New AIDU FLIPs
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Jeep,
Radar is just fine thanks - just fine. However some other radars that didn't see this may need servicing or an over haul!
Vec,
Sorry do you mean remove the relevant sheet from the AIP and take to the cocpit with you? I might be missing the obvious but wouldn't that mean that the AIPs in Flight Planning would be raided on a per sortie basis and that you would need multiple AIPs to cover all of the crews that may require an extracted copy?
Radar is just fine thanks - just fine. However some other radars that didn't see this may need servicing or an over haul!
Vec,
Sorry do you mean remove the relevant sheet from the AIP and take to the cocpit with you? I might be missing the obvious but wouldn't that mean that the AIPs in Flight Planning would be raided on a per sortie basis and that you would need multiple AIPs to cover all of the crews that may require an extracted copy?
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Vec,
Have you seen the new FLIPs? Just in case you missed the point of this thread they have changed significantly from the ones that I think that you are referring and the ones that have served us so well for donkeys.
Essentially the new ones are really scarce on information compared to the old ones.
Have you seen the new FLIPs? Just in case you missed the point of this thread they have changed significantly from the ones that I think that you are referring and the ones that have served us so well for donkeys.
Essentially the new ones are really scarce on information compared to the old ones.
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Yes - I received mine last week....gave them a cursory glance and then plonked them in my nav bag and placed the OOD set in the bin..... during which absolutely no photocopying took place.
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Vec
You are missing the point.
Since you fly RN rotary, it will make absolutely no difference to you.
In fact I am impressed that you even carry the yellow books.
For RN helicopters nothing more than the En Routes is actually required.
The big issue involves the Approach plates in the Yellow Books. Since you will only ever fly a HCA,SCA,PAR or SRA it makes no difference to you.
It is now necessary for others less lucky to carry at least one but possibly two whole libraries of loose leaf plates airborne to avoid photocopying.
Along with this goes the mindnumbing hours of ammending inbound
You are missing the point.
Since you fly RN rotary, it will make absolutely no difference to you.
In fact I am impressed that you even carry the yellow books.
For RN helicopters nothing more than the En Routes is actually required.
The big issue involves the Approach plates in the Yellow Books. Since you will only ever fly a HCA,SCA,PAR or SRA it makes no difference to you.
It is now necessary for others less lucky to carry at least one but possibly two whole libraries of loose leaf plates airborne to avoid photocopying.
Along with this goes the mindnumbing hours of ammending inbound
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Vec - 'a picture's worth a thousand words' - go up to Brize (with your shiny new TAP book) for some approaches to 26, and see what happens when they change rwy to 08! And I wouldn't try their PAR arf arf......
PS. had it direct from the AIDU horses mouth that one can visit the N'hlt website and run copies of the plates from the online AIP - obviously glossing over inky troubles, copyright etc - as for NVG; it's the VOR needle I can't see under blue/green light, once I've got my bins on I can just about read any app plate!!
PS. had it direct from the AIDU horses mouth that one can visit the N'hlt website and run copies of the plates from the online AIP - obviously glossing over inky troubles, copyright etc - as for NVG; it's the VOR needle I can't see under blue/green light, once I've got my bins on I can just about read any app plate!!
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Ah, the new Emergency and Unplanned Diversion books will work fine as long as crews making Emergency or Unplanned Diversions to ISK understand that they have to land off their first approach...
well, following the published Missed Approach Procedure of SID ALPHA will be a bit difficult seeing as the Number One Aeronautical Information Deprivation Unit didn't see fit to include a copy of the SIDs in their new book
well, following the published Missed Approach Procedure of SID ALPHA will be a bit difficult seeing as the Number One Aeronautical Information Deprivation Unit didn't see fit to include a copy of the SIDs in their new book
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Light at the end of the tunnel!
Today I called AIDU to make a complaint about the new Emergency and Unplanned Diversion FLIPS. Firstly I was going to use the Feedback section on their website but strangely it was inactive.
Anyway, apparently letters were sent out 3 months ago to all customers informing us of this change. How we as users weren't informed I don't know. I suspect our flight planning has to take a hit for that one.
What we have at the moment is a stopgap for a future product. I was informed by the Flt Lt who brought the current ones in what was going to happen.
The old Vols 1 - 7 were 'supposed' to be for Emergency and Unplanned Diversions as it states in the small print on the inside cover. This meant you always had to check the loose leaf aerodrome booklet to make sure you had all the plates for that airfield. Due to numerous incidents where crews didn't have the plate for a certain approach or didn't have a ramp plan are why the changes are taking place.
The first change is the renaming of the books to reinforce the point that they are not for planned sorties. However, that in itself will also change.
The end product which 'should' hit our shelves by the end of Jan is for 2 books to cover the UK only. A North one and a South one. There will be the option to have them in the format of the old yellow TAPs or a hard backed binder, ie, 1 for Flt Planning and 1 for the Nav Bag. Importantly it will be as comprehensive as possible and cover all airfields and all the plates for that airfield.
Along with this there will be other books under the name of 'Emergency and Unplanned Diversions' which will cover the likes of Norway, mainland Europe and Iceland.
When this comes into place I think that they may actually have a user friendly product.
However, as usual, the main problem we have had so far is a lack of communication. Hopefully this photocopying and printing b****x will soon end.
Anyway, apparently letters were sent out 3 months ago to all customers informing us of this change. How we as users weren't informed I don't know. I suspect our flight planning has to take a hit for that one.
What we have at the moment is a stopgap for a future product. I was informed by the Flt Lt who brought the current ones in what was going to happen.
The old Vols 1 - 7 were 'supposed' to be for Emergency and Unplanned Diversions as it states in the small print on the inside cover. This meant you always had to check the loose leaf aerodrome booklet to make sure you had all the plates for that airfield. Due to numerous incidents where crews didn't have the plate for a certain approach or didn't have a ramp plan are why the changes are taking place.
The first change is the renaming of the books to reinforce the point that they are not for planned sorties. However, that in itself will also change.
The end product which 'should' hit our shelves by the end of Jan is for 2 books to cover the UK only. A North one and a South one. There will be the option to have them in the format of the old yellow TAPs or a hard backed binder, ie, 1 for Flt Planning and 1 for the Nav Bag. Importantly it will be as comprehensive as possible and cover all airfields and all the plates for that airfield.
Along with this there will be other books under the name of 'Emergency and Unplanned Diversions' which will cover the likes of Norway, mainland Europe and Iceland.
When this comes into place I think that they may actually have a user friendly product.
However, as usual, the main problem we have had so far is a lack of communication. Hopefully this photocopying and printing b****x will soon end.
I don't own this space under my name. I should have leased it while I still could
Typically a flt planning section is manned by a very experienced ATC Cpl and, if lucky, an experienced SAC. One a secret airbase in Lincolnshire it was normal for only one of the 2 staff to be available (for weeks at a time) and for them to work 6 days a week - turning in on weekends sometime Sat and Sun in summer.
IMHO their job was the most critical job on the station bar none. An SAC is be definition capable of working without supervision. In Flt Planning this is absolutely true with only a cpl.
They rewrite flt plns they do your dipclear and they generally make sure that the 'surface' looks like a millpond to the aircrew while they paddle furiously underneath.
Anything out of routine is potentially a serious overload and very definitely NOT their problem. The problem lies with the S Nav O. The S Nav O is the one who should anticipate map demands - not routine replenishment but the new orders for new operations - check pink leaflets etc. For instance the 8.33 kHz spacing for the radios slipped in through flt planning NOT through EES.
It is the S Nav O who should be walking new AIDU plans to the users - the new design of the en route charts for instance. The FJ TAP books - I walked them around the sqns in 1987 and most importantly collated the stn response.
Find your S Nav O and rattle her cage .
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I agree with you wholeheartedly.
Unfortunately our flight planning is not run by qualified and suitably trained personnel. It is headed by a civilian and the junior staff working there have not been given the correct training. As I asked the airtrooper working there if he knew how to check if the loose leaf aerodrome booklet was in date with the terminal charts catalogue he hadn't even heard of the document. The problem here appears to be poor management and poor training.
Correctly trained and skilled Ops Assts are worth their weight in gold. If you have them.
Unfortunately our flight planning is not run by qualified and suitably trained personnel. It is headed by a civilian and the junior staff working there have not been given the correct training. As I asked the airtrooper working there if he knew how to check if the loose leaf aerodrome booklet was in date with the terminal charts catalogue he hadn't even heard of the document. The problem here appears to be poor management and poor training.
Correctly trained and skilled Ops Assts are worth their weight in gold. If you have them.
I don't own this space under my name. I should have leased it while I still could
nfortunately our flight planning is not run by qualified and suitably trained personnel. It is headed by a civilian and the junior staff working there have not been given the correct training. As I asked the airtrooper working there if he knew how to check if the loose leaf aerodrome booklet was in date with the terminal charts catalogue he hadn't even heard of the document. The problem here appears to be poor management and poor training.
I have not checked JSP 550 but JSP 318 had a simple, single page, statement on the duties of the S Nav O. Not many people have a JSP setting out their TOR. The one criteria I remember was "The S Nav O shall be an officer qualified in Air Navigation". By definition this meant that the S Nav O could be of the GD Flt Ops specialisation only if they were qualified in air navigation.
I shall, if I remember after my draft of Chardonay this evening, check JSP550 tomorrow.
I remain, Sir, qualified as an S Nav O.
Pontius Navigation
AFRIN
"For instance the 8.33 kHz spacing for the radios slipped in through flt planning NOT through EES."
A pity the same couldn't be said of mandatory carriage of 760 channel VHF a few years ago when the extra MHz was released. I remember reading an article in a GA magazine, then asking about our old jets.
It was the first that the RAF had apparently heard of it.... The soultion for some was to saw a bit of the selector spindle, so that '136+' could be dialled up. For others they tweaked the voltage controlled oscillator, adding the extra frequency coverage. This also allowed them to transmit on 117-118, which was not legal.
Same thing when FM-immunity came along. After reading about it in Pilot, I rang a contact at the Bull$hit Pavilions; he too found that a predecessor had buried it deep in the in tray. So there was a frantic flurry of activity and for several months we weren't legal to fly ILS approaches at many aerodromes. Bit of a snag with a VC10.....
It seemed that some idiot thought that they could get away with 'State Immunity'. Not so when the FM broadcast restrictions were removed after the 20 year warning the aviation industry had been given! I hope this rank amateur behaviour doesn't still go on?? Out of interest, the first unit to be fully FM-compliant at Brize Norton was.....the flying club! Also the first unit to have fleet-wide GPS fitted.
Then we had Omega switch-off. Again, the RAF VC10 fleet was caught napping and resorted to a temporary botch of single INS backed up with a hand held GPS, whose antenna was stuffed up the sextant hole.
A pity the same couldn't be said of mandatory carriage of 760 channel VHF a few years ago when the extra MHz was released. I remember reading an article in a GA magazine, then asking about our old jets.
It was the first that the RAF had apparently heard of it.... The soultion for some was to saw a bit of the selector spindle, so that '136+' could be dialled up. For others they tweaked the voltage controlled oscillator, adding the extra frequency coverage. This also allowed them to transmit on 117-118, which was not legal.
Same thing when FM-immunity came along. After reading about it in Pilot, I rang a contact at the Bull$hit Pavilions; he too found that a predecessor had buried it deep in the in tray. So there was a frantic flurry of activity and for several months we weren't legal to fly ILS approaches at many aerodromes. Bit of a snag with a VC10.....
It seemed that some idiot thought that they could get away with 'State Immunity'. Not so when the FM broadcast restrictions were removed after the 20 year warning the aviation industry had been given! I hope this rank amateur behaviour doesn't still go on?? Out of interest, the first unit to be fully FM-compliant at Brize Norton was.....the flying club! Also the first unit to have fleet-wide GPS fitted.
Then we had Omega switch-off. Again, the RAF VC10 fleet was caught napping and resorted to a temporary botch of single INS backed up with a hand held GPS, whose antenna was stuffed up the sextant hole.
I don't own this space under my name. I should have leased it while I still could
BEagle,
I have a sneaky suspicion that the man in the ministry was the same OC No 1 AIDU, recently retired, who was dual hatted. Hmm.
I have a sneaky suspicion that the man in the ministry was the same OC No 1 AIDU, recently retired, who was dual hatted. Hmm.
