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#21
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"Robert M. Gary" wrote in message om... I've noticed that! A couple times in the last 5 years I've been told to go direct to an NDB. I don't have anyway to find NDBs (well, ok GPS, but otherwise... ) Do you think there will be a formal "forgiving" of the NDB assumption by the FAA or will it just become another GPS waypoint? I see no need for any change. GPS is a perfectly acceptable means of navigating to an NDB. There's no need to advise ATC that you don't have ADF, simply acknowledge the instruction and proceed direct via GPS. The only shortcoming is you can't use GPS to fly a straight NDB approach. |
#22
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Roy Smith wrote: It is certainly legal to fly IFR without a VOR receiver, but it's pretty much taken for granted that you've got one. It's certainly taken for granted that you've got a chart! The national airspace system is still predicated upon VOR being the primary, non-radar en route navigation system. That will change, but it hasn't yet. The section in part 91 that requires you to have equipment appropriate to the routes to be flown presumes VOR equippage. No, it doesn't say that, because such is the way of many FARs. You either comply with the obvious or you have to be armed with all the countless policy documents with which the FAA operates. For whatever it's worth, following is from Pargraph 813 of FAA Order 8260.19C, Flight Procedures and Airspace, the gudiance material for instrument procedures designers: .. "Dual Minimums. Dual minimums, when authorized, shall be entered in boxes constructed below the preprinted minimums section. Dual minimums shall not be authorized unless a 60 foot operational advantage is obtained or a reduction in visibility can be achieved. To avoid proliferation of dual minimums, all IFR aircraft are assumed to have at least one VOR receiver. Dual minimums based on a stepdown fix combined with local and remote altimeter settings could result in four sets of minimums. However, only two sets of minimums shall be published on the 8260 forms. The combinations authorized a minimums with and without a stepdown fix; or minimums with local and remote altimeter settings." This is available on the Summit Aviation Reference Library. |
#23
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If you file to a VOR direct, can ATC clear you along an airway
instead, and expect you to look up the airways? In other words, how important is to carry an enroute chart if you don't plan on using airways? ATC, to the best of my knowledge, can clear you anyway they'd like. I'm fairly sure you're not all that legal flying IFR without the appropriate enroute chart. You're surely not safe. How would you know the MEA/MOCA altitudes? Surely if you can afford $XX/hour for the plane you can spring for the chart. Scott www.privacytactics.com -- Protect Your Personal Information Assets |
#24
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Scott wrote: If you file to a VOR direct, can ATC clear you along an airway instead, and expect you to look up the airways? In other words, how important is to carry an enroute chart if you don't plan on using airways? ATC, to the best of my knowledge, can clear you anyway they'd like. I'm fairly sure you're not all that legal flying IFR without the appropriate enroute chart. You're surely not safe. How would you know the MEA/MOCA altitudes? Surely if you can afford $XX/hour for the plane you can spring for the chart. I have software for my PDA that does all that now. |
#25
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What PDA and software are you using and how do you like it?
"Newps" wrote in message news:7W1%b.121208$uV3.622724@attbi_s51... Scott wrote: If you file to a VOR direct, can ATC clear you along an airway instead, and expect you to look up the airways? In other words, how important is to carry an enroute chart if you don't plan on using airways? ATC, to the best of my knowledge, can clear you anyway they'd like. I'm fairly sure you're not all that legal flying IFR without the appropriate enroute chart. You're surely not safe. How would you know the MEA/MOCA altitudes? Surely if you can afford $XX/hour for the plane you can spring for the chart. I have software for my PDA that does all that now. |
#26
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I use NavGps. You type in your cleared route, using airways if that's
how you were cleared. After hitting enter the software adds in all the intersections. On the main map page the software gives you total distance as well as leg distance. It's simple to remove or add fixes as your flight plan gets ammended along the way. It draws the extended centerline of any runway. You can select as a destination the approach end of any runway. It has ground data like roads, rivers, obstacles etc. I haven't flown behind it much but so far I like it. ross watson wrote: What PDA and software are you using and how do you like it? "Newps" wrote in message news:7W1%b.121208$uV3.622724@attbi_s51... Scott wrote: If you file to a VOR direct, can ATC clear you along an airway instead, and expect you to look up the airways? In other words, how important is to carry an enroute chart if you don't plan on using airways? ATC, to the best of my knowledge, can clear you anyway they'd like. I'm fairly sure you're not all that legal flying IFR without the appropriate enroute chart. You're surely not safe. How would you know the MEA/MOCA altitudes? Surely if you can afford $XX/hour for the plane you can spring for the chart. I have software for my PDA that does all that now. |
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