Confused about ADF
Joined: Mar 2002
Posts: 2,814
Likes: 0
From: Euroland
Bookworm,
Yes you are right, that is one way. However, think back to your DME theory and things like squitter and time taken to lock-on etc etc. Such factors can make the beast less reliable and more power hungry.
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IO540,
If you are remaining outside controlled airspace why do you need precision R-Nav equipment? Just point the aircraft where you want to go the RNP is up to you.
Regards,
DFC
Yes you are right, that is one way. However, think back to your DME theory and things like squitter and time taken to lock-on etc etc. Such factors can make the beast less reliable and more power hungry.
--------
IO540,
If you are remaining outside controlled airspace why do you need precision R-Nav equipment? Just point the aircraft where you want to go the RNP is up to you.
Regards,
DFC
Joined: Jan 1999
Posts: 6,209
Likes: 2
From: north of barlu
Dfc/io540
I don't see the DME power requiements of a modern DME unit such as the King KN64 as a problem the fact that it requires no cooling and if my memory is working a 3 Amp C/B sugests to me that unlike the previose generation of DME's that required "whistleing suitcase" to be fitted in the back of the aircraft these4 modern units don't use a lot of power.
Most IFR aircraft have at least one DME that can be remotly tuned so a system that uses two or three DME's should not cost two much and not as much as fitting a second Garmin GNS430.
As to IO540's issue of DME range, I think that not enough consideration has been given to the number of DME stations avalable, remember that most ILS now has a DME and the TACAN DME is also avalable, I doubt if there are a lot of places in Europe that at 5000ft en-route DME/DME is not avalable.
As for the Narco NS9000 if you take a look in the manuals & pinouts section of www.narco-avionics.com you will find all you could want to know about the box.
I still don't know why the NS9000 vanished without trace after all GPS,ILS/VOR in one box with DME and LORAN inputs thats three RNAV options in one box, sounds too good to be true!
Most IFR aircraft have at least one DME that can be remotly tuned so a system that uses two or three DME's should not cost two much and not as much as fitting a second Garmin GNS430.
As to IO540's issue of DME range, I think that not enough consideration has been given to the number of DME stations avalable, remember that most ILS now has a DME and the TACAN DME is also avalable, I doubt if there are a lot of places in Europe that at 5000ft en-route DME/DME is not avalable.
As for the Narco NS9000 if you take a look in the manuals & pinouts section of www.narco-avionics.com you will find all you could want to know about the box.
I still don't know why the NS9000 vanished without trace after all GPS,ILS/VOR in one box with DME and LORAN inputs thats three RNAV options in one box, sounds too good to be true!
Joined: Aug 2003
Posts: 1,218
Likes: 0
From: Surrey
I suspect the main reason a GA DME/DME box doesn't exist is that GPS does such a good job.
The only real reason anyone would fit one is to cover for a general GPS outage (which isn't going to happen with GA able to fly) or a local outage/jamming - which (for a proper IFR installation) is a low probability event that most GA operators wouldn't backup.
The US is arguing for ELoran because in a pure ADS-B traffic environment it is critical everyone has continuos position data to transmit and they seem to have a clear plan to have moved away from ground based infrastructure in the foreseeable future.
The only real reason anyone would fit one is to cover for a general GPS outage (which isn't going to happen with GA able to fly) or a local outage/jamming - which (for a proper IFR installation) is a low probability event that most GA operators wouldn't backup.
The US is arguing for ELoran because in a pure ADS-B traffic environment it is critical everyone has continuos position data to transmit and they seem to have a clear plan to have moved away from ground based infrastructure in the foreseeable future.
