INSTRUMENTATION

Ing. Aeronutica

VOR Omni Directional Radio Range

The Very High Frequency Omni-Directional Range (VOR) is a ground-based
electronic system that provides azimuth information for high and low altitude routes
and airport approaches.

Autor: Ing. Ulises Uribe Robles

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INSTRUMENTATION
VOR OMNI DIRECTIONAL RADIO RANGE

INVESTIGACION (ANEXAR A
INFORME)
[COMO FUNCIONA UN
NDB(NON DIRECTIONAL
BEACON Y SUS FRECUENCIAS]

Introduction
VHF Omni Directional Radio Range (VOR) is a type of short-range radio navigation system for aircraft
that helps the aircrafts to follow a pre-establish route.
It is generally located on a terrain station VOR, from the station it emits a signal of radiofrequency VHF
in all directions, that is received in the VOR equipment from any aircraft that is in the limit range (320km37500ft) and has tuned the frequency of the station (108.00Mhz-117.95Mhz FM)

The radiofrequency emitted by the VOR station contain 3 signals, 1 is the identification of the station in
Morse code that permit the pilot identify the station. The other 2 signals are sinusoidal of 30Hz whose
frequencies vary whit each. We call the reference signal and variable signal respectively. The reference
signal maintain always a constant phase while the variable changes its phase according to the direction
in which it is issued. This direction its measured like an azimuth (its divided by 360 around of the VOR
antenna. Starting in clock sense beginning in the Earths Magnetic North, point that is indicated by the
reference and the variable sign is identical (no lag). This how we can visualize a VOR antenna like the
point that has 360 direction lines that are called Radials.

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The VOR equipment of the aircraft (Omni Bearing Selector) receives the VOR signal and demodulates
the 3 signals. Compares the reference signal whit the variable signal and determines the phase between
each signal. This way we can know in what radial of the VOR tuned it is localized the aircraft whit
respect the Earths magnetic pole
The VOR classifies in 3 types depending the scope

The VOR is used in Aeronautic for navigation IFR (Instrument Flight Rules), always remaining
communication whit air traffic control, The VOR is commonly accompanied whit other radio help called
DME (Distance Measurement Equipment) , this helps the pilot to know the distance between the aircraft
and the VOR station. The DME although they are installed in the same stand that the VOR and share the
same antenna, they are Equipment completely different.
Tuning the VOR frequency by the pilot, automatically he tunes the DME frequency to. And the two share
the same Morse code. The precision predictable of the VOR is +-1.4

Runways
Runways are numbered according the magnetic compass direction
they are oriented to. They consist of two numbers, one at each end of
the runway, each being the reciprocal of the other on the magnetic
compass (180 opposite from each other).
One number is formed by rounding the compass bearing of one end
of the runway up or down to the nearest 10 and dropping the last
digit; if this results in a single digit, add a zero to the left of it. The
other number is the reciprocal of the first number (see the table of
Reciprocal Runway Numbers below).
For example, if a runway is aligned north-south, then it is 18/36, not
00/18. The lower number is always listed first.
Runways have two ends. Each end is considered a different runway,
even though it is the same actual runway surface.
If the compass heading of a runway is 122 you would round it down
to 120 and drop the last digit, leaving you with 12. Thus it is called

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Runway 12/30. If the compass heading of a runway

is 37, you would round it up to 40 and drop the last
digit, leaving you with 4. Since this is a single digit, you
add a zero to the beginning, giving you 04. Thus it is
called Runway 04/22. Both Ellington and Hobby airports
have a 04/22 runway.
For example, in the runway diagram below, this is
considered runway 9/27. If you are looking to the west,
you are runway 27.

On an airport diagram, you will see the exact magnetic

heading of that runway printed along side the runway

This is an excerpt from KIAH airport diagram. It shows the layout and connecting taxiways for runway
9/27. The actual magnetic bearing you would see on the compass when sitting on the runway facing east
is 085 , and if you did the same on the other end, facing west, it would be 265
When an airport has multiple parallel runways, they will all be oriented the same direction. When this
happens, they assign a letter, L, C, or R to the runway number.
L= Left

C= Center

R=Right

Lets see an example of our airport in Monterrey del Norte International MMAN

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Exercise: Underline the runways of this airport in the information below. Then locate that runways in the
compass abstract

Localize the 360 radials in this

compass abstract and locate
MMAN del Norte International
Runways in the compass

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At this point we have some general information of the function of VOR & how it works, now we
proceed to understand the VOR installed in an airplane and the importance of the Gyroscope.
Software Instructions:
Open VOR Trainer V1.2 on Flight Dynamics Lab Computers

VOR Trainer is a user friendly, click-and-go program that enables a student pilot to quickly gain familiarization with
various forms of VOR display. With real-time 3D visualization of the aircraft and VOR information, pilots can enhance
their understanding of the relationships between the VOR information and the various forms of display.
Instant positioning controls allow pilots to repeatedly perform and perfect the following entry procedures into a holding
pattern around a VOR beacon:

Sector 1 procedure (parallel entry)

Sector 2 procedure (offset entry
Sector 3 procedure (direct entry)

By using the wind controls, pilots can observe the effect of wind on heading and timings and practice how to
compensate for it.

Screen Layout
For quick access to any information on controls and indicators, click on the relevant section of the screen layout below:

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Main Display
Display Screen
The real-time 3D display screen can be used to view the aircraft, the environment and any selected visual aids, such as
the selected course (or track). The display can be turned OFF or set to one of four modes:

Normal Mode
Normal mode is the default real-time 3D mode in which the camera moves with the aircraft. The exact ground position
of the aircraft is indicated by the ground position indicator, in the form of cross-shaped shadow.

Plan Mode
Plan mode is a real-time 3D mode in which the camera is positioned to give a plan view of the aircraft.

Track Mode
Track mode is a real-time 2D mode, which displays the track of the aircraft, a right-turn holding pattern
around a VOR beacon and the three entry sectors for that holding pattern.

Menu Mode
Menu mode is used to select the required holding pattern. The default holding pattern is a right-turn at
120 kts.

Positioning Controls
Automatic Positioning
Zero Switch
Pressing the ZERO switch positions the aircraft directly over the VOR beacon on a heading of 360.

Random Switch
Pressing the central area of the RANDOM switch places the aircraft in a random position on a random heading at a
distance of 6 nm from the VOR beacon.
If you wish to perform a specific sector 1, 2 or 3 entry procedure, press the RANDOM switch around its outer area.
Selection in this manner places the aircraft in a random position within the selected sector. The selected sector may be
confirmed by the associated sector indicator.

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Repeat Switch
Pressing the REPEAT switch resets the aircraft position and heading to that set the last time either the ZERO switch or
RANDOM switch was pressed.

Manual Positioning
Manual Positioning Switches
The aircraft can be nudged North, South, East or West by pressing the switches marked N, S, E or W. The position of
the aircraft changes by 0.1 nm with each press of a switch.

Manual Heading Switches

The aircraft heading can be changed by pressing the switches marked with a plus or minus sign. The heading of the
aircraft changes by 15 degrees with each press of a switch.
Note that the heading switches are only operational when the airspeed is zero.

Flight Controls
Airspeed Controls
The airspeed of the aircraft is increased or decreased by pressing or holding down the switches either side of the
airspeed indicator. Below 180 kts, the airspeed changes by 30 kts with each press of a switch (or every 0.5 seconds that
the switch is held down). Above 180 kts, the airspeed changes by 60 kts. The maximum airspeed that can be selected is
540 kts.
Keyboard control of airspeed is available by operating the up and down arrows in the same manner.
Pressing the STOP switch immediately reduces the airspeed to zero.

Turn Controls
The turn of the aircraft can be increased or decreased, left or right, by pressing or holding down the switches either side
of the turn indicator. The turn of the aircraft changes by rate 0.25 with each press of a switch (or every 0.75 seconds that
the switch is held down). The maximum rate of turn that can be selected is rate 2.
Keyboard control of turn is available by operating the left and right arrows in the same manner.
Level flight can be selected immediately by either clicking on the aircraft symbol within the turn indicator or hitting
the space bar.
Rate 1 left or right turns can be selected immediately by clicking on the relevant rate 1 graduation on the turn indicator.
Note that the aircraft will not turn if the airspeed is zero.

Stopwatch
To facilitate timings, a stopwatch is provided. The stopwatch has a START/STOP switch, a RESET switch and a
display showing minutes and seconds.
Keyboard control of the stopwatch available by operating the S and R keys.

DME
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For users who wish to fly with the HSI set to OFF, an additional DME located alongside the stopwatch can be used to
provide slant range information.

Wind Controls
To simulate the effects of wind on heading and timing, wind controls are provided. Wind direction is set by dragging
the wind direction indicator to the required wind direction. Wind speed is set by using the switches to the right of

Visual aids
Four visual aids are provided which are selected/deselected by using the visual aids switches:

HSI Course Switch (HSI CRS)

With power to the HSI, pressing HSI CRS provides 2D or 3D visualisation of the course selected on the HSI.
Note that selection of HSI CRS will automatically deselect VOR IND CRS.

VOR Indicator Course Switch (VOR IND CRS)

With power to the VOR indicator, pressing VOR IND CRS provides 2D or 3D visualisation of the course selected on
the VOR indicator.
Note that selection of VOR IND CRS will automatically deselect HSI CRS.

Cone of Confusion Switch (CONE)

Pressing CONE provides 3D visualisation of the cone of confusion that exists overhead a VOR beacon. When within
this cone, the flight instruments cannot be regarded as accurate. This function is not operational in track mode.
Note that in the real world, the radius of the cone is approximately 4 nm at 30,000 ft.

North Symbol Switch (NORTH)

Pressing NORTH toggles between hiding or showing the symbol that indicates the direction of True North. Note that
the symbol is only visible in normal mode.

Main Instruments
VOR information can be presented in many forms. VOR Trainer provides the following types of display:

Combined RBI/RMI
The RMI (Radio Magnetic Indicator) displays aircraft heading and magnetic bearing to the VOR beacon. Bearing is
indicated by the pointer whilst magnetic heading is indicated by a rotating compass card registering against a fixed

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lubber mark at the top of the display. When RMI PWR is deselected, the compass card will continue to rotate but the
pointer will park at 090/270.
VOR Trainer provides the instrument with the ability to also function as an RBI (Relative Bearing Indicator). This
function is selected by pressing the RBI switch located at the lower left of the instrument. When selected, the compass
card does not rotate and therefore the pointer indicates a relative bearing to the VOR beacon. When RBI PWR is
deselected, the pointer will freeze.
On start-up, VOR Trainer defaults to RMI with RBI/RMI PWR selected.

HSI
The HSI (Horizontal Situation Indicator) displays the following information:

Range to VOR Beacon

Slant range (in nautical miles) to the beacon is displayed by the digital DME (Distance Measuring Equipment) display
in the top left of the instrument.

Selected Course (or Track)

The course set by the rotary CRS control is displayed by the digital COURSE display in the top right of the instrument
and also indicated by the yellow track index that registers against, and rotates with, the compass card.
To set a course using the CRS control, click on the control and drag in a circular motion around the control. For fine
adjustment, drag in a large circle.

Heading
The current aircraft heading is indicated by a rotating compass card registering against a fixed lubber mark at the top of
the display.

Selected Heading
The selected heading set by the rotary HDG control is displayed by the yellow heading index (or heading bug) that
registers against, and rotates with, the compass card.
To set a heading index using the HDG control, click on the control and drag in a circular motion around the control. For
fine adjustment, drag in a large circle.

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Deviation from Selected Course

Deviation of up to 10 degrees left or right of the course (indicated by the yellow track index) is indicated by the yellow
deviation bar central to the display. The deviation bar registers against a scale of dots that each represent 5 degrees of
deviation.
To centralise the deviation bar, the aircraft should be flown towards the bar.

To or From Indications
The To and From indicators identify which sector the aircraft is in relative to a line 90 degrees off the selected
course. Therefore the To indicator will be displayed only when the bearing is less than 90 degrees off the selected
course and the From indicator will be displayed when the bearing is greater than 90 degrees off the selected course.
The To indicator is a filled white triangle whilst the From indicator is a white triangular outline.
Note that the indicators do not confirm that the aircraft is heading towards or away from the VOR beacon as the logic
disregards aircraft heading.

Power Failure
When HSI PWR is deselected a red and white warning flag will appear. The compass card will continue to rotate. On
start-up, VOR Trainer defaults to HSI PWR selected.

VOR Indicator
The VOR Indicator displays the following information:

Selected Course
The course set by the rotary CRS control is indicated by the rotating card registering against the larger of the two fixed
yellow triangles. The reciprocal of the selected course is indicated by the smaller of the two yellow triangles.
To set a course using the CRS control, click on the control and drag in a circular motion around the control. For fine
adjustment, drag in a large circle.

Deviation from Selected Course

Deviation of up to 10 degrees left or right of the selected course is indicated by the deviation bar. The deviation bar
remains vertical and registers against a scale of dots that each represent 2 degrees of deviation.
To centralise the deviation bar, the aircraft should be flown towards the bar.

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To or From Indications
The To and From indicators identify which sector the aircraft is in relative to a line 90 degrees off the selected
course. Therefore the To indicator will be displayed only when the bearing is less than 90 degrees off the selected
course and the From indicator will be displayed when the bearing is greater than 90 degrees off the selected course.
The words To or From are displayed on the same rotating barrel indicator that displays the red and white power
failure flag.
Note that the indicators do not confirm that the aircraft is heading towards or away from the VOR beacon as the logic
disregards aircraft heading.

Power Failure
When VOR IND PWR is deselected, a red and white warning flag will appear, replacing either the To or From
indications. On start-up VOR Trainer defaults to VOR IND PWR deselected.

PROCEDURE
For this practice we would develop a simulation of an approach to Monterrey del Norte International
Airport departing from Monterrey Mariano Escobedo International (MMMY-MMAN)
For this procedure we would fix our airplane in initial conditions departing from

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