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#81
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In article ,
says... I just don't understand the issue about pilot overload. I'm asking for two integers, and you don't need to look at them ever if you don't want to. Will, I think you should look at this picture : http://www.airliners.net/open.file?id=0286741 Then write back and tell us you really think we need some more numbers there, to give us redundant information. The 430's in the picture already have RAIM, and will warn the pilot if the information is below standard - Does this guy look like he's starved for more numbers to stare at? GF |
#82
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Greg Farris wrote:
Then write back and tell us you really think we need some more numbers there, to give us redundant information. The 430's in the picture already have RAIM, and will warn the pilot if the information is below standard - Does this guy look like he's starved for more numbers to stare at? GF I suspect he too busy worrying about what to do it an engine fails in that underpowered twin. |
#83
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Steven,
You know, with all due respect, your "discussion style" is really weird (annoying, too, if I may say so). How about giving answers instead of only asking questions? If you think you know something, tell us instead of smart-*ssing the group to death. -- Thomas Borchert (EDDH) |
#84
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In article Ato4g.174429$bm6.92343@fed1read04, says...
I suspect he too busy worrying about what to do it an engine fails in that underpowered twin. I'll let Mike Rappoport field that one, if he's with us!! |
#85
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![]() "Sam Spade" wrote in message news:Kt74g.174361$bm6.134909@fed1read04... They are as primary nav for IFR. Cite the applicable regulation. Part 23 (for the type of aircraft we're talking about). A good avionics shop can direct you to related ACs. We're not talking about a type of aircraft, we're talking about use of handheld GPS. Part 23 is not applicable. So, it does not satisfy Part 23, which requires that the avionics manufacturer provide equipment (in this case) that is appropriate for IFR operations. Part 23 prescribes airworthiness standards for the issue of type certificates, and changes to those certificates, for airplanes in the normal, utility, acrobatic, and commuter categories. It has nothing to do with uninstalled devices such as handheld GPS. You can examine Part 23 he http://makeashorterlink.com/?D2FD2580D Handhelds are typically not installed. But, once they are connected to an external antenna and/or ship's power supply they are usually considered to be installed. Only by the irrational. |
#86
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![]() "Sam Spade" wrote in message news:0984g.174363$bm6.171092@fed1read04... Also, AIM 1-1-19: d. General Requirements 1. Authorization to conduct any GPS operation under IFR requires that: (a) GPS navigation equipment used must be approved in accordance with the requirements specified in Technical Standard Order (TSO) TSO-C129, or equivalent, and the installation must be done in accordance with Advisory Circular AC 20-138, Airworthiness Approval of Global Positioning System (GPS) Navigation Equipment for Use as a VFR and IFR Supplemental Navigation System, or Advisory Circular AC 20-130A, Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors, or equivalent. Equipment approved in accordance with TSO-C115a does not meet the requirements of TSO-C129. Visual flight rules (VFR) and hand-held GPS systems are not authorized for IFR navigation, instrument approaches, or as a principal instrument flight reference. During IFR operations they may be considered only an aid to situational awareness. (b) Aircraft using GPS navigation equipment under IFR must be equipped with an approved and operational alternate means of navigation appropriate to the flight. Active monitoring of alternative navigation equipment is not required if the GPS receiver uses RAIM for integrity monitoring. Active monitoring of an alternate means of navigation is required when the RAIM capability of the GPS equipment is lost. (c) Procedures must be established for use in the event that the loss of RAIM capability is predicted to occur. In situations where this is encountered, the flight must rely on other approved equipment, delay departure, or cancel the flight. (d) The GPS operation must be conducted in accordance with the FAA-approved aircraft flight manual (AFM) or flight manual supplement. Flight crew members must be thoroughly familiar with the particular GPS equipment installed in the aircraft, the receiver operation manual, and the AFM or flight manual supplement. Unlike ILS and VOR, the basic operation, receiver presentation to the pilot, and some capabilities of the equipment can vary greatly. Due to these differences, operation of different brands, or even models of the same brand, of GPS receiver under IFR should not be attempted without thorough study of the operation of that particular receiver and installation. Most receivers have a built-in simulator mode which will allow the pilot to become familiar with operation prior to attempting operation in the aircraft. Using the equipment in flight under VFR conditions prior to attempting IFR operation will allow further familiarization. (e) Aircraft navigating by IFR approved GPS are considered to be area navigation (RNAV) aircraft and have special equipment suffixes. File the appropriate equipment suffix in accordance with TBL 5-1-2, on the ATC flight plan. If GPS avionics become inoperative, the pilot should advise ATC and amend the equipment suffix. (f) Prior to any GPS IFR operation, the pilot must review appropriate NOTAMs and aeronautical information. (See GPS NOTAMs/Aeronautical Information.) (g) Air carrier and commercial operators must meet the appropriate provisions of their approved operations specifications. AIM Preface, see subparagraph d.: Flight Information Publication Policy The following is in essence, the statement issued by the FAA Administrator and published in the December 10, 1964, issue of the Federal Register, concerning the FAA policy as pertaining to the type of information that will be published as NOTAMs and in the Aeronautical Information Manual. a. It is a pilot's inherent responsibility to be alert at all times for and in anticipation of all circumstances, situations, and conditions affecting the safe operation of the aircraft. For example, a pilot should expect to find air traffic at any time or place. At or near both civil and military airports and in the vicinity of known training areas, a pilot should expect concentrated air traffic and realize concentrations of air traffic are not limited to these places. b. It is the general practice of the agency to advertise by NOTAM or other flight information publications such information it may deem appropriate; information which the agency may from time to time make available to pilots is solely for the purpose of assisting them in executing their regulatory responsibilities. Such information serves the aviation community as a whole and not pilots individually. c. The fact that the agency under one particular situation or another may or may not furnish information does not serve as a precedent of the agency's responsibility to the aviation community; neither does it give assurance that other information of the same or similar nature will be advertised, nor, does it guarantee that any and all information known to the agency will be advertised. d. This publication, while not regulatory, provides information which reflects examples of operating techniques and procedures which may be requirements in other federal publications or regulations. It is made available solely to assist pilots in executing their responsibilities required by other publications. Consistent with the foregoing, it shall be the policy of the Federal Aviation Administration to furnish information only when, in the opinion of the agency, a unique situation should be advertised and not to furnish routine information such as concentrations of air traffic, either civil or military. The Aeronautical Information Manual will not contain informative items concerning everyday circumstances that pilots should, either by good practices or regulation, expect to encounter or avoid. |
#87
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![]() "John R. Copeland" wrote in message .. . Must we say once again that the AIM is not regulatory? I doubt it would do any good. |
#88
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![]() "Sam Spade" wrote in message news:ZK94g.174370$bm6.21952@fed1read04... Keep in mind the FAA does not do a perfect job of keeping the AIM current. And, of course, it is not regulatory, but it is sometimes directive and a focal point to provide information to pilots. If you knew the AIM was not regulatory why did you cite AIM para 1-1-19? |
#89
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![]() "ted" wrote in message ink.net... Oh, Steven!!! You had the PERFECT chance to reply: "Google is your friend" but you didn't take it. Rats. Because Google is not Bob's friend! |
#90
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![]() "Bob Noel" wrote in message ... yeah. that's good. Is that where you get your definition of "night", "pilot-in-command", etc? The dictionary has fine definitions of those words. |
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