24 FEB 06 RADIO AIDS 11

GENERAL INFORMATION
The general information contained on the following pages is provided for use as ‘quick reference’. It
GENERAL INFORMATION

has been compiled from a variety of sources. Additional information can be found elsewhere in the Ra-
dio Aids section.

FREQUENCY BANDS 108.0 - 111.975 MHz ILS localizer (on

Radio frequencies lie within a relatively narrow odd-tenths plus twentieth
range of the electro-magnetic spectrum between ap- frequencies, 108.1, 108.3
proximately 10 kHz and 300 GHz. This range is di- etc.)
vided into bands, more or less in accordance with
the propagation characteristics of the frequencies. 108.0 - 111.975 MHz VOR (even tenths or even
These bands are: tenths plus a twentieth of
MHz).
VLF Very Low Frequency 0 - 30 kHz
111.975 - 117.975 VOR (even and odd
LF Low Frequency 30 kHz - 300 kHz MHz tenths of MHz).
MF Medium Frequency 300 kHz - 3 MHz
328.6 - 335.4 MHz ILS glide slope.
HF High Frequency 3 MHz - 30 MHz
VHF Very High 30 MHz - 300 MHz* 960.0 - 1215.0 MHz DME and TACAN.
Frequency
1563.42 - 1587.42 GPS
UHF Ultra High 300 MHz - 3 GHz* MHz
Frequency
SHF Super High 3 GHz - 30 GHz AIRBORNE STATIONS
Frequency
EHF Extremely High 30 GHz - 300 GHz 410 kHz International DF (outside
Frequency continental USA).
*200 MHz - 3 GHz is considered UHF in Aviation. 475 kHz Working frequency
exclusively for aircraft on
All VHF markers (FAN TYPE, OUTER, INNER and sea flights desiring an
ZONE) operate on 75 MHz (75,000 KHz), and are intermediate frequency.
tone modulated as follows:
500 kHz International frequency
FM Fan Marker (100 3000 Hz
for aircraft and ships over
Watts)
the seas. Transmission
LFM Low-Powered Fan 3000 Hz on this frequency (except
Marker (5 Watts) for urgent and safety
MM Middle Marker 1300 Hz messages and signals)
must cease twice each
OM Outer Marker 400 Hz hour, for three minute
Z Station Location 3000 Hz periods beginning at 15
Marker and 45 minutes past each
hour.
FREQUENCY ALLOCATION
3281 kHz Lighter-than-aircraft.
Frequency allocation is established to provide a
clear channeling between the various functions per-
formed by aeronautical navaids and communica-
tions facilities. Although a general allocation plan is
recognized on a world-wide basis, variations may
occur within certain ranges. The listing below is in-
tended to provide that allocation most generally
used by civil operators.
NAVIGATION AIDS
190 - 535 kHz Nondirectional Radio
Beacon (low power) and
Radio Range (low power).

190 - 1750 kHz Non-directional Beacon

(standard).

Non-directional Marker Beacon.

Beacon (standard).

108.0 - 117.975 MHz VOR test facility (VOT).

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 22 AUG 08 RADIO AIDS 15

SECTION 1. NAVIGATION AIDS

Information about Radio Aids published in this section is extracted from the United States Federal Avia-
tion Administration’s (FAA) Aeronautical Information Manual (AIM). It is provided for reference use only.
The information is generally applicable around the world. Regional variations may exist. Within the sec-
tion itself, additional references may be made to U.S. Federal Aviation Regulations (FARs). Relevant
FARs can be obtained separately from Jeppesen, or they are available directly from the U.S. FAA by mail
or via the internet.

1-1-1 GENERAL pilot when erroneous bearing information is

a. Various types of air navigation aids are in use
today, each serving a special purpose. These
aids have varied owners and operators, namely:
the Federal Aviation Administration (FAA), the
1-1-3
military services, private organizations, individ-
ual states and foreign governments. The FAA
has the statutory authority to establish, operate,
maintain air navigation facilities and to prescribe
standards for the operation of any of these aids
which are used for instrument flight in federally
controlled airspace. These aids are tabulated in
the Airport/Facility Directory (A/FD).
b. Pilots should be aware of the possibility of
momentary erroneous indications on cockpit
displays when the primary signal generator for
a ground-based navigational transmitter (for
example, a glideslope, VOR, or nondirectional
beacon) is inoperative. Pilots should disre-
gard any navigation indication, regardless of its
apparent validity, if the particular transmitter was
identified by NOTAM or otherwise as unusable
or inoperative.
1-1-2 NONDIRECTIONAL RADIO
BEACON (NDB)
a. A low or medium frequency radio beacon trans-
mits nondirectional signals whereby the pilot
of an aircraft properly equipped can determine
bearings and “home” on the station. These
facilities normally operate in a frequency band
of 190 to 535 kilohertz (kHz), according to
ICAO Annex 10 the frequency range for NDBs
is between 190 and 1750 kHz, and transmit
a continuous carrier with either 400 or 1020
hertz (Hz) modulation. All radio beacons except
the compass locators transmit a continuous
three-letter identification in code except during
voice transmissions.
b. When a radio beacon is used in conjunction with
the Instrument Landing System markers, it is
called a Compass Locator.
c. Voice transmissions are made on radio beacons
unless the letter “W” (without voice) is included
in the class designator (HW).
d. Radio beacons are subject to disturbances that
may result in erroneous bearing information.
Such disturbances result from such factors
as lightning, precipitation static, etc. At night,
radio beacons are vulnerable to interference
from distant stations. Nearly all disturbances
which affect the Automatic Direction Finder
(ADF) bearing also affect the facility’s iden-
tification. Noisy identification usually occurs
when the ADF needle is erratic. Voice, music or
erroneous identification may be heard when a
steady false bearing is being displayed. Since
ADF receivers do not have a “flag” to warn the
being displayed, the pilot should continuously
monitor the NDB’s identification.
VHF OMNI-DIRECTIONAL
RANGE (VOR)
a. VORs operate within the 108.0 to 117.95 MHz
frequency band and have a power output nec-
essary to provide coverage within their assigned
operational service volume. They are subject to
line-of-sight restrictions, and the range varies
proportionally to the altitude of the receiving
equipment.
NOTE: Normal service ranges for the various
classes of VORs are given in Navigational Aid
(NAVAID) Service Volumes, paragraph 1-1-8.
b. Most VORs are equipped for voice transmis-
sion on the VOR frequency. VORs without voice
capability are indicated by the letter “W” (without
voice) included in the class designator (VORW).
c. The only positive method of identifying a VOR
is by its Morse Code identification or by the
recorded automatic voice identification which is
always indicated by use of the word “VOR” fol-
lowing the range’s name. Reliance on determin-
ing the identification of an omnirange should
never be placed on listening to voice transmis-
sions by the Flight Service Station (FSS) (or
approach control facility) involved. Many FSSs
remotely operate several omniranges with differ-
ent names. In some cases, none of the VORs
have the name of the “parent” FSS. During peri-
ods of maintenance, the facility may radiate a
T-E-S-T code
(– • ••• –) or the code may be removed.
d. Voice identification has been added to numer-
ous VORs. The transmission consists of a voice
announcement, “AIRVILLE VOR” alternating
with the usual Morse Code identification.
e. The effectiveness of the VOR depends upon
proper use and adjustment of both ground and
airborne equipment.
1. Accuracy. The accuracy of course align-
ment of the VOR is excellent, being gener-
ally plus or minus 1 degree.
2. Roughness. On some VORs, minor
course roughness may be observed, evi-
denced by course needle or brief flag
alarm activity (some receivers are more
susceptible to these irregularities than
others). At a few stations, usually in moun-
tainous terrain, the pilot may occasionally
observe a brief course needle oscillation,
similar to the indication of “approaching
station.” Pilots flying over unfamiliar routes
are cautioned to be on the alert for these

© JEPPESEN, 1994, 2008. ALL RIGHTS RESERVED.

40 RADIO AIDS 22 AUG 08

SECTION 1. NAVIGATION AIDS

TABLE 1-1-5 GPS IFR Equipment Classes/Categories

TSO-C129
Int. Nav Sys.
Equipment Nonprecision
RAIM to Prov. RAIM Oceanic Enroute Terminal
Class Approach Capable
Equiv.
Class A - GPS sensor and navigation capability.
A1 yes yes yes yes yes
A2 yes yes yes yes no
Class B - GPS sensor data to an integrated navigation system (i.e. FMS, multi-sensor navigation system,
etc.).
B1 yes yes yes yes yes
B2 yes yes yes yes no
B3 yes yes yes yes yes
B4 yes yes yes yes no
Class C - GPS sensor data to an integrated navigation system (as in Class B) which provides enhanced
guidance to an autopilot, or flight director, to reduce flight tech. errors. Limited to 14 CFR Part 121 or
equivalent criteria.
C1 yes yes yes yes yes
C2 yes yes yes yes no
C3 yes yes yes yes yes
C4 yes yes yes yes no

TABLE 1-1-6 GPS Approval Required/Authorized Use

Installation Operational
Equipment IFR IFR IFR Oceanic In Lieu of ADF
Approval Approval
Type1 Enroute2 Terminal2 Approach3 Remote and/or DME3
Required Required
Hand held4 X5
VFR Panel X
Mount4
IFR Enroute X X X X X
and
Terminal
IFR X X X X X X
Oceanic/
Remote
IFR X X X X X X
Enroute,
Terminal,
and
Approach
1 To determine equipment approvals and limitations, refer to the AFM, AFM supplements, or pilot guides.
2 Requires verification of data for correctness if database is expired.
3 Requires current database.
4 VFR and hand-held GPS systems are not authorized for IFR navigation, instrument approaches, or as a primary instrument
flight reference. During IFR operations they may be considered only an aid to situational awareness.
5 Hand-held receivers require no approval. However, any aircraft modification to support the hand-held receiver; i.e.,
installation of an external antenna or a permanent mounting bracket, does require approval.
3. The GPS Approach Overlay Program is contained in the current onboard naviga-
an authorization for pilots to use GPS tion database are authorized. The navi-
avionics under IFR for flying designated gation database may contain information
nonprecision instrument approach pro- about nonoverlay approach procedures
cedures, except LOC, LDA, and simpli- that is intended to be used to enhance
fied directional facility (SDF) procedures. position orientation, generally by providing
These procedures are now identified by a map, while flying these approaches using
the name of the procedure and “or GPS” conventional NAVAIDs. This approach
(e.g., VOR/DME or GPS RWY 15). Other information should not be confused with a
previous types of overlays have either been GPS overlay approach (see the receiver
converted to this format or replaced with
stand-alone procedures. Only approaches

© JEPPESEN, 1994, 2008. ALL RIGHTS RESERVED.

 24 FEB 06 RADIO AIDS
DIRECTION FINDING PROCEDURES
Information about Direction Finding Procedures published in this section is extracted from ICAO An-
DIRECTION FINDING PROCEDURES
nex 10. It is provided for reference use only. The information is generally applicable around the world.
Regional variations may exist.
ICAO AERONAUTICAL
TELECOMMUNICATION STANDARDS
— ANNEX 10
6.2 DIRECTION FINDING
INTRODUCTORY NOTES
1. Direction-finding stations work either singly or in
groups of two or more stations under the direc-
tion of a main direction-finding station.
2. A direction-finding station working alone can
only determine the direction of an aircraft in rela-
tion to itself.
6.2.1 Recommendation — A direction-finding
station working alone should give the following, as
requested:
1. true bearing of the aircraft, using the appropriate
phrase;
2. true heading to be steered by the aircraft, with no
wind, to head for the direction-finding station us-
ing the appropriate phrase;
3. magnetic bearing of the aircraft, using the appro-
priate phrase;
4. magnetic heading to be steered by the aircraft,
with no wind, to make for the station using appro-
priate phrase.
6.2.2 Recommendation — When direc-
tion-finding stations work as a network to determine
the position of an aircraft, the bearing taken by each
station should be sent immediately to the station
controlling the direction-finding network to enable
the position of the aircraft to be determined.
6.2.2.1 Recommendation — The station
controlling the network should, on request, give the
aircraft its position in one of the following ways:
1. position in relation to a point of reference or in
latitude and longitude, using the appropriate
phrase;
2. true bearing of the aircraft in relation to the direc-
tion-finding station or other specified point using
the appropriate phrase, and its distance from the
direction-finding station or point, using the ap-
propriate phrase;
3. magnetic heading to steer with no wind, to make
for the direction-finding station or other specified
point using the appropriate phrase, and its dis-
tance from the direction-finding station or point,
using the appropriate phrase.
6.2.3 Aircraft stations shall normally make re-
quest for bearings, courses or positions, to the aero-
nautical station responsible, or to the station control-
ling the direction-finding network.
6.2.4 To request a bearing, heading or position,
the aircraft station shall call the aeronautical station
or the direction-finding control station on the listen-
ing frequency. The aircraft shall then specify the type
111
of service that is desired by the use of the appropri-
ate phrase.
6.2.5 In radiotelephony, an aircraft station
which requests a bearing shall end the transmission
by repeating its call sign. If the transmission has
been too short for the direction-finding station to ob-
tain a bearing, the aircraft shall give a longer trans-
mission for two periods of the approximately ten sec-
onds, or alternatively provide such other signals as
may be requested by the direction-finding station.
6.2.5.1 In radiotelephony, an aircraft station
which requests a bearing shall end the transmission
by repeating its call sign. If the transmission has
been too short for the direction-finding station to ob-
tain a bearing, the aircraft shall give a longer trans-
mission for two periods of the approximately ten sec-
onds, or alternatively provide such other signals as
may be requested by the direction-finding station.
NOTE: Certain types of VHF/DF stations require the
provision of a modulated signal (voice transmission)
in order to take a bearing.
6.2.6 When a direction-finding station is not
satisfied with its observation, it shall request the air-
craft station to repeat the transmission.
6.2.7 When a heading or bearing has been re-
quested, the direction-finding station shall advise the
aircraft station in the following form:
1. the appropriate phrase;
2. bearing or heading in degrees in relation to the
direction-finding station, sent as three figures;
3. class of bearing;
4. time of observation, if necessary.
6.2.8 When a position has been requested, the
direction-finding control station, after plotting all si-
multaneous observations, shall determine the ob-
served position of the aircraft and shall advise the
aircraft station in the following form:
1. the appropriate phrase;
2. the position;
3. class of position;
4. time of observation.
6.2.9 As soon as the aircraft station has re-
ceived the bearing, heading or position it shall re-
peat back the message for confirmation, or correc-
tion.
6.2.10 When positions are given by bearing or
heading and distance from a known point other than
the station making the report, the reference point
shall an aerodrome, prominent town or geographic
feature. An aerodrome shall be given in preference
to other places. When a large city or town is used as
a reference place, the bearing or heading, and the
distance given shall be measured from its center.
© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.
 19 MAY 06 RADIO AIDS 121

NAVIGATION AIDS LEGEND

LEGEND
NAVIGATION AIDS

The listings are in alphabetical sequence by country. The following information is provided:

Name Official name (followed by location name, when different than navaid name).
Ident Identifier.
Freq. Frequency. VOR ghost frequency for TACAN or DME.
Class The following codes are used:

VOR V
TACAN (channels 17-59 and 70-126) T
TACAN (channels 1-16 and 60-69) M
DME D
Terminal Class T
High Altitude Class H
Low Altitude Class L
Class Unrestricted U
1
Not co-located VOR and TACAN or DME N

NDB (2000 watts or more) H H

NDB (50 - 1999 watts) H
NDB (Less than 50 watts) H M
Used as LOM H O
Used as ILS back course locator H C
Locator (no class specified) H L
Marine Beacon M

Voice capability:
Scheduled Weather Broadcast B
No Voice on navaid frequency W
(omitted on TACAN and DME facilities)
Automatic Transcribed Weather Broadcast A

EXAMPLE:
(H) VORDME V D H
(H) VORTAC V T H W N1
(H) TACAN T H
(T) VOR V T W
(HH) NDB (2000 watts or more) H H

1. The letter “N” indicates that the VOR and TACAN or DME facility are separated by at least 6 seconds (one
tenth of a minute) of either longitude or latitude. The TACAN (T) or DME (D) facility class code is included with
the VOR listing and the INS coordinates shown are for the VOR facility. On the line immediately below this
listing the TACAN or DME facility information is listed with the TACAN or DME coordinates. To further highlight
the difference in coordinates TACAN or DME identifier is offset below the VOR identifier.

INS Coordinates In avionics keyboarding format, latitude and longitude in degrees, minutes and tenths of
minutes.
VAR/Stn Decl Magnetic variation/station declination.
Elev. Station elevation, shown only for those navaids with DME capability and if this
information is officially published by State authority.

© JEPPESEN SANDERSON, INC., 1982, 2006. ALL RIGHTS RESERVED.

 14 NOV 08 RADIO AIDS AU-13

AUSTRALIA – BROADCAST STATIONS

Aviation authorities do not issue NOTAM for broadcast stations. It is possible that the information listed
may be inaccurate. The station identification is the general location of the reception area and is not
necessarily the site of the transmitter. Coordinates shown apply to position of transmitter. Note that
the datum used is not WGS84 but Australian Geodetic Datum 1966 (AGD66). CAUTION: A considerable
number of stations relay broadcasts.

STATION IDENT FREQ (KHZ) PSN LAT LONG POWER

AUSTRALIAN CAPITAL TERRITORY
Canberra 2CN 666 S35 13 09 E149 07 21 5k
Canberra 2RN 846 S35 13 09 E149 07 21 10k
Canberra 1008 S35 13 15 E149 06 58 300
Canberra 2CA 1053 S35 13 20 E149 08 53 5k
Canberra 1RPH 1125 S35 13 00 E149 07 00 2k
Canberra 2CC 1206 S35 13 09 E149 07 21 5k
Canberra 2PB 1440 S35 13 09 E149 07 21 2k
NEW SOUTH WALES
Albury 1296 S36 03 22 E146 57 48 540
Albury 2AY 1494 S36 03 22 E146 57 48 2k
Armidale 2RN 720 S30 29 51 E151 39 49 50
Armidale 2AD 1134 S30 32 48 E151 36 07 2k
Bathurst 2BS 1503 S33 22 22 E149 32 09 5k
Bega 2EC 765 S36 44 41 E149 56 16 4k
Bega 2BA 810 S36 42 47 E149 49 10 10k
Bourke 2WEB 585 S30 06 09 E145 58 51 5k
Bowral 2ST/T 1215 S34 29 35 E150 23 54 350
Broken Hill 2BH 567 S31 56 25 E141 26 36 500
Broken Hill 2NB 999 S31 55 48 E141 29 06 2k
Byrock 2BY 657 S30 39 04 E146 25 33 10k
Cobar 2DU/T 972 S31 31 01 E145 50 07 300
Coffs Harbour 2CS 639 S30 28 19 E153 01 53 5k
Cooma 2XL 918 S36 14 23 E149 08 56 2k
Cooma 2CP 1602 S36 13 45 E149 08 08 50
Corowa 2CO 675 S35 57 26 E146 25 05 10k
Cumnock 2CR 549 S32 56 07 E148 42 37 50k
Deniliquin 2QN 1521 S35 37 37 E144 54 42 2k
Dubbo 2DU 1251 S32 16 21 E148 40 32 2k
Glen Innes 2GL 819 S29 47 31 E151 45 52 10k
Gosford 801 S33 19 44 E151 27 53 5k
Goulburn 2RN 1098 S34 44 50 E149 41 44 200
Goulburn 2GN 1368 S34 44 49 E149 41 45 2k
Grafton 2NR 738 S29 29 37 E153 06 51 50k
Grafton 2GF 1206 S29 40 01 E152 58 57 5k
Griffith 2RG 963 S34 19 48 E146 07 57 5k
Gunnedah 2MO 1080 S30 59 10 E150 12 41 2k
Inverell 2NZ 1188 S29 46 27 E151 13 30 2k
Kempsey 2MC 531 S31 06 29 E152 49 56 5k
Kempsey 2KP 684 S31 00 27 E152 56 50 10k
Lismore 2LM 900 S28 45 57 E153 21 31 5k
Lithgow 2LT 900 S33 24 23 E150 06 00 5k
Lithgow (City) 2LG 1395 S33 29 23 E150 09 35 200
Moree 2VM 1530 S29 29 08 E149 53 26 2k
Mudgee 2MG 1449 S32 34 59 E149 34 11 5k
Murwillumbah 2ML 720 S28 14 39 E153 30 37 400
Murwillumbah 2MW 972 S28 19 39 E153 30 29 5k
q$z

© JEPPESEN, 2003, 2008. ALL RIGHTS RESERVED.

 31 OCT 08 RADIO AIDS AU-37

NAVAID LIMITATIONS – AUSTRALIA

This listing provides only those navaids (VOR, DME, TACAN, NDB) where range and/or navaid limitations
are applicable. Navaids are sequenced by their official names. City names are included in parentheses
when different than the navaid name. Distances are nautical miles. Bearings and radials are from the
navaid.

LOCATION LOCATION
IDENT NAVAID LIMITATIONS IDENT NAVAID LIMITATIONS
Adelaide, SA Birdsville, QLD
AD NDB Range: 130HJ/85HN BDV NDB Range: 40
Albany, WA Blackall, QLD
ABA NDB Range: 100HJ/60HN, over water BCK NDB Range: 40
200HJ/110HN. Bolinda (Melbourne), VIC
Albury, NSW BOL NDB Range: 40HJ/30HN
AY NDB Range: 65 Bordertown, SA
Alice Springs, NT BOR NDB Range: 100HJ/75HN
AS NDB Range: 110HJ/90HN Borroloola, NT
Amberley, QLD BRL NDB Range: 100
AMB NDB Range: 180HJ/85HN Boulia, QLD
Andamooka, SA BOU NDB Range: 75
AMK NDB Range: 45 Bourke, NSW
Archerfield (Brisbane), QLD BKE NDB Range: 45
AF NDB Range: 30, excessive bearing Bowen, QLD
fluctuations between 180° -
BWN NDB Range: 35
200°.
Brewarrina, NSW
Armidale, NSW
BRW NDB Range: 55
ARM NDB Range: 35
Broken Hill, NSW
Ayers Rock, NT
BHI NDB Range: 150HJ/85HN
AYE NDB Range: 100
BHI VOR Scalloping may occur on final
Bagot (Darwin), NT
Rwy 05.
BGT NDB Range: 50
Bromelton, QLD
Bairnsdale, VIC
BML NDB Range: 50
BNS NDB Range: 35
Broome, WA
Balgo Hill, WA
BRM NDB Range: 60, over water 110.
BGO NDB Range: 70
Bundaberg, QLD
Ballarat, VIC
BUD NDB Range: 65HJ/60HN
BLT NDB Range: 30
Burketown, QLD
Ballidu, WA
BKT NDB Range: 70
BIU NDB Range: 70
Busselton, WA
Ballina, NSW
BLN NDB Range: 50
BNA NDB Range: 25; Not suitable for
Cairns, QLD
navigation in sector 300° - 340°.
CS NDB Range: 50, over water
Bankstown (Sydney), NSW
160HJ/110HN.
BK NDB Range: 40
Calga, NSW
Barcaldine, QLD
CAA NDB Range: 15, excessive bearing
BAR NDB Range: 40 fluctuations in sector 170° -
Barrow Island, WA 030°.
BWX NDB Range: 75 Camden, NSW
Bathurst, NSW CN NDB Range: 35, reduced to 15 in
BTH NDB Range: 30 sector 270° - 310°.
Bendigo, VIC Camooweal, QLD
BDG NDB Range: 60 CMW NDB Range: 80HJ/65HN
Bindook, NSW Canberra, ACT
BIK NDB Range: 50, reduced to 20 below CB NDB Range: 40
FL120 in sectors 300° - 020°
and 080° - 130°.

q$z

© JEPPESEN, 1997, 2008. ALL RIGHTS RESERVED.