Advanced Navigation Final Practice

The statement "DME and GPS distances will always be the same" is false. DME (Distance Measuring Equipment) and GPS (Global Positioning System) are two different technologies used for measuring distances. DME calculates distances based on the time it takes for a radio signal to travel between the aircraft and a ground station, while GPS uses satellite signals to determine the location of the aircraft. Therefore, the distances measured by DME and GPS can differ depending on various factors such as signal accuracy, atmospheric conditions, and technical limitations of the systems.

The celestial sphere is a concept used in astronomy to simplify the representation of the positions and movements of celestial objects. It is an imaginary sphere centered on Earth, with the observer at the center. This sphere is used as a reference system to track the positions of stars and planets as they appear to move across the sky. It helps astronomers map and study the celestial bodies without having to take into account the complexities of Earth's rotation and orbit. Therefore, the statement is true.

When using a non-WAAS capable GPS for navigation and instrument approaches, a required alternate airport must have an approved instrument approach procedure, besides GPS, that is expected to be operational and available at the ETA. This means that the alternate airport must have a backup instrument approach procedure, such as an ILS or VOR approach, in case the GPS becomes unavailable or unreliable. This ensures that the pilot has a reliable means of navigating and conducting instrument approaches to the alternate airport in case of GPS failure.

The distance between Greenwich, England and the International date line is half of the Earth's circumference, which is 360 degrees. Since longitude measures the distance east or west of the prime meridian (which passes through Greenwich), the degrees of longitude representing this distance would be half of 360, which is 180.

GPS NOTAM's are specific notices to airmen regarding any changes or disruptions in GPS signals or navigation systems. These NOTAM's are not automatically included in a standard briefing and must be requested separately from the Flight Service Station (FSS) if desired. Therefore, the statement that GPS NOTAM's must be specifically requested from the FSS during a standard briefing is true.

RNAV systems, or Area Navigation systems, are designed to provide aircraft with accurate and continuous position information. They use a combination of onboard sensors and navigation databases to determine the aircraft's present position and calculate the course to the next waypoint. This allows pilots to navigate along specific routes with precision and efficiency. Therefore, the statement that RNAV systems provide present position and course to the next waypoint is true.

RAIM stands for receiver autonomous integrity monitoring. This is a technology used by GPS receivers to ensure the accuracy and reliability of the satellite signals they receive. RAIM helps to identify and mitigate any anomalies or errors in the received signals, ensuring that the GPS receiver can provide accurate position, velocity, and timing information. By monitoring the integrity of the signals autonomously, the receiver can detect and exclude any faulty satellites from its calculations, improving the overall reliability of the GPS system.

An AHRS, in the context of aircraft systems, refers to an attitude heading reference system. This system is responsible for providing accurate and real-time information about the aircraft's attitude (pitch, roll, and yaw) and heading. It uses various sensors such as accelerometers, gyroscopes, and magnetometers to measure and calculate these parameters. The AHRS is crucial for navigation, flight control, and autopilot systems as it helps pilots maintain proper orientation and control of the aircraft.

VOR (VHF Omnidirectional Range) is a ground-based radio frequency navigation aid that provides pilots with directional information. It works by transmitting signals in all directions, and aircraft instruments receive and interpret these signals to determine the aircraft's bearing from the VOR station. Therefore, VOR is specifically designed to operate in conjunction with ground-based radio frequency nav aids. GPS, on the other hand, is a satellite-based navigation system that does not rely on ground-based radio frequency signals. Magnetic compass and flux-gate compass are independent instruments that do not require ground-based radio frequency nav aids for operation.

To navigate via "dead reckoning," which is a method of estimating one's current position based on a previously known position and the course and speed traveled since then, three instruments are necessary. A compass is needed to determine the direction of travel, a watch is needed to measure the time spent traveling, and an airspeed indicator is needed to calculate the distance covered. These instruments allow the navigator to make calculations and estimate their current position.

GPS VFR waypoints can be used by pilots when filing a flight plan, but only if they are planning a VFR (Visual Flight Rules) flight. VFR flight plans are used when the pilot navigates by visual reference to the ground, and GPS waypoints can aid in navigation. However, for an IFR (Instrument Flight Rules) flight plan, pilots must follow specific routes and procedures determined by air traffic control, and GPS waypoints may not be used as part of the flight plan. Therefore, the correct answer is "only for a VFR flight plan."

The alignment of an INS (Inertial Navigation System) requires the essential information of the present position and heading. This is because the system needs to know the starting point and the direction in which the vehicle is currently facing in order to accurately calculate its subsequent movements and track its position. The current temperature, atmospheric pressure, proposed altitude en route, and exact Zulu time are not directly related to the alignment process of an INS.

To determine an accurate positional fix in 3 dimensions using GPS, it is necessary to receive signals from at least 4 satellites. This is because GPS works on the principle of trilateration, where the receiver measures the time it takes for signals to travel from multiple satellites to calculate its precise position. With signals from only 3 satellites, the receiver can only determine a 2D position, but with signals from 4 satellites, it can calculate the altitude as well, providing a complete 3D positional fix.

If receiver Autonomous Integrity Monitoring (RAIM) is not available when setting up for GPS approach, the pilot should select another type of approach using another type of navigation aid. This is because RAIM provides an integrity check for the GPS signals and ensures the accuracy of the navigation data. Without RAIM, the pilot cannot rely solely on GPS for navigation and should switch to a different approach that utilizes a different navigation aid, such as VOR or ILS, to ensure a safe and accurate approach.

A Mercator Map would be the most inappropriate choice for use at the South Pole because it is a cylindrical projection that distorts the size and shape of land masses as you move away from the equator. At the poles, this distortion becomes extreme, causing the map to stretch and exaggerate the size of the polar regions. Therefore, using a Mercator Map at the South Pole would result in significant inaccuracies and make it difficult to accurately navigate and understand the geography of the area.

The correct answer is that the IRS provides attitude and heading information, but not navigational data. This means that the IRS is able to provide information about the orientation and direction of the aircraft, but it does not provide specific location or navigation data. This is in contrast to an inertial navigation system (INS), which is designed to provide both attitude and heading information as well as navigational data to determine the aircraft's position and track its movement.

The Department of Defense (DOD) is responsible for the maintenance of the space and control segments of the GPS. This is because the GPS was initially developed by the DOD for military purposes, and they continue to operate and maintain the system. The DOD ensures the accuracy, reliability, and security of the GPS signals, which are used for navigation, timing, and other critical applications worldwide. The other options, such as the Department of Homeland Security (DHS), Federal Aviation Administration (FAA), and Federal Communications Commission (FCC), do not have direct responsibility for the maintenance of the GPS system.

RNP stands for Required Navigational Performance. It is a navigation specification that ensures aircraft can navigate within a defined accuracy, integrity, continuity, and functionality. RNP allows for more precise and efficient navigation, reducing the risk of accidents and improving airspace capacity. It is a key component of modern air navigation systems, enabling aircraft to follow specific flight paths with a high level of accuracy.

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A rhumb line, also known as a loxodrome, is a line that crosses all meridians of longitude at the same angle, making a constant bearing relative to true or magnetic north. On a Mercator projection, rhumb lines appear as straight lines. This is one of the unique properties of the Mercator projection, where lines of constant bearing are represented as straight lines. Therefore, the statement that a rhumb line would appear as a curved line on a Mercator projection is false.

The FMS (Flight Management System) utilizes any or all of the systems mentioned for position information. Conventional radio navigation aids such as VOR/DME, inertial reference systems, and GPS can all be used by the FMS to determine the aircraft's position. The FMS may use a combination of these systems depending on the availability and accuracy of each system.

Deviation in a magnetic compass refers to the error caused by magnetic fields that are present in the immediate vicinity of the compass. These magnetic fields can be generated by nearby metallic objects or electrical equipment, and they can cause the compass needle to deviate from its true north position. Therefore, the correct answer states that deviation is the error introduced by magnetic fields local to the instrument.

The correct answer is CDU, FMC, navigational database, and performance database. These components are essential for a Flight Management System (FMS). The CDU (Control Display Unit) is used for inputting and displaying data. The FMC (Flight Management Computer) calculates and manages the aircraft's flight plan. The navigational database contains information about airports, airways, and waypoints. The performance database provides data on aircraft performance, such as fuel consumption and speed. Together, these components enable efficient and accurate navigation and flight planning.

A DME/DME fix is not necessarily less accurate than a VOR/DME fix. Both types of fixes rely on different navigation equipment and provide accurate position information. The accuracy of a fix depends on various factors such as the quality and maintenance of the equipment, the distance from the navigation aids, and the presence of any interference or obstacles. Therefore, it cannot be generalized that one type of fix is always less accurate than the other.

In the context of an inertial navigation system, "drift" refers to the accumulation of errors over time. This means that as the system continues to operate, small errors in measurement or calculation can add up and cause the estimated position to deviate from the actual position. Therefore, "the sum of all cumulative error" is an accurate description of drift in an inertial navigation system.

Waypoints, when using a VORTAC-based RNAV unit, are defined as azimuth/distance fixes from VOR ground stations. This means that the waypoints are determined based on the azimuth (the horizontal angle) and distance from VOR ground stations. These fixes provide a precise location for the aircraft's navigation. GPS-derived latitude/longitude refers to using GPS coordinates for defining waypoints, identified fixes on a VORTAC chart are specific locations marked on the chart, and assumed DR positions are dead reckoning positions estimated by the pilot.

An ADF (Automatic Direction Finder) is a radio navigation system that uses low frequency signals to determine the direction of a radio transmitter. It does not rely on RNAV (Area Navigation) principles, which involve the use of onboard navigation systems to determine aircraft position and track. GPS, LORAN-C, and DME/DME/FMS are all examples of RNAV systems as they utilize advanced navigation technology to provide accurate position information.

To calculate the duration of the voyage, we need to determine the distance between Dakhala, Morocco (16 degrees West) and Watling Island, Bahamas (75 degrees West) along the same latitude. Since both places are located on the Tropic of Cancer, the distance between them can be calculated by multiplying the difference in longitude (75 - 16 = 59 degrees) by the distance covered in one degree of latitude at the Tropic of Cancer (60 nautical miles). Therefore, the total distance is 59 degrees x 60 nautical miles/degree = 3540 nautical miles. Dividing this distance by the average speed of 5 knots gives us a voyage duration of 3540/5 = 708 hours. Considering that there are 24 hours in a day, the voyage would take approximately 708/24 = 29.5 days. Rounding this off, we get 30 days.

An integrated AHRS system utilizing an air data computer would be affected by pitot ice. Pitot ice can obstruct the pitot tube, which is a crucial component of the air data computer. This obstruction can lead to inaccurate airspeed and altitude readings, which in turn can affect the performance of the AHRS system. Therefore, the statement that the system would not be affected by pitot ice is false.

The zenith angle of a celestial object refers to the angle between its GP (Geographical Position) and the observer, relative to the center of the earth. Additionally, it can also be understood as the angle observed between the object and the vertical. Lastly, the zenith angle is the complement of the object's altitude. Therefore, all the given options correctly describe the zenith angle of a celestial object.

To skip a waypoint in a published approach and proceed to the next waypoint, you would need to select "Direct TO" and enter the waypoint to which you wish to proceed. This action allows you to bypass the waypoint you want to skip and continue the flight plan directly to the desired waypoint.

An isogonic line with a value of 20 degrees E suggests that there is a magnetic declination of 20 degrees to the east. To fly a course of 045 degrees true, we need to adjust for the magnetic declination. Since the declination is to the east, we subtract the declination from the true course. Therefore, the heading would be 025 degrees magnetic.

The reason the correct answer is "No, you cannot substitute your IFR GPS for ADF with an expired database" is because even though you have an IFR certified GPS, it cannot be used as a substitute for an ADF in this situation. Additionally, the fact that the GPS database has expired further invalidates its use for this approach.

FSS briefers will provide RAIM information for the time period that is one hour before to one hour after the Estimated Time of Arrival (ETA). This means that they will give information about the Receiver Autonomous Integrity Monitoring (RAIM) system's availability and accuracy during this specific time frame.

The heading of an aircraft refers to the direction in which the aircraft is pointing. It indicates the angle between the aircraft's longitudinal axis and a reference point, usually true north. It is different from the track over the ground, which is the actual path followed by the aircraft between two waypoints. While the direction of travel may be influenced by factors like wind, the heading remains constant as long as the aircraft's orientation does not change.

After the MAWP refers to taking action to sequence the receiver after passing the Missed Approach Waypoint (MAWP). In a GPS missed approach procedure, the pilot needs to follow specific instructions to navigate the aircraft safely in case of a missed approach. Once the aircraft passes the MAWP, the pilot must take action to properly sequence the GPS receiver for the next phase of the approach or to navigate to an alternate destination. This ensures that the aircraft remains on the correct flight path and avoids any potential hazards or conflicts.

All of the above methods of navigation would result in a great circle track. A great circle track is the shortest distance between two points on a sphere, and it follows the curve of the Earth's surface. Following the course given by a "direct to" from a GPS, tracking a single radial to a VOR, and maintaining a bearing to an NDB all involve navigating along specific points or directions, which can result in following a great circle track.

On a chart with a scale of 1:500,000, the ratio indicates that for every 1 unit on the chart, there are 500,000 units in reality. Since the question asks for the representation of 3 inches on the chart, we can calculate the number of nautical miles by multiplying 3 inches by the scale ratio of 1:500,000. This gives us 3 inches * 500,000 nautical miles/inch = 1,500,000 nautical miles. Therefore, the correct answer is 20.5.

A VOR fix, without DME, yields a "line of position". This means that it provides information about the aircraft's position along a specific radial line from the VOR station. It does not provide distance to the station, time to the station, or azimuth and heading.

GPS VFR waypoints are identified on a sectional chart. This means that these waypoints, which are used for visual flight rules navigation, are marked and displayed on the chart for pilots to reference and navigate accurately using GPS technology.

The approximate difference between the Earth's circumference at the Prime Meridian and its circumference at the equator is 72 nautical miles. This means that if you were to travel along the equator, you would cover an additional distance of 72 nautical miles compared to traveling along the Prime Meridian.

The correct answer is that the GPS receiver must be set to terminal course deviation indicator (CDI) sensitivity. When flying a published GPS departure, the GPS receiver needs to be set to terminal CDI sensitivity in order to accurately follow the lateral guidance provided by the GPS. This setting ensures that the CDI needle on the GPS display provides the necessary course guidance for the departure procedure. By setting the GPS receiver to terminal CDI sensitivity, the pilot can rely on the GPS navigation without the need for manual intervention, as long as the receiver has RAIM (Receiver Autonomous Integrity Monitoring) available.

All of the statements provided are true with respect to "drift" in an INS. Drift is indeed time dependent, meaning it increases over time. Laser ring stabilized systems do demonstrate a standard drift of .2 nm/hr. Additionally, drift is more critical to a slower airplane, as the slower the aircraft, the longer it takes for the drift to accumulate and have a significant impact on navigation. Therefore, all three statements are correct.

Track is best defined as the course actually achieved. This refers to the path followed by a vehicle or aircraft over the ground, taking into account factors such as wind drift and navigation errors. It is the actual route traveled, regardless of the intended direction or the planned course.

At high noon, the sun is directly overhead at the meridian, which is the line of longitude that passes through the observer's location. Since the time is 1800Z (UTC), which is equivalent to noon at the Prime Meridian (0 degrees longitude), the observer's longitude must be 90 degrees west (90 W) of the Prime Meridian.

A course line that crosses all meridians at a constant angle is known as a rhumb line course, a loxodrome, and a straight line on a Mercator Map. This means that all three options are correct and can be used interchangeably to describe the same concept.

The correct answer is that procedures must be established for use in the event that the loss of RAIM capability is predicted to occur. This means that in order to conduct any GPS operation under IFR (Instrument Flight Rules), there must be established procedures in place to handle situations where the receiver's RAIM (Receiver Autonomous Integrity Monitoring) capability is predicted to be lost. This ensures that the pilot and the aircraft are prepared to navigate safely in the event of a loss of GPS signal integrity.

The declination of a star is the angle between its position in the sky and the celestial equator. In this question, Rigel has a declination of 8 degrees 15' S, which means it is located 8 degrees 15' south of the celestial equator. Since the celestial equator corresponds to the Earth's equator, the latitude of Rigel's geographic position (GP) is also 8 degrees 15' south.

The correct answer is "true". In this context, "true" refers to true north, which is the direction towards the North Pole. Course lines derived from an aeronautical chart using a plotter are aligned with true north. This is important for navigation purposes, as it provides an accurate reference point for pilots to follow their intended flight path. Magnetic north, on the other hand, is the direction towards the Earth's magnetic north pole and can vary from true north due to magnetic declination. Mercator and Great circle are not relevant to the type of direction yielded by course lines on an aeronautical chart.

The approximate distance between two points on the Earth's surface located at 42 n/104 W is 120 nm.