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#51
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"Stan Prevost" wrote in message ... But it doesn't change the rule, which is still there and available for enforcement, and is still binding on pilots and controllers. How is it binding on controllers? |
#52
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"Newps" wrote in message news Yep, you're getting all the AFSS guys that will be, ah, surplussed. Not all, just those few that have been controllers. |
#53
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"Steven P. McNicoll" wrote in message ink.net... "Stan Prevost" wrote in message ... But it doesn't change the rule, which is still there and available for enforcement, and is still binding on pilots and controllers. How is it binding on controllers? Is it true that a controller may not issue an instruction to a pilot that would require the pilot to violate a rule of the FAR? |
#54
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wrote in message ... On Sat, 26 Feb 2005 09:56:33 -0800, "C J Campbell" wrote: "Dan Thompson" wrote in message .com... This is an old horse and I almost hate to bring it up again, but are you aware you can legally accept direct FUBAR as a /U under IFR, and monitor your progress with a handheld GPS? It is a sad day that people now assume clearance direct to an intersection can only be complied with if you have some sort of RNAV. Makes me wonder how we ever did it in the '70s with only a VOR and a TACAN. You had a VOR and a TACAN? Lucky dog. I was a C-130 navigator. We had pretty good equipment, considering. I was around when Omega was introduced. I flew in the very first C-130 to be equipped with Omega. Decades later, when I was learning to fly as a pilot and working on my instrument rating, I was told that Omega was being decommissioned. Talk about making one feel old! |
#55
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"Colin W Kingsbury" wrote in message ink.net... "C J Campbell" wrote in message news "Dan Thompson" wrote in message . com... This is an old horse and I almost hate to bring it up again, but are you aware you can legally accept direct FUBAR as a /U under IFR, and monitor your progress with a handheld GPS? It is a sad day that people now assume clearance direct to an intersection can only be complied with if you have some sort of RNAV. Makes me wonder how we ever did it in the '70s with only a VOR and a TACAN. Pray enlighten me to one thing- let's say I'm on V123 and cleared direct to FUBAR which is defined by the intersection of V456 and V789. Leaving out the legal-vs-practical debate, there is no way for me to navigate from my present position to FUBAR in a straight line sans RNAV. It's always been my understanding that "direct" means they assume you will in fact go straight there, not turn left 20 degrees, intercept V456, and then head to FUBAR. Am I missing something here? The Air Force has written all kinds of instrument and navigation manuals which you can download. They are considerably modernized from my day, but all the old information is still there. An example may be found he http://www.e-publishing.af.mil/pubfi...fpam11-216.pdf. An MB-4 Computer is the Air Force version of the E6-B. From the Air Force AFPAM 11-216 "Navigation Procedures:" 5.16. Fix-to-Fix Navigation (Using the MB-4 Computer). A fix-to-fix can also be computed on the wind face side of an MB-4 computer. First, give the pilot a general heading toward the fix. (NOTE: You can work in bearings; however, all work must be done in either bearings or radials to compute the solution.) For the following example, radials will be used. The fix you wish to navigate to is the 280o radial at 30 DME. Set up a graphic depiction on the wind face side of your computer with your present position (350o radial at 050 DME) and the desired fix (280o/030). Use the following steps: 5.16.1. Place your present position (350o/050) on the wind face side using the square grid at the bottom of the MB-4. Align 350o on the compass rose under the true index. Mark the point by counting down 50 NM from the true airspeed (TAS) grommet and mark with a +. Use the scale set up on the square grid or set up an applicable scale. The scale used must remain constant throughout the problem (Figure 5.13). 5.16.2. Place the fix radial and DME (280o/030) on the computer the same way you did in step one (Figure 5.14). Mark as a fix symbol (?). 5.16.3. Determine the no wind heading by rotating the compass rose so that the present position (+) is directly above the fix (?). Use the square grid at the bottom to help with alignment (Figure 5.15). Turn the aircraft to MC under the true index (206o for this example) and kill the drift. (NOTE: You can place your present position (+) on the 0 NM horizontal baseline then, using your NM increment scale, count down to the fix position (?) to determine how far you are from the fix (48 NM in this example; Figure 5.15.) 5.16.4. Repeat the procedure as necessary to keep your progress updated. |
#56
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"C J Campbell" wrote in message ... 5.16.2. Place the fix radial and DME (280o/030) on the computer the same way you did in step one (Figure 5.14). Mark as a fix symbol (?). 5.16.3. Determine the no wind heading by rotating the compass rose so that the present position (+) is OK, you can't make the little delta shaped fix symbol on USENET, so it substituted the question mark. It also converted 280 degrees to 280o. The + sign worked, at least. |
#57
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"Steven P. McNicoll" wrote: wrote in message ... Try 91.205 (d) (2) for starters: d) Instrument flight rules. For IFR flight, the following instruments and equipment are required: (2) Two-way radio communications system and navigational equipment appropriate to the ground facilities to be used. That states what equipment is required to be aboard, it does not restrict the use of equipment not required to be aboard. Think non-radar operations, where the controller isn't going to play "Frick and Frack" direct-to games with you. Failure to comply with 91.205 can rapidly lead to 91.3, and the FAA attorneys win every time. Nobody suggested IFR operations without the required equipment. Are you suggesting Michael is a nobody? He stated: A handheld GPS will not come with such a placard, and there's no rule that says you can't use it for enroute IFR (anyone who says otherwise is welcome to quote chapter and verse from the approriate regulation - NOT an advisory circular or AIM). This was stated in the context of a thread asking the somewhat rhetorical question "Will /G become mandatory because of the movement to begin to shut down VOR stations. Since Michael proposed using a portable GPS based on a incorrect presmise that it has no placard that restricts it to VFR (not true in substance in that the operating material suppied with the units state that), he was clearing challenging operating in an area without adequate VOR stations for non-radar IFR operations. |
#58
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"Stan Prevost" wrote in message ... Is it true that a controller may not issue an instruction to a pilot that would require the pilot to violate a rule of the FAR? No. Pilots are required to abide by the FARs and controllers are required to abide by FAA Order 7110.65. |
#59
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wrote in message ... Are you suggesting Michael is a nobody? He stated: A handheld GPS will not come with such a placard, and there's no rule that says you can't use it for enroute IFR (anyone who says otherwise is welcome to quote chapter and verse from the approriate regulation - NOT an advisory circular or AIM). This was stated in the context of a thread asking the somewhat rhetorical question "Will /G become mandatory because of the movement to begin to shut down VOR stations. Since Michael proposed using a portable GPS based on a incorrect presmise that it has no placard that restricts it to VFR (not true in substance in that the operating material suppied with the units state that), he was clearing challenging operating in an area without adequate VOR stations for non-radar IFR operations. Nobody suggested IFR operations without the required equipment. A handheld GPS does not require any placard to be affixed to the aircraft or any change to a flight manual. |
#60
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wrote in message ... It just is. But you cannot explain why? |
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