Әуе навигациялық жүйе: VOR станцияларының тарихы мен қолданылуы

Aviation navigation system

Very High Frequency Omnidirectional Range Station (VOR) is a type of short range radio navigation system for aircraft, enabling aircraft with a receiving unit to determine its position and stay on course by receiving radio signals transmitted by a network of fixed ground radio beacons. It uses frequencies in the very high frequency (VHF) band from 108.00 to 117.95 MHz. Developed in the United States beginning in 1937 and deployed by 1946, VOR became the standard air navigational system in the world, used by both commercial and general aviation, until supplanted by satellite navigation systems such as GPS in the early 21st century. As such, VOR stations are being gradually decommissioned. In 2000 there were about 3,000 VOR stations operating around the world, including 1,033 in the US, but by 2013 the number in the US had been reduced to 967. The United States is decommissioning approximately half of its VOR stations and other legacy navigation aids as part of a move to performance based navigation, while still retaining a "Minimum Operational Network" of VOR stations as a backup to GPS. In 2015, the UK planned to reduce the number of stations from 44 to 19 by 2020.

Developed from earlier Visual Aural Radio Range (VAR) systems, the VOR was designed to provide 360 courses to and from the station, selectable by the pilot. Early vacuum tube transmitters with mechanically rotated antennas were widely installed in the 1950s, and began to be replaced with fully solid state units in the early 1960s. They became the major radio navigation system in the 1960s, when they took over from the older radio beacon and four course (low/medium frequency range) system. Some of the older range stations survived, with the four course directional features removed, as non directional low or medium frequency radiobeacons (NDBs). A worldwide land based network of "air highways", known in the US as Victor airways (below 18000 feet (5486 m)) and "jet routes" (at and above 18,000 feet), was set up linking VORs. An aircraft can follow a specific path from station to station by tuning into the successive stations on the VOR receiver, and then either following the desired course on a Radio Magnetic Indicator, or setting it on a course deviation indicator (CDI) or a horizontal situation indicator (HSI, a more sophisticated version of the VOR indicator) and keeping a course pointer centred on the display. As of 2005, due to advances in technology, many airports are replacing VOR and NDB approaches with RNAV (GNSS) approach procedures; however, receiver and data update costs are still significant enough that many small general aviation aircraft are not equipped with GNSS equipment certified for primary navigation or approaches.

VOR and the older NDB stations were traditionally used as intersections along airways. A typical airway will hop from station to station in straight lines. When flying in a commercial airliner, an observer will notice that the aircraft flies in straight lines occasionally broken by a turn to a new course. These turns are often made as the aircraft passes over a VOR station or at an intersection in the air defined by one or more VORs. Navigational reference points can also be defined by the point at which two radials from different VOR stations intersect, or by a VOR radial and a DME distance. This is the basic form of RNAV and allows navigation to points located away from VOR stations. As RNAV systems have become more common, in particular those based on GPS, more and more airways have been defined by such points, removing the need for some of the expensive ground based VORs. In many countries there are two separate systems of airway at lower and higher levels: the lower Airways (known in the US as Victor Airways) and Upper Air Routes (known in the US as Jet routes). Most aircraft equipped for instrument flight (IFR) have at least two VOR receivers. As well as providing a backup to the primary receiver, the second receiver allows the pilot to easily follow a radial to or from one VOR station while watching the second receiver to see when a certain radial from another VOR station is crossed, allowing the aircraft's exact position at that moment to be determined, and giving the pilot the option of changing to the new radial if they wish.

as of 2008, space based Global Navigation Satellite Systems (GNSS) such as the Global Positioning System (GPS) are increasingly replacing VOR and other ground based systems. In 2016, GNSS was mandated as the primary needs of navigation for IFR aircraft in Australia. by 2020 to decommission roughly half of the 967 VOR stations in the US, retaining a "Minimum Operational Network" to provide coverage to all aircraft more than 5,000 feet above the ground. Most of the decommissioned stations will be east of the Rocky Mountains, where there is more overlap in coverage between them. On July 27, 2016, a final policy statement was released specifying stations to be decommissioned by 2025. A total of 74 stations are to be decommissioned in Phase 1 (2016–2020), and 234 more stations are scheduled to be taken out of service in Phase 2 (2021–2025). In the UK, 19 VOR transmitters are to be kept operational until at least 2020. Those at Cranfield and Dean Cross were decommissioned in 2014, with the remaining 25 to be assessed between 2015 and 2020. Similar efforts are underway in Australia, and elsewhere. In the UK and the United States, DME transmitters are planned to be retained in the near future even after co located VORs are decommissioned.

There are many methods available to determine what heading to fly to intercept a radial from the station or a course to the station. The most common method involves the acronym T I T P I T. The acronym stands for Tune – Identify – Twist – Parallel – Intercept – Track. Each of these steps are quite important to ensure the aircraft is headed where it is being directed. First, tune the desired VOR frequency into the navigation radio, second and most important, Identify the correct VOR station by verifying the Morse code heard with the sectional chart. Third, twist the VOR OBS knob to the desired radial (FROM) or course (TO) the station. Fourth, bank the aircraft until the heading indicator indicates the radial or course set in the VOR. The fifth step is to fly towards the needle. If the needle is to the left, turn left by 30–45° and vice versa. The last step is once the VOR needle is centred, turn the heading of the aircraft back to the radial or course to track down the radial or course flown. If there is wind, a wind correction angle will be necessary to maintain the VOR needle centred. Another method to intercept a VOR radial exists and more closely aligns itself with the operation of an HSI (Horizontal Situation Indicator). The first three steps above are the same; tune, identify and twist. At this point, the VOR needle should be displaced to either the left or the right. Looking at the VOR indicator, the numbers on the same side as the needle will always be the headings needed to return the needle back to centre. The aircraft heading should then be turned to align itself with one of those shaded headings. If done properly, this method will never produce reverse sensing. Using this method will ensure quick understanding of how an HSI works as the HSI visually shows what we are mentally trying to do. In the adjacent diagram, an aircraft is flying a heading of 180° while located at a bearing of 315° from the VOR. After twisting the OBS knob to 360°, the needle deflects to the right. The needle shades the numbers between 360 and 090. If the aircraft turns to a heading anywhere in this range, the aircraft will intercept the radial. Although the needle deflects to the right, the shortest way of turning to the shaded range is a turn to the left.