Decommissioning ground navaids
That'd mean you haven't been up flying Jabba, 
.
And I didn't actually pick up on the lack of ABC Radio receivers in the Retard Vehicle the other day when I flew it. I think I was too busy trying to get my head around the start procedure for that bloody engine!
morno
.And I didn't actually pick up on the lack of ABC Radio receivers in the Retard Vehicle the other day when I flew it. I think I was too busy trying to get my head around the start procedure for that bloody engine!
morno
4 Renewal
4.1. An applicant for renewal of a particular grade of instrument rating shall pass
the instrument rating test applicable to the initial issue of that grade of
instrument rating except that:
(a) proficiency in using 1 or more of RNAV(GNSS), ILS, LLZ, VOR, DME
or NDB may be demonstrated in a synthetic flight trainer approved for
the purpose — if proficiency in at least 1 other navigation aid is also
demonstrated in flight or in an approved flight simulator; and
Civil Aviation Order 40.2.1
22
(b) a demonstration of proficiency in using ILS or LLZ in accordance with subparagraph (a) may be used to meet the proficiency testing
requirements for VOR — if proficiency in at least 1 other non-precision
instrument approach is demonstrated as part of the test; and
(c) a demonstration of proficiency in using LLZ may be used to meet the
proficiency testing requirements for ILS — if proficiency using ILS was
demonstrated at the previous renewal.
4.2 When a grade of instrument rating is being renewed, a person who has a DME
or GPS arrival procedure endorsement entered in his or her log book is taken
to have demonstrated proficiency for the procedure for paragraph 11.6.
4.1. An applicant for renewal of a particular grade of instrument rating shall pass
the instrument rating test applicable to the initial issue of that grade of
instrument rating except that:
(a) proficiency in using 1 or more of RNAV(GNSS), ILS, LLZ, VOR, DME
or NDB may be demonstrated in a synthetic flight trainer approved for
the purpose — if proficiency in at least 1 other navigation aid is also
demonstrated in flight or in an approved flight simulator; and
Civil Aviation Order 40.2.1
22
(b) a demonstration of proficiency in using ILS or LLZ in accordance with subparagraph (a) may be used to meet the proficiency testing
requirements for VOR — if proficiency in at least 1 other non-precision
instrument approach is demonstrated as part of the test; and
(c) a demonstration of proficiency in using LLZ may be used to meet the
proficiency testing requirements for ILS — if proficiency using ILS was
demonstrated at the previous renewal.
4.2 When a grade of instrument rating is being renewed, a person who has a DME
or GPS arrival procedure endorsement entered in his or her log book is taken
to have demonstrated proficiency for the procedure for paragraph 11.6.
On further reflection - YES I AM!
Jaba - what sort of approach is a GPS RNAV?
Dr
Last edited by ForkTailedDrKiller; 29th Jan 2011 at 12:36.
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There is something very comforting (with that needle pointing to the snug hangar) about having a serviceable NDB at the home field on a dark night or with weather......!
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I wonder where ASA is going to spend this $120M that they are going to save? Surely not on grants for owners to fit TSO 146 GPS. How are we going to get a position fix every 2 hours in the future?
Fair enough ground aids are expensive but they are a vital part of navigation. Just have a think about Alternate requirments.... in the NT and Far north QLD you'd have to nominate an alternate maybe 200 Nm away, destroying your uplift.
As far as I'm concerned airways charges for IFR flights are cheap for the service you get (for GA). If ASA cant afford to keep nav aids running they might need to consider raising the charges, without ripping owners off.
Here is a link to ASA showing how to calculate En route charges and landing fees. $0.92 per kilometer X aircraft weight (tonnes) isn't allot of money.
http://www.airservices.gov.au/pilotc...ct_oct2010.pdf
Fair enough ground aids are expensive but they are a vital part of navigation. Just have a think about Alternate requirments.... in the NT and Far north QLD you'd have to nominate an alternate maybe 200 Nm away, destroying your uplift.
As far as I'm concerned airways charges for IFR flights are cheap for the service you get (for GA). If ASA cant afford to keep nav aids running they might need to consider raising the charges, without ripping owners off.
Here is a link to ASA showing how to calculate En route charges and landing fees. $0.92 per kilometer X aircraft weight (tonnes) isn't allot of money.
http://www.airservices.gov.au/pilotc...ct_oct2010.pdf
There is something very comforting (with that needle pointing to the snug hangar) about having a serviceable NDB at the home field on a dark night or with weather......!
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A wise old retired Jet driver (not the Qar$ehole that frequents this place) once said to me:-
"Do you really want to be tracking towards AM radio station towers? ... most of em are very tall and/or placed on top of mountains
... and even if you are looking for one that is not lofty, how can you be 100% sure you are headed for the right one, the ident (radio announcer) does not confirm the beacon name very often each hour" 
I should add, we were discussing exit strategies from unforecast last light and/or WX
"Do you really want to be tracking towards AM radio station towers? ... most of em are very tall and/or placed on top of mountains
... and even if you are looking for one that is not lofty, how can you be 100% sure you are headed for the right one, the ident (radio announcer) does not confirm the beacon name very often each hour" I should add, we were discussing exit strategies from unforecast last light
and/or WX
Last edited by The Chaser; 30th Jan 2011 at 13:28.
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Yeah! Except for when the weather is a thunderstorm and the ADF points to it instead of the navaid.
In the mid 90's the guru's were busy shutting down the Australian DME system without much consulatation with those that actually used them, and then they were planning to start removing the NDB's at major aerodromes on the J curve and then start removing the rest of the NDB's around the country when they failed.
One problem that ASA does come up with is that a lot of land leased out for navaids was done at peppercorn rental or in some cases a handshake agreement with the local farmer, but now the landowners want big dollars or have been told by lawyers etc to ask for lots of dollars and a very tight contract etc.
For an aid that was going to be phased out, a number of new NDB's have been installed over the last few years.
One problem that ASA does come up with is that a lot of land leased out for navaids was done at peppercorn rental or in some cases a handshake agreement with the local farmer, but now the landowners want big dollars or have been told by lawyers etc to ask for lots of dollars and a very tight contract etc.
For an aid that was going to be phased out, a number of new NDB's have been installed over the last few years.
For an aid that was going to be phased out, a number of new NDB's have been installed over the last few years.
Last edited by c100driver; 2nd Feb 2011 at 05:44.
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Interesting post. Yesterday the ML VOR/DME was out of service. ATC were issuing the ARBEY1B arrival for rwy 34, which takes you to LAVER, then via the 11DME arc for the 34 VOR approach. Nobody seemed to query the STAR.
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Originally Posted by 400ER
yesterday the ML VOR/DME was out of service. ATC were issuing the ARBEY1B arrival for rwy 34, which takes you to LAVER, then via the 11DME arc for the 34 VOR approach. Nobody seemed to query the STAR.