As described below, the same CDI has a horizontal glide slope indicator to ensure the proper rate of descent. Generally, the system is more accurate (roughly 1° versus 3°) and the same equipment is used for Instrument Landing System (ILS) approaches, which can directly guide pilots to runways at times of low visibility.This further simplified navigation and the “lost” procedure above. When Distance Measuring Equipment (DME) arrived in the 1950’s many VOR’s could give bearing and distance read out in nautical miles on a separate display by timing the response to signal sent by the aircraft (delayed 12.36 microseconds per nautical mile).Do it with a second station and you have an accurate fix. Essentially, twist the OBS knob on the CDI until the needle is centered – the selected course is the plane's bearing from that station. If one is lost, they can reestablish their location to a VOR in seconds without a complicated process as required by LFR.However, as it could not bend over mountains or utilize skywaves, it did require that VOR stations have a direct line of sight to the aircraft which had important implications for VOR locations. This 50x higher frequency travelled in straight lines over terrain, and was not usually reflected or otherwise impacted by the ionosphere.
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