時(shí)間：2011-04-18 00:47來源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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1.1.3. VHF Omni.directional Range (VOR)a. VORs operate within the 108.0 to 117.95 MHz frequency band and have a power output necessary 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” following the range’s name. Reliance on determining the identifica-tion of an omnirange should never be placed on listening to voice transmissions by the Flight Service Station (FSS) (or approach control facility) involved. Many FSSs remotely operate several omniranges with different names. In some cases, none of the VORs have the name of the “parent” FSS. During Navigation Aids 1.1.1 periods 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 generally plus or minus 1 degree. 2.Roughness. On some VORs, minor course roughness may be observed, evidenced by course needle or brief flag alarm activity (some receivers are more susceptible to these irregularities than others). At a few stations, usually in mountainous 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 vagaries, and in particular, to use the “to/from” indicator to determine positive station passage. (a) Certain propeller revolutions per minute (RPM) settings or helicopter rotor speeds can cause the VOR Course Deviation Indicator to fluctuate as much as plus or minus six degrees. Slight changes to the RPM setting will normally smooth out this roughness. Pilots are urged to check for this modulation phenomenon prior to reporting a VOR station or aircraft equipment for unsatisfactory operation. 1.1.4. VOR Receiver Check a.The FAA VOR test facility (VOT) transmits a test signal which provides users a convenient means to determine the operational status and accuracy of a VOR receiver while on the ground where a VOT is located. The airborne use of VOT is permitted; however, its use is strictly limited to those areas/altitudes specifically authorized in the A/FD or appropriate supplement. b.To use the VOT service, tune in the VOT frequency on your VOR receiver. With the Course Deviation Indicator (CDI) centered, the omni. bearing selector should read 0 degrees with the to/from indication showing “from” or the omni. bearing selector should read 180 degrees with the to/from indication showing “to.” Should the VOR receiver operate an RMI (Radio Magnetic Indicator), it will indicate 180 degrees on any omni.bearing selector (OBS) setting. Two means of identification are used. One is a series of dots and the other is a continuous tone. Information concerning an individ-ual test signal can be obtained from the local FSS. c.Periodic VOR receiver calibration is most important. If a receiver’s Automatic Gain Control or modulation circuit deteriorates, it is possible for it to display acceptable accuracy and sensitivity close into the VOR or VOT and display out.of.tolerance readings when located at greater distances where weaker signal areas exist. The likelihood of this deterioration varies between receivers, and is generally considered a function of time. The best assurance of having an accurate receiver is periodic calibration. Yearly intervals are recommended at which time an authorized repair facility should recalibrate the receiver to the manufacturer’s specifications. d.Federal Aviation Regulations (14 CFR Section 91.171) provides for certain VOR equipment accuracy checks prior to flight under instrument flight rules. To comply with this requirement and to ensure satisfactory operation of the airborne system, the FAA has provided pilots with the following means of checking VOR receiver accuracy: 1.VOT or a radiated test signal from an appropriately rated radio repair station. 2.Certified airborne check points. 3.Certified check points on the airport surface. e. A radiated VOT from an appropriately rated radio repair station serves the same purpose as an FAA VOR signal and the check is made in much the same manner as a VOT with the following differences: 1. The frequency normally approved by the Federal Communications Commission is 108.0 MHz. 2. Repair stations are not permitted to radiate the VOR test signal continuously; consequently, the owner or operator must make arrangements with the repair station to have the test signal transmitted. This service is not provided by all radio repair stations. The aircraft owner or operator must determine which 1.1.2 Navigation Aids repair station in the local area provides this service. A representative of the repair station must make an entry into the aircraft logbook or other permanent record certifying to the radial accuracy and the date of transmission. The owner, operator or representa-tive of the repair station may accomplish the necessary checks in the aircraft and make a logbook entry stating the results. It is necessary to verify which test radial is being transmitted and whether you should get a “to” or “from” indication. |
