To use the CLC-60, two knobs controlled "radial" and "distance." If you wanted to "move" the VOR station 12 miles out on the 180 radial (this is just like creating a waypoint 12 miles to the South of a VOR), you'd set "180" in the radial window and "12" in the distance window. This course line computer analyzed information from previously-installed VOR and DME receivers. The first RNAV en-route charts were published in 1968 when Narco introduced their CLC-60 RNAV computer to the market. Within 10 nm, it is reliable to +/- 35 degrees.Boldmethod RNAV Routes Have Been Around Since The 1970s The 18 nm number is the reliable range of the localizer within 10 degrees of the localizer course. This is way more precise than what you could get by calculating a glide path from the DME signal. It is defined by a pair of modulated radio signals from the glideslope station that are perfectly in phase when the receiver (the Nav radio on your aircraft) is on the correct glide path. The glide path is not calculated from the range information. In those cases, you'd have your Nav1 radio tuned to the ILS and Nav2 tuned to the VOR-DME/VORTAC. On others, you have to rely on a separate VOR-DME or VORTAC to provide range information. Some, but not all, ILS setups have a DME. Then there's the glideslope, which provides vertical information in much the same fashion as the localizer. There's the localizer, which provides lateral information (that's the "feather" you see on the ILS chart in the map view part). The ILS consists of 2 and sometimes 3 pieces of equipment. Have a listen to live communications from the various controllers so that it becomes something real to you and not just something to memorize: Have a look at this for an explanation of the different Air Traffic Controllers (ATC) and what they're for: VORTAC is just a combination of VOR and TACAN. TACAN is a military (and more accurate) alternative to the VOR/DME setup. ADF is a simple AM radio signal and the needle on your indicator will point in the direction of the ADF beacon. The runway VOR/DME combination (the short range one) helps you line up and land on the runway it's associated with.ĪDF is a much simpler system than VOR. The airport VOR (the 130 mile range one) helps you find the airport. The DME signal makes the horizontal needle on your indicator go up and down. It tells you if you're at the right altitude (and therefore right glide slope) for landing. The DME is also for navigation but for short range - like within 18 miles or so. The VOR signal makes the vertical needle on your indicator go side to side. They're usually located somewhere near the center of the airport. In the US they usually have a 130 mile range (depending on your altitude). * then DEP (departure) to leave the airport space * then TWR (tower) to enter the runway and takeoff * then GND (ground) for pushback and to taxi out * DEL (delivery) - request approval to fly to your destination and to start engines Then for departure, contact these COM channels using their corresponding frequencies: In a nutshell, listen to ATIS (automatic terminal information service) - it's an automatically generated message that tells you atmospheric pressure, winds, visibility, etc.
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