Q1. What is CPLDC? What are attributed of CPLDC?

Ans. CPLDC stands for Controller Pilot Data Link Communication. It works on the VHF comm. Band
(118 MHz- 137 MHz). Only that it operated on the VDL 2 mode. (VDL - VHF Data Link)

Attributes of CPLDC are:-

a) Distress
b) Urgency
c) Normal
d) Low

Q2. Navigation Eqpt. in your a/c with frequency band.

Ans. a) ADF/NDB: 190 KHz - 450 KHz

b) VOR: 108 MHz – 117.975 MHz (108 MHz to 112 MHz only Even Decimals)

c) ILS: 108 MHz – 112 MHz (Odd Decimals only)

d) DME: 962 MHz – 1213 MHz

e) GPS: 1575.42 MHz (L1 Carrier)

Q3. Comm. Eqpt in A/c

Ans. C172 only has VHF Communication. VHF Band is from 30 MHz to 300 MHz. But VHF
Communication Band is from 118 to 137 MHz.

Q4. Working of VOR.

Q5. Working of DME.

Q6. RNP/RNAV.

Ans. RNP stands for Required Navigation Performance. RNAV stands for Area Navigation.

RNAV:- Navigation through a/c self-contained navigation tools. Like IRS or INS or GPS etc. In this the
aircraft does necessarily need to be in range of Nav aids to continue navigation to destination

RNP: It is the monitoring system of RNAV, which makes sure the a/c is navigating with certain
amount of precision.

For ex. RNP 5 means the a/c will stay 5nm either side from the route 95% of the time.

RNP 2 means the a/c will stay 2nm either side from the route 95% of the time.

Q7. Prohibited, Restricted and Danger Area.

Ans. Prohibited Area: It is an airspace of defined dimensions in which entry of a/c is strictly
prohibited under any circumstances whatsoever. ( Rashtrapati Bhawan, Parliament of India, Taj
Mahal etc.) The designation starts with letter P (P77- means prohibited area number 77)
Restricted Area: It is an airspace of defined dimensions in which entry of a/c is restricted mostly but
a/c can enter with specific conditions or permissions from the appropriate authority. Starts with the
letter R.

Danger Area: It is an airspace of defined dimensions in which entry of a/c is permitted but under its
own risk. (Areas like missile testing zones) Starts with the letter D.

Q8. What is RVR?

Ans. RVR is the short for Runway Visual Range. It is the range at which the pilot on approach
established on the centreline can see the runway surface markings. It is measured by
Transmissometer.

The runway is usually divided into 3 parts and the RVR is given separately for each part of the
runway.

1. Touchdown Zone
2. Mid Zone
3. End Zone

Q9. What is SVFR?

Ans. SVFR stands for Special Visual Flight Rules. It is a set of rules under which an a/c which was VFR
initially can continue to operate if the conditions fall below VFR minimas in a controlled zone.

Conditions to operate as SVFR:-

a) PIC must have a valid and current Instrument Rating

b) A/c must be IFR rated

Q10. Decoding of METAR.

Q11. Concept of QNH, QFE, QNE.

Ans. QNH: It is the station/aerodrome level px reduced to mean sea level px using ISA Values

QFE: It is the station/ aerodrome level px or Pressure at the aerodrome.

QNE: It is the standard pressure setting of 1013.25 Hpa

Q12. What is Radio Altimeter (RA)?

Ans. Radio Altimeter is an equipment which uses radio waves to measure distance from the ground
instead of relying on pressure.

Working: RA sends a radio signal towards the ground which bounces back and returns to the a/c. It
then measures the time taken and then using the formulae (Distance =Speed*(Time/2)) it calculates
the distance the aircraft is off the ground.

The measurement initially starts from 2500ft down to 0ft.

Frequency: 4200 MHz to 4400 MHz

Q13. NDB/ADF

Ans. Explaination given

Q14. What is Resistivity and Conductivity?

Ans. Resistivity: It is the property of a material to oppose the flow of electrons. It is denoted by ƍ
(Rho)

Conductivity: It is the property of a material to facilitate the flow of electrons. It is opposite of

resistivity.

Q15. ELT and Types of ELT.

Ans. In previous noted given

Q16. Numerical on Resistance.

Q17. Numerical on Radio Alt.

Q18. What Info is given by Reference & Variable Signal in VOR.

Ans. Radial Information by Phase Difference

Q19. ILS Block Diagram in Detail and why do we use 90Hz and 150 Hz?

Ans. ILS Block diagram explained.

90 Hz and 150 Hz is used because it improves efficiency and due to it coming in the harmonic
frequency.

Harmonic frequencies are:

a) 30 Hz:- Is too low

b) 60 Hz:- Used in commercial electricity. Our household A/C current has 60 Hz frequency
c) 90 Hz:- Used in ILS
d) 120 Hz:- Not used due to double of commercial electricity frequency as it may cause
interference.
e) 150 Hz:- Used in ILS

Q20. What is Modulation?

Ans. In previous notes given

Q21. RCF in IFR and VFR?

Ans. As soon as RCF takes place

a) In VFR :- Maintain VFR and land as soon as possible in nearby aerodrome. Maintain last
cleared level, decent to circuit altitude and carry out visual approach for Rwy.
b) In IFR :- Maintain Last cleared level by ATC for 7 mins (In Controlled airspace) or 20 mins (In
uncontrolled Airspace). Thereby climb and continue as filed in flight plan. On reaching OHD
destination Nav Aid, establish in hold till EAT (Estimated Approach Time) as EAT comes
descend in hold and carry out ILS approach as published in Approach charts.

Q22. What is carrier in ILS?

Ans. Carrier frequency in ILS is the frequency of LLZ that is from 108-112 MHz (Odd Decimals only).

Freq. of LLZ:- 108 MHz to 112 MHz (Odd Decimals only)

Freq. of GS:- 329 MHz to 335 MHz

Freq. of Marker Beacons:- 75 MHz

Q23. What Info is carried in ILS?

Ans. a) Lobe of 90 & 150 Hz

c) Morse Code
d) Marker Beacons ( Morse Code and Color Info)

Q24. What is Transponder?

Ans. It is a device in the a/c which upon receiving interrogations responds by taking the data from
ADC (Air Data Computer) and transmitting it on the radio frequency to the interrogator.

Q25. Difference between VASI and PAPI

Ans. Both are visual approach indicators.

a) VASI: Visual Approach Slope Indicator. It is a 4 light- 2 bar lighting system telling the pilot is
he’s high of low or correct. It has only 3 indications (High, Correct, Low)
b) PAPI: Precision Approach Path Indicator. It is 4 light- 1 bar lighting system telling the pilots
whether he’s high or low or correct. It is 5 indications (High, Slightly High, Correct, Slightly
Low, Low). Having more indications it is more precise in making the pilot follow the
glideslope.

Q26. Difference ILS and MLS.

Ans. ILS: It stands for Instrument Landing System and is a precision approach system which works on
VHF Frequency which lets the aircraft to establish in a stabilized approach even without seeing the
runway.

The drawbacks of this system are that there are false glideslopes and approach can be made from
only one direction and in a straight line. It has a localizer and a glideslope. Localiser gives lateral
guidance to keep the aircraft on the centreline and Glideslope to keep the aircraft on descent profile
towards the rwy.

MLS: It stands for Microwave Landing System. It uses Microwaves for precision approach of the
aircraft and lets the aircraft approach from any direction towards the runway. Useful in areas with
high terrain and mountains where straight approaches towards the rwy cannot be possible.

Drawbacks are that, it is very costly to install.

Q27. Working of SATCOM

Q28. What is AIP, NOTAM, SELCAL, ANNEX, DOCs?

Ans. AIP: Stands for Aeronautical Information Publication which is published by AAI (Airport
Authority of India) and contains general information of lasting character essential to Air Navigation.

NOTAM: Stands for Notice to Air-Men (Recently FAA changed it to Air-Mission) issued by AAI which
serves as a notice for any unserviceability which can affect flight ops in general for short or long
duration.
There are 5 series and 3 types of NOTAMs

5 Series of NOTAMs:-

a) Series A: Any aeronautical unserviceability which affects for more than 2 hours.
Delivery-> International and domestic
b) Series B: Any aeronautical unserviceability which affects between 30 mins and 2 hours.
Delivery-> Domestic and International (Only if the int’l destination is less than 2 hours away)
c) Series C: Any aeronautical unserviceability which affects domestic operations.
Delivery-> Domestic
d) Series D: Any aeronautical unserviceability which affects Defence airfields utilised by Civil
Operations. Delivery-> Depends on type of aerodrome
e) Series G: Any aeronautical unserviceability which affects 2 or more FIRs and are of lasting
character.

3 Types of NOTAMs:-

a) N: New NOTAM
b) R: Replaces previous NOTAM
c) C: Cancels previous NOTAM

SELCAL: Stands for Selective Calling, which is a feature in the aircraft to reduce the workload of pilots
in terms of monitoring the RT Calls. More RT Calls the pilots need to monitor the more the pilots
become fatigued. SELCAL allows the pilots to mute the RT frequency and allows the ATC to
selectively call the a/c which he wants to talk to.

ANNEX: Annexes are SARPS (Standards and Recommended Practices). Standards for uniformity and
Recommended Practices in interest of safety.

1. Annex 1: Personal Licensing

2. Annex 2: Rules of Air
3. Annex 3: Meteorological Services
4. Annex 4: Aeronautical Charts
5. Annex 5: Units of Measurement
6. Annex 6: Operations of A/c
7. Annex 7: Nationality and Registration mark
8. Annex 8: Airworthiness
9. Annex 9: Facilitation
10. Annex 10: Aeronautical Telecommunication
a) VOL 1: Radio Nav Aids
b) VOL 2: Comm Procedures
c) VOL 3: Comm Systems
d) VOL 4: Surveillance Radar and Collision Avoidance
e) VOL 5: Radio Freq Utilization and Allocation
11. Annex 11: Air traffic Services
12. Annex 12: Search and Rescue
13. Annex 13: A/c accident incident
14. Annex 14: Aerodromes
15. Annex 15: Aeronautical Information Service
 16. Annex 16: Environmental Protection
17. Annex 17: Security safeguarding international civil aviation from unlawful interference
18. Annex 18: Safe transport of Dangerous goods by air
19. Annex 19: Safety Management

DOCs: These are guidelines for implementation of Annexes.

Q29. What is Clearway and Stopway?

Ans. Clearway: It is the area after the end of the runway in the direction of takeoff, over which the
a/c may make a portion of its initial climb to a specified height (usually 35ft).

Stopway: It is the area beyond the end of the runway which can be used by the a/c to stop without
causing structural damage in case of a rejected takeoff.

Q30. Use of HF, VHF and UHF in aviation.

Ans. Following are the uses of each frequency band:-

HF: (3 Mhz to 30 MHz)

1. HF Communication (2.8 MHz to 22 MHz)

2. HF Direction Finder

VHF: (30 MHz to 300 MHz)

1. VHF Communication (118 MHz to 137 MHz)

2. VHF Direction Finder (Same as VHF Comm)
3. LLZ (108-112 MHz Odd Decimals)
4. VOR (108-112 MHz Even Decimals, 112-117.975 MHz)
5. Marker Beacon (75 MHz)
6. CPDLC (Same as VHF Comm.)
7. ACARS (A/c Communication Addressing and Reporting System)

UHF: (300 MHz to 3000 MHz)

1. Glideslope (329 MHz to 335 MHz)

2. GPS (L1- SPS- 1575.42 MHz) and (L2- PPS- 1227.6 MHz)
3. Military Emergency Frequency (406 MHz)

Q31. What is the carrier frequency of VOR and what are the information carried?

Ans. The carrier frequency of VOR is 108 MHz to 117.975 MHz (108 to 112 MHz Even decimals)

L -> LLZ

O -> Odd Decimals

V -> VOR

E -> Even Decimals

Ground Station Tx total of 5 Information:

a) Reference Signal (30Hz Modulated)

b) Variable Signal (30Hz Modulated)
c) To-From Indication
d) Failure Warning
e) Morse Code

Q32. Define meaning of A1A and A2A.

Ans. NDB has 2 emissions code: N0N A1A and N0N A2A

N0N

N: Unmodulated Carrier

0: No modulated signal

N: No info Tx

A1A

A: Double SB (Side Band)

1: Single Channel

A: Telegraphy for aural reception

A2A

A: Double SB

2: Single channel with Subcarrier

A: Telegraphy for aural reception

Q33. What is DOC 9432?

Ans. DOC 9432 is Manual for RT for Annex 10. CAR Section 9 Series D Part 3 (9D3) is Syllabus for RT
and is drawn from this DOC.

Q34. Runway Orientation and Marking.

Ans. Runway Orientation: It is the magnetic bearing or magnetic orientation of the centreline of the
runway.

Runway Markings: These are markings on the surface of the runway through which pilots make
critical decisions and come to now about the orientation and distances left etc.

a) Threshold markings
b) Centreline marking
c) Runway edge markings
 d) Aiming point
e) Touchdown zone markings
f) Runway Designator

Q35. MNPS

Ans. Don’t know refer your own notes

Q36. What is QBI?

Ans. QBI is the Q code for mandatory IFR, which means VFR traffic can’t fly and only IFR can be
flown.

Q37. What is Phase Comparison and how is it done?

Ans. It is the comparison of phases of two waves with the same frequency. It is very important for all
the Waves that are compared to have the same frequency otherwise we won’t be able to compare
the phases of the waves.

Q38. What is suppressed carrier?

Ans. It is the Tx in which the carrier wave is suppressed and not Tx along with the modulated signal.

Q39. What type of modulation is done in SSB (Single Side-Band)?

Ans. Amplitude Modulation

Q40. What is A3E and J3E?

Ans. Refer to notes given

Q41. GPS,Explain Working and L1 and L2 Carrier

Ans. GPS stands for Global Positioning Service, which is created by USA and works on the WGS 84
(World Geodetic System 1984). WGS 84 is the overall database of earth’s geography from the year
1984.

For GPS to work we need atleast 3 satellites and works in the L Band (1-2 GHz) or (1000MHz – 2000
MHz)

There are 2 carriers in L Band

L1 Carrier- Standard Positioning Service (SPS)- for Civil Users – 1575.42 MHz (5m accuracy)

L2 Carrier- Precise Positioning Service (PPS)- Military Users – 1227.6 MHz (30 cm accuracy)

Q42. What is Antenna Gain?

Ans. Leave it

Q43. Difference between Primary and Secondary Radar.

Ans. Primary Radar: This type of radar works on the echo principle and is a passive radar. It transmits
radio waves which bounce back from the target and is received again by the Rx. Power required is
more as the same radio wave pulse goes and comes back. Chances of interference is more as same
frequency is Transmitted and Received. Used in AWR, Ground Surveillance Radar.

Secondary Radar: This type of radar works on the principle of Interrogator-transponder. It is an

active radar. The interrogator transmits interrogation pulses on a specific frequency to the target
which is received by the target and replied to by the transponder on a different frequency. Chances
of interference is lesser than primary radar as there are two different frequencies involved. Used in
DME, Secondary Surveillance Radar.

Q44. Working of Loop and Sense Aerial in ADF.

Ans. Loop Aerial gives 180 degrees ambiguity and sense aerial removes that ambiguity by creating a
null position.