability of both the available infrastructure (navigation aids) and the
aircraft. RNP type is used to specify navigation requirements for the airspace. ICAO has standardized
the following RNP Types, RNP-1, RNP-2, RNP-12.6 and RNP-20. The required performance is
obtained through a combination of aircraft capability and the level of service provided by the
corresponding navigation infrastructure. From a broad perspective:
aircraft capability + level of service = access.
In this context, aircraft capability refers to the airworthiness certification and operational approval
elements (including avionics, maintenance, database, human factors, pilot procedures, training, and
other issues). The level of service element refers to the national airspace system infrastructure (including
published routes, signal-in-space performance and availability; and, air traffic management). When
considered collectively, these elements result in providing access. Access provides the desired benefit
(airspace, procedures, routes of flight, etc.).
One not having such a requirement is referred to as an RNAV specification.
Area Navigation The ability of an aircraft to navigate (make position estimates and set
courses) based on a variety of sensors and signals in range. Without RNAV, aircraft have
to navigate directly from one point and directly to another, and those points must be
within radio range. Using RNAV, aircraft are able to steer directly to a destination or steer
along a preprogrammed path. Older aircraft RNAV systems estimate position by
triangulating radio beacons while the most modern aircraft use GPS to perform that
function. Airline equipment generally backs up the externally referenced position
estimate with an inertial reference system estimate (IRS or IRU) In general RNAV is less
precise than RNP, does not offer curved paths and does not provide integrity monitoring
and alerting.
RNAV is a method of navigation that permits aircraft operation on any desired flight path: e.g.,
user preferred routes. The future CNS/ATM operating environment will be based on navigation
defined by geographic waypoints (expressed by latitude and longitude). Instrument procedures
and flight routes will not require aircraft to overfly ground-based navigation aids (sourcereferenced systems) defining specific points.
Oceanic and remote continental airspace is currently served by two navigation
applications, RNAV 10 and RNP 4. Both rely primarily on GNSS to support the navigation
element of the airspace. In the case of RNAV 10, no form of ATS surveillance is required.
In the case of RNP 4, ADS contract (ADS-C) is used.
22.

Why is the instrumentation for RNP-10 more complex than RNP-5?

RNP 5. (B RNAV It shall provide 95% containment value of 5 Nm) The level is
similar to that currently achieved by ac without R NAV capability on ATS routes defined
by a VOR or VOR DME when VORs are less than 100 Nm apart.
RNP 10. It supports reduced lateral and longitudinal separation minimal and
enhanced operational efficiency in oceanic and remote areas where the availability of

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navigation aids is limited.
Note. For RNP 10 operational approval of aircraft capable of coupling the area
navigation (RNAV) system to the flight director or autopilot, navigational positioning
error is considered to be the dominant contributor to cross-track and along-track error.
Flight technical error, path definition error and display errors are considered to be
insignificant for the purposes of RNP 10 approval. RNP 10 requires that aircraft
operating in oceanic and remote areas be equipped with at least two independent and
serviceable long-range navigation systems (LRNSs) comprising an inertial navigation
system (INS), an inertial referencing system (IRS)/flight management system (FMS) or
a global positioning system (GPS), with an integrity such that the navigation system
does not provide an unacceptable probability of misleading information.
23.

ETOPS: What is the difference between adequate airport and suitable airport?
Adequate airport
Adequate airport is an airport meeting the safety requirements for takeoff and landing
for commercial and non-commercial operations. It should be anticipated that at the
expected time of use:
(a) The aerodrome will be compatible with the performance requirements for the
expected landing weight and will be available and equipped with necessary ancillary
services such as ATC, sufficient lighting, communications, weather reporting,
navigation aids, refueling and emergency services and
(b) at least one let down aid (ground radar would so qualify) will be available for an
Instrument approach.
Suitable airport
Suitable airport is an adequate airport with weather reports or
combination thereof indicating that the weather conditions are at or
minima as specified in the operations specification and the field
indicates that a safe landing can be accomplished at the time
operations.

forecast or any
above operating
condition report
of the intended

Alternate An airport that meets stated requirements for planned diversion use and at
which the weather conditions are at or above operating minimums specified for a safe
landing. This new ETOPS-specific term replaces suitable.
24.

Questions on approach plate symbols

Height of highest obstacle,
MSA
Circling minima

25.

What is the code for NDB in an approach plate (63 for VOR and 1 for ILS)

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26.

Questions on enroute chart symbols fir boundary, navigation and communication

frequency change over point, MEA

27.

What is MORA? How is MORA calculated?

MINIMUM OFF ROUTE ALTITUDE. Provides obstruction clearance 10 nm either side of
route centreline including end fixes.

28.

What is mountainous area? (Jeppesons definition)

Where terrain elevation changes by 3000 feet or more within 10 nm.

29.

Questions on lighting in TVASI, Pulsating VASI

30.

How do you carry out a CANPA approach if FAF is not published? How is the FAF
crossing height calculated?
Approaches without a FAF: Where a FAF is not defined in the chart, a pseudo FAF
can be worked out on the inbound track, based on the initial approach/intermediate
altitude. From this point, a rate of descent can be computed, ideally for a 3 deg glide
path. A straight-in approach may be conducted if the pseudo FAF and the distance of the
aircraft from touchdown can be determined using any of the following aids: DME FMS
GPS ATC Radar
The responsibility of the crew in respect of minimum altitudes is considerably more
demanding when a FAF is not defined in the approach chart, hence the crew must use all
possible resources including ATC radar to monitor their position.

31.

How is the height of cloud base calculated using weather radar?

If the beam just misses the precipitation when it is angled upwards at 1 at a
range of 60 nm, one could calculate that the top of the precipitation is 1 mile (6000 ft)
above the aircraft. However, if the beam has a vertical width of 3, the bottom of the
beam is 1.5 below the centre. In this example, the top of the precipitation is actually
0.5, and therefore 0.5 miles or 3000 ft below the aircraft.

32.

Frequency of operation, working of weather radar?

33.

In NDB chart for Runway 07 Chennai, visibility minima for cat c and cat d aircraft is
published as 3400 and 5000 m respectively. If prevailing visibility is 3400 m, can the
approach be carried out for a cat b category aircraft?
YES

34.

VOR interception angles while going outbound and inbound to a station

35.

Working of GPS
Global Positioning System - A satellite based navigation system deployed by the U.S.
Department of Defense that provides positioning service anywhere in the world. GPS

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provides highly precise position and time information on a continuous basis to an
unlimited number of properly equipped users. The system is only modestly affected by
weather, and references location based on the Worldwide Geodetic System of 1984
(WGS84). GPS accuracy and integrity are measured continuously by the FAA and other
government organizations. Measured accuracy performance (difference between
estimated position and actual position) for the system is about 3 meters horizontally and
5 meters vertically 95% of the time, and double those numbers 99.99% of the time.
Without augmentation, aircraft using GPS for RNP operations use only the horizontal
information, relying on highly developed and accurate altimetry systems for vertical
information. GPS is one several satellite systems that are referred to as a GNSS or
Global Navigation Satellite System. It is currently the only fully functional system and has
been operational since 1978 and available globally since 1994. Galileo, a system
developed by the European Union as an alternative to GPS, will become operational in
2010.
36.

Questions on WAAS and LAAS

Local Area Augmentation System

A ground-based augmentation to GPS that

focuses its service on the airport area (approximately a 20-30 mile radius) for precision
approach, departure procedures and terminal area operations.

It broadcasts its

correction message via a VHF radio data link from a ground-based transmitter. LAAS will
yield the extremely high accuracy, availability, and integrity necessary for Category II, and
III precision approaches. Its demonstrated accuracy is less than 1 meter in both the
horizontal and vertical axis.
Wide Area Augmentation System U.S. based GPS augmentation system that uses
ground-based stations to send position corrections to a constellation of geo-stationary
satellites which in turn relay the corrections to WAAS/GPS receivers.
37.

Questions on type of FMS aboard the aircraft you fly

38.

How do you navigate to the north pole(the answer examiners are looking for is grid
navigation)

39.

What is DVOR?

40.

What is the modulation pattern of a reference and variable signal in DVOR

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41.

In Chennai, what is the direction of the runway slope? (the whole idea is supposedly to
check if you are familiar with the aerodrome you operate out of)

42.

Why is circle to land operations not allowed south of RWY 27 in Mumbai?

Here are further more Ques

1.

Wx deviation procedure

2.

How to calculate convergence angle on your computerized flight plan

3.

Diff between Tr(M) and Tr(T) is ? (Variation)

4.

What are aerodrome fixes?

5.

What are RNAV waypoints? Diff between fly over and fly by waypoints

6.

Some question on reciprocal tracks on Jeppesen charts

7.

In a dual auto-pilot ILS approach, if you press TO-GA at 30 feet and the a/c touches
down anyway, what are the FMA call outs in your a/c.

8.

Flying on the equator from 10E to 11E, how many feet do you cover

9.

Jeppesen charts are based on which projection? State properties of lamberts charts.

10.

What is MOCA. What is MORA and state the difference between the two

11.

Who derives MOCA and MORA

12.

Wx Deviation procedure

13.

RVSM contingency procedure

14.

What is the significance and difference between ILS X, ILS Y, ILS Z

IDENTIFICATION OF DOUBLE PROCEDURES
Charts representing the instrument phase:
An index letter (starting in the reverse order of the alphabet, by z) is used if
it is not possible to distinguish two or several procedures corresponding
to the same runway with the radio navigation aid type only (e.g.: VOR z RWY
26, VOR y RWY 26); and in particular in the following cases:
1) Two or several aids of the same type are used to support different
approaches on the same runway;

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2) Two or several missed approaches are associated with a common

approach;
3) Different procedures using the same radio-navigation aid type are provided
for different aircraft categories (except if the procedures only differ by
their minima and even if they are published on different charts);
4) The intermediate + final + missed approach segments are identical but
are published on several charts relating to different initial segments. The
letter z is used for the preferred procedure.
15.

What are mountainous areas

16.

Flying east bound, a VOR is due south of you. You are 60 NMs on R355. You cross R002
in 60 secs. What is your ground speed?