Dispatch to airport with the only navaid avail being u/s
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Join Date: Mar 2006
Location: kuwait
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Dispatch to airport with the only navaid avail being u/s
hello....
is it allowd to dispatch to an airport that don't have ils...and the only approach available is vor dme for one rwy and the that vor on that day is u/s.
so is it allowed dispatching having in mind that the only approach avail at the arrival time is visual approach.
in my opinion it is not right.as i think that you need to have a beacon that you can calculate your TOD and to check your nav accuracy.
although some of the modern aircraft are high tech and gps equiped,would you trust ONLY your aircraft equipment and base your descent calculation on it.
and for the Fly By Wire guys...i think it is neccesary to have a vor/dme to check the nav accuracy if the GPS is NOT primary.
so in my opinion it is not go case.
what do you think guys.
is it allowd to dispatch to an airport that don't have ils...and the only approach available is vor dme for one rwy and the that vor on that day is u/s.
so is it allowed dispatching having in mind that the only approach avail at the arrival time is visual approach.
in my opinion it is not right.as i think that you need to have a beacon that you can calculate your TOD and to check your nav accuracy.
although some of the modern aircraft are high tech and gps equiped,would you trust ONLY your aircraft equipment and base your descent calculation on it.
and for the Fly By Wire guys...i think it is neccesary to have a vor/dme to check the nav accuracy if the GPS is NOT primary.
so in my opinion it is not go case.
what do you think guys.
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As long as the weather is good I cannot see any problem. I have landed many corporate jets and Boeing 727s at airports with no nav aids. However, what does your company SOPs state on this issue?
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and for the Fly By Wire guys...
Of course radar identification would work.
If the question is how to make a descent without either radar of an 'accurate' navaid (VOR or DME/TACAN) vs NDB, then the basic question is how to be certain of position to commence descent to MSA and indeed how you know where you are in the first place and what the MSA is. Well wx radar can help and the best of all is visual acquisition. Without any of that, then you could try plotting cross-cuts, checking flight plan timings but at the end of the day, if you're not happy to descend to your best estimate of MSA and from there make a visual approach, then go somewhere else!
Warning Toxic!
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KW, you are showing a bit of evidence you are a young pilot trained in the age of GPS, INS, Autopilot/autothrottle! Think back to your training and your cross-countrys- you went to airfields with no navaids quite happily. Then you started flying and flew everywhere with ILS, VOR etc, on INS equipped aeroplanes. But you must be ready to lose all those aids and still get the task done! So check your company regulations. Somewhere en route there is a radio aid you can check your nav against. Knowledge of safety heights and basic navigation, and don't 'push' it! Lack of navaids does not rule it out as a destination! It's you that must be flexible.
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hello...
in our company ops manual it clearly states that operations into an airfield with no let down nav aid is prohibited.
and i just wanted to know other airlines regulations.
i didn't forget the time that i was doing my cross country and fly VFR but it was a small aircraft and was flying at 3000 ft unlike know flying 30 odd thousand feet with 250+ pax onboard.
in our company ops manual it clearly states that operations into an airfield with no let down nav aid is prohibited.
and i just wanted to know other airlines regulations.
i didn't forget the time that i was doing my cross country and fly VFR but it was a small aircraft and was flying at 3000 ft unlike know flying 30 odd thousand feet with 250+ pax onboard.
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Being 'pragmatic' ... I would have though if you had TWO alternates above the planning minima you are legal - So long as you dont decend below MSA into your destination without becoming visual.
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Kuwait, not a big deal really, we used to operate to an airport that wasn't open until we were already enroute (so no TAF or METAR), we dispatched based on the area forecast. Your situation although not a common one is completely legal as long as the weather forecast is compatible. Take a look at your company FOM.
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K340 - in my ops manual the only requirement is for IFR arrivals when there must be an available approach procedure (ie Nav Aid). If a 'VFR' arrival is planned the requirement is for the minimum weather to be specified on the Captain's brief.
