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approach control facility) involved. Many FSS
remotely operate several omniranges which have
different names from each other and, in some cases,
none have the name of the parent" FSS. (During
periods of maintenance the facility may radiate a
T−E−S−T code (− −) or the code may be
removed.)
3.5Voice identification has been added to numerous
VORs. The transmission consists of a voice
announcement; i.e., AIRVILLE VOR," alternating
with the usual Morse Code identification.
4. VOR Receiver Check
4.1Periodic VOR receiver calibration is most
important. If a receiver’s Automatic Gain Control or
modulation circuit deteriorates, it is possible for it to
display acceptable accuracy and sensitivity close into
the VOR or VOT and display out−of−tolerance
readings when located at greater distances where
weaker signal areas exist. The likelihood of this
deterioration varies between receivers, and is
generally considered a function of time. The best
assurance of having an accurate receiver is periodic
calibration. Yearly intervals are recommended at
which time an authorized repair facility should
recalibrate the receiver to the manufacturer’s
specifications.
4.214 CFR Section 91.171 provides for certain VOR
equipment accuracy checks prior to flight under IFR.
To comply with this requirement and to ensure
satisfactory operation of the airborne system, the
FAA has provided pilots with the following means of
checking VOR receiver accuracy:
4.2.1FAA VOR test facility (VOT) or a radiated test
signal from an appropriately rated radio repair
station.
4.2.2Certified airborne check points.
4.2.3Certified check points on the airport surface.
4.3The FAA VOT transmits a test signal which
provides a convenient means to determine the
operational status and accuracy of a VOR receiver
while on the ground where a VOT is located. The
airborne use of VOT is permitted; however, its use is
strictly limited to those areas/altitudes specifically
authorized in the Airport/Facility Directory or appropriate
supplement. To use the VOT service, tune
in the VOT frequency on your VOR receiver. With
the CDI centered, the omni−bearing selector should
read 0 with the to/from indicator showing from," or
the omni−bearing selector should read 180 with the
to/from indicator showing to." Should the VOR
receiver operate a Radio Magnetic Indicator (RMI),
it will indicate 180 on any OBS setting. Two means
of identification are used. One is a series of dots, and
the other is a continuous tone. Information concerning
an individual test signal can be obtained from the
local FSS.
4.4A radiated VOR test signal from an appropriately
rated radio repair station serves the same purpose as
an FAA VOR signal and the check is made in much
the same manner as a VOT with the following
differences:
4.4.1The frequency normally approved by the FCC
is 108.0 MHz.
4.4.2Repair stations are not permitted to radiate the
VOR test signal continuously, consequently the
owner/operator must make arrangements with the
repair station to have the test signal transmitted. This
service is not provided by all radio repair stations.
The aircraft owner or operator must determine which
repair station in the local area provides this service.
A representative of the repair station must make an
entry into the aircraft logbook or other permanent
record certifying to the radial accuracy and the date
of transmission. The owner/operator or representative
of the repair station may accomplish the
necessary checks in the aircraft and make a logbook
entry stating the results. It is necessary to verify
which test radial is being transmitted and whether you
should get a to" or from" indication.
AIP ENR 4.1−3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
4.5Airborne and ground check points consist of
certified radials that should be received at specific
points on the airport surface, or over specific
landmarks while airborne in the immediate vicinity of
the airport.
4.5.1Should an error in excess of plus or minus
4degrees be indicated through use of a ground check,
or plus or minus 6 degrees using the airborne check,
IFR flight shall not be attempted without first
correcting the source of the error.
CAUTION−
No correction other than the correction card" figures
supplied by the manufacturer should be applied in
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