CAA nav checker
CAA nav checker
Back in the day the UK CAA used an HS748 to check navaids. I remember it doing ILS approach after ILS approach at Heathrow.
What do they use these days?
What do they use these days?
This is what was checking Heathrow's new ILS last week:
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Cobham have the contract for NATS and the Irish Aviation Authority:
http://www.airport-technology.com/co...tion-services/
UK airports pursue their own contracts, many of them use these chaps ( the ones with the DA-42s ):
http://www.flightcalibration.co.uk/News/
http://www.airport-technology.com/co...tion-services/
UK airports pursue their own contracts, many of them use these chaps ( the ones with the DA-42s ):
http://www.flightcalibration.co.uk/News/
Arrived into STN (a NATS tower) in the early hours the other day. Landed between a couple of calibration profiles. I asked the tower what they use these days for calibration and was told that on this occasion it was a DA42.
DH
DH
UK airports pursue their own contracts, many of them use these chaps ( the ones with the DA-42s ):
http://www.flightcalibration.co.uk
http://www.flightcalibration.co.uk
Rumour has it they are getting a bigger aircraft so they can get the whole of their URL on the side without needing a redirect.
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Many years ago ( 1989? perhaps ) at Mildenhall I saw a USAF JetStar used for calibration, it looked awesome in wrap-around Euro1 camouflage. Looked more aggressive than most of the fast-jets!
Edit: found tiniest-ever photo of one of them:
http://www.anigrand.com/images/items...40A_real-1.gif
Sometime in the 1990s they changed to Beechcraft Hawker Whatsits ( 125s ) which looked pretty neat, too, but not as mean as the Lockheed jet.
I wonder if they still do it or has it been subcontracted too?
Edit: found tiniest-ever photo of one of them:
http://www.anigrand.com/images/items...40A_real-1.gif
Sometime in the 1990s they changed to Beechcraft Hawker Whatsits ( 125s ) which looked pretty neat, too, but not as mean as the Lockheed jet.
I wonder if they still do it or has it been subcontracted too?
Back in the day lad , the CAA -Ministry of Aviation - used a red and black Percival Prince powered by what sounded like two modified dustbins containing a water pump and which no doubt had name from Greek or Roman mythology.
I do remember the upgrade to the 748 which was probably a lot nicer for the crew and could carry more equipment.
of course with todays technology you can probably do the job on an iPad hence the down sizing .
I love the idea of needing a bigger aircraft just so you can get the web address on the side.
PB
I do remember the upgrade to the 748 which was probably a lot nicer for the crew and could carry more equipment.
of course with todays technology you can probably do the job on an iPad hence the down sizing .
I love the idea of needing a bigger aircraft just so you can get the web address on the side.
PB
El Bunto asked:
From globalsecurity.org:
Since the mission went to the FAA the aircraft were all given N-reggies and a smart blue and white colour scheme.
I wonder if they still do it or has it been subcontracted too?
The Combat Flight Inspection (CFIN) aircraft performs in-flight wartime/peacetime/contingency inspections and evaluations of Air Traffic Control systems and procedures (e.g., instrument departures, arrivals, and approaches). The aircraft ensures navigational aids (NAVAIDs) provide safe guidance for instrument flight, especially at night or adverse weather. Since 9/11 over 900 CFIN sorties (4,500 hours) were flown in support of OEF/OIF. The Air Force reservists flew and maintained the C-29A aircraft, a military version of British Aerospace Hawker 125-800 light corporate executive transport. Six were ordered by USAF for the combat flight inspection and navigation mission roles.
By a Memorandum Of Agreement (MOA) between the Air Force and the Federal Aviation Administration (FAA), the FAA accepted responsibility for the flight inspection program from the DOD in March 1991. As a part of this MOA, the Air Force transferred its organic CFIN aircraft to the FAA. The FAA assumed responsibility to operate and maintain the fleet (maintenance and fuel) while the Air Force provides flight crews.
In 1991 the Air Force turned over flight inspection and its C-29s to the FAA and went from 150 people to just 24. Those two dozen pilots, technicians, maintenance and support staff are responsible for a worldwide flight inspection mission. The 1st Aviation Standards Flight was a new mission for the Air Force Reserve and the 507th Air Refueling Wing. As of 01 June 1998, the 1st Aviation Standards Flight with 23 full- and part-time citizen airmen stood up at Will Rogers Airport, Oklahoma City. When fully manned, the flight consisted of 23 people - one officer and three enlisted AGRs (Active Guard Reserve) who are full-time people, and seven officer and 12 enlisted traditional reservists.
The C-29 didn't have the range and capacity to support worldwide deployments, had an operational availability of 80%, and suffered from severe wet wing corrosion problems. These capability gaps and deficiencies limited the Air Force’s ability to provide rapid and flexible support to mission tasking. In response, the Air Force and FAA established a program to replace the C-29 with the Bombardier Challenger 600 (CL-600) series aircraft. Six aircraft were required to support operational war plan tasking. The MOA stipulated the FAA will procure five new aircraft and the Air Force one. The MOA also required the Air Force to fund procurement of any military unique avionics. By 2011 the FAA had already procured four CL-600 series aircraft and phased out three C-29s. Purchase of this aircraft continued the conversion of the CFIN fleet from the C-29s to CL-600 series aircraft and satisfies the Air Force MOA commitment. Now that the Air Force has funded the fifth aircraft, the FAA has also contracted for the sixth and final CFIN aircraft in FY09 and initiated phase out of the last three C-29s.
By a Memorandum Of Agreement (MOA) between the Air Force and the Federal Aviation Administration (FAA), the FAA accepted responsibility for the flight inspection program from the DOD in March 1991. As a part of this MOA, the Air Force transferred its organic CFIN aircraft to the FAA. The FAA assumed responsibility to operate and maintain the fleet (maintenance and fuel) while the Air Force provides flight crews.
In 1991 the Air Force turned over flight inspection and its C-29s to the FAA and went from 150 people to just 24. Those two dozen pilots, technicians, maintenance and support staff are responsible for a worldwide flight inspection mission. The 1st Aviation Standards Flight was a new mission for the Air Force Reserve and the 507th Air Refueling Wing. As of 01 June 1998, the 1st Aviation Standards Flight with 23 full- and part-time citizen airmen stood up at Will Rogers Airport, Oklahoma City. When fully manned, the flight consisted of 23 people - one officer and three enlisted AGRs (Active Guard Reserve) who are full-time people, and seven officer and 12 enlisted traditional reservists.
The C-29 didn't have the range and capacity to support worldwide deployments, had an operational availability of 80%, and suffered from severe wet wing corrosion problems. These capability gaps and deficiencies limited the Air Force’s ability to provide rapid and flexible support to mission tasking. In response, the Air Force and FAA established a program to replace the C-29 with the Bombardier Challenger 600 (CL-600) series aircraft. Six aircraft were required to support operational war plan tasking. The MOA stipulated the FAA will procure five new aircraft and the Air Force one. The MOA also required the Air Force to fund procurement of any military unique avionics. By 2011 the FAA had already procured four CL-600 series aircraft and phased out three C-29s. Purchase of this aircraft continued the conversion of the CFIN fleet from the C-29s to CL-600 series aircraft and satisfies the Air Force MOA commitment. Now that the Air Force has funded the fifth aircraft, the FAA has also contracted for the sixth and final CFIN aircraft in FY09 and initiated phase out of the last three C-29s.
Gnome de PPRuNe
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Rumour has it they are getting a bigger aircraft so they can get the whole of their URL on the side without needing a redirect.
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I'm amazed that a Twinstar is stable enough but they probably have modern technology and not the Telecroscope!
Calibrations could give rise to a few sixpence-halfcrown problems, especially when they were "opposite direction". Maybe some old Heathrow lags will remember...
Calibrations could give rise to a few sixpence-halfcrown problems, especially when they were "opposite direction". Maybe some old Heathrow lags will remember...
No one has mentioned the Doves which MoA/CAA used for many years for ILS calibration etc. We (ATC Cadets) used to get to fly in these (& sometimes to fly them) when they were used at Hurn to allow the other Cadets to practise SRAS.
Back in the day !
Back in the day !
In response, the Air Force and FAA established a program to replace the C-29 with the Bombardier Challenger 600 (CL-600) series aircraft. Six aircraft were required to support operational war plan tasking.
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Some interesting historical info here:
International Committee for Airspace Standards and Calibration
History of Flight Inspection in Various Countries
History of Flight Inspection in Various Countries - ICASC
The East Germans used an Il-18. Nice! And probably still quieter than an Avanti...
International Committee for Airspace Standards and Calibration
History of Flight Inspection in Various Countries
History of Flight Inspection in Various Countries - ICASC
The East Germans used an Il-18. Nice! And probably still quieter than an Avanti...
I remember the FAA Convairs which I think might have also done calibration work for European USAF/USN bases.
Also the CAA Doves which might well have done the job between the princes and the 748s but not sure on that.
I also remember a NASA DC6-so long ago it might have been NACA doing a whole series of flights out of LHR for some reason that was supposed to be to do with future ATC issues but that really was along time ago
PB
Also the CAA Doves which might well have done the job between the princes and the 748s but not sure on that.
I also remember a NASA DC6-so long ago it might have been NACA doing a whole series of flights out of LHR for some reason that was supposed to be to do with future ATC issues but that really was along time ago
PB
pax britanica
The Doves operated at the same time as the Princes, & then took over completely when the Princes were retired. This would have been from the mid, or late, 1950s until the Princes went during the late '60s. I think the Doves were themselves retired somewhere near the end of the 70s. That is when the 748s took over.
If my memory serves me right the Princes were G-AMKW,X & Y. The Doves were more numerous & included G-ANOV, OW, UT, UU , UV , G-ALVS, G-ALFT. Although I'm not totally certain of this !
The Doves operated at the same time as the Princes, & then took over completely when the Princes were retired. This would have been from the mid, or late, 1950s until the Princes went during the late '60s. I think the Doves were themselves retired somewhere near the end of the 70s. That is when the 748s took over.
If my memory serves me right the Princes were G-AMKW,X & Y. The Doves were more numerous & included G-ANOV, OW, UT, UU , UV , G-ALVS, G-ALFT. Although I'm not totally certain of this !
