Network F100 busting minima, Paraburdoo
And now we see this, Deck chair shuffle at Network aviation
Whether related to this incident or an earlier string of incidents, no doubt this will be the “fix” and they’ll try to continue “business as usual”.
Whether related to this incident or an earlier string of incidents, no doubt this will be the “fix” and they’ll try to continue “business as usual”.
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I’m amused that you “ question my knowledge”.
I’m retired now with 20,0000 hrs. I will leave you geniuses to it. Bye.
ActiveLocker. I don’t know when ALT retired, but originally QF 737 NG’s were the only aircraft in Australia that could operate RNP (that was even before the AR was added to the name) approaches. The Jepp charts used to have “QF 737-800 only” or something like that written at the top of the charts. The approaches you are referring to were originally called GNSS approaches, and anybody who has been around for probably 5 years or more would most likely still use those names. I know I do. Can’t think of anybody, other that sim instructors that use the 2D and 3D terms. You’re obviousy newer than him at this, so maybe just tone down the know it all attitude out of respect for others. There was a world before you got here.
Cheers
Cheers
Last edited by Chad Gates; 12th Dec 2021 at 03:49.
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ActiveLocker. I don’t know when ALT retired, but originally QF 737 NG’s were the only aircraft in Australia that could operate RNP (that was even before the AR was added to the name) approaches. The Jepp charts used to have “QF 737-800 only” or something like that written at the top of the charts. The approaches you are referring to were originally called GNSS approaches, and anybody who has been around for probably 5 years or more would most likely still use those names. I know I do. Can’t think of anybody, other that sim instructors that use the 2D and 3D terms. You’re obviousy newer than him at this, so maybe just tone down the know it all attitude out of respect for others. There was a world before you got here.
Cheers
Cheers
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perhaps you should read the twats responses to others, not just my posts before you defend the poor old airman. VA B737s, F100s, A320s, all international wide bodies and corporate jets have been doing RNAV approaches for years. 2D/3D terminology isn’t new either Einstein. Perhaps explain LNAV and LNAV/VNAV minima differences whilst you are providing an education. If it’s only simulator instructors that know the terms 2D/3D then our industry is worse than I expect.
GNSS LNAV goes to an MDA. GNSS LNAV/ VNAV goes to a DA. Simple. And yes it is new, at least in Australia it is. We have been operating RNP-AR approaches from around 2008. We were the first in Australia to do it. That’s a fact. Haven’t got a clue what airlines around the world do. I work for Qantas.
Have you ever operated outside of WA with those 20,000hrs?
RNP LNAV/VNAV (3D, ohh **** sorry, I’m not a sim instructor, I’ve just kept up with the regulations) approaches can have bloody low decision altitudes. One small airport that I regularly go to is down to about 300ft. No special approvals needed, in fact some of them make RNP-AR’s look unnecessary and outdated.
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Wow, can I bow down to you and your 20,000hrs?
Have you ever operated outside of WA with those 20,000hrs?
RNP LNAV/VNAV (3D, ohh **** sorry, I’m not a sim instructor, I’ve just kept up with the regulations) approaches can have bloody low decision altitudes. One small airport that I regularly go to is down to about 300ft. No special approvals needed, in fact some of them make RNP-AR’s look unnecessary and outdated.
Have you ever operated outside of WA with those 20,000hrs?
RNP LNAV/VNAV (3D, ohh **** sorry, I’m not a sim instructor, I’ve just kept up with the regulations) approaches can have bloody low decision altitudes. One small airport that I regularly go to is down to about 300ft. No special approvals needed, in fact some of them make RNP-AR’s look unnecessary and outdated.
Ive done it all.
Don’t have to prove anything to anybody.
Happily retired.
Content with my career.
Knock yourself out.
Wow, can I bow down to you and your 20,000hrs?
Have you ever operated outside of WA with those 20,000hrs?
RNP LNAV/VNAV (3D, ohh **** sorry, I’m not a sim instructor, I’ve just kept up with the regulations) approaches can have bloody low decision altitudes. One small airport that I regularly go to is down to about 300ft. No special approvals needed, in fact some of them make RNP-AR’s look unnecessary and outdated.
Have you ever operated outside of WA with those 20,000hrs?
RNP LNAV/VNAV (3D, ohh **** sorry, I’m not a sim instructor, I’ve just kept up with the regulations) approaches can have bloody low decision altitudes. One small airport that I regularly go to is down to about 300ft. No special approvals needed, in fact some of them make RNP-AR’s look unnecessary and outdated.
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Not toddling off. Golf game is still pretty good.
Originally Posted by Morno
RNP LNAV/VNAV (3D, ohh **** sorry, I’m not a sim instructor, I’ve just kept up with the regulations) approaches can have bloody low decision altitudes. One small airport that I regularly go to is down to about 300ft. No special approvals needed, in fact some of them make RNP-AR’s look unnecessary and outdated.
Thread Starter
RNP-AR really comes into their own when there’s terrain or obstacles around. Not much of that happening in Burketown Morno, hence the minima you describe.
In the case of Paraburdoo with terrain around, an RNP-AR would be worthwhile and potentially knock a couple of hundred feet off the LNAV/VNAV minima. But a busted arse 30 year old Fokker can’t do them anyway so it’s not really relevant to this discussion.
In the case of Paraburdoo with terrain around, an RNP-AR would be worthwhile and potentially knock a couple of hundred feet off the LNAV/VNAV minima. But a busted arse 30 year old Fokker can’t do them anyway so it’s not really relevant to this discussion.
Missing the point
RNP-AR really comes into their own when there’s terrain or obstacles around. Not much of that happening in Burketown Morno, hence the minima you describe.
In the case of Paraburdoo with terrain around, an RNP-AR would be worthwhile and potentially knock a couple of hundred feet off the LNAV/VNAV minima. But a busted arse 30 year old Fokker can’t do them anyway so it’s not really relevant to this discussion.
In the case of Paraburdoo with terrain around, an RNP-AR would be worthwhile and potentially knock a couple of hundred feet off the LNAV/VNAV minima. But a busted arse 30 year old Fokker can’t do them anyway so it’s not really relevant to this discussion.
Thread Starter
The root cause was not the approach availability in PBO it was the lack of planning and inability to make a decision when backed into a corner. 60mins holding to then miss out and not have divert fuel is unacceptable. KTA, SLJ, GBW, ZNE all CAVOK and 15-20 mins away, even in an old bucket of bolts Fokker.
RNP-AR really comes into their own when there’s terrain or obstacles around. Not much of that happening in Burketown Morno, hence the minima you describe.
In the case of Paraburdoo with terrain around, an RNP-AR would be worthwhile and potentially knock a couple of hundred feet off the LNAV/VNAV minima. But a busted arse 30 year old Fokker can’t do them anyway so it’s not really relevant to this discussion.
In the case of Paraburdoo with terrain around, an RNP-AR would be worthwhile and potentially knock a couple of hundred feet off the LNAV/VNAV minima. But a busted arse 30 year old Fokker can’t do them anyway so it’s not really relevant to this discussion.
Originally Posted by Morno
I was more responding to old mate who was blabbing on about QF 737’s being the only ones who could fly RNP procedures