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#11
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Larry Dighera wrote:
You'd be surprised at how little the distance increases on a VOR route compared to a direct route. ================================================ You're probably right about the distance. But doesn't everbody flying TO/FROM VOR stations cause air traffic problems like near misses (collisions)? Or being aware of this do you just watch the skies very carefully near VOR stations? Or are there altitude guidelines for each radial? |
#12
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"Bruce W.1" wrote: But doesn't everbody flying TO/FROM VOR stations cause air traffic problems like near misses (collisions)? Or being aware of this do you just watch the skies very carefully near VOR stations? Or are there altitude guidelines for each radial? Sort of. There are rules defining what the usable altitudes are based on magnetic course being flown. Opposite direction traffic should be at least 500' apart, vertically. This offers no protection, though, for aircraft flying in the same direction or on converging courses that are on the same side of the compass. http://www.faa.gov/ATPUBS/AIM/Chap3/aim0301.html#3-1-5 defines VFR cruising altitudes, which are 1,000' apart. IFR altitudes are 1,000' apart, too, but are 500' above or below VFR altitudes. Above FL290 the IFR cruising altitudes are 2,000' apart. -- Dan C-172RG at BFM |
#13
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On Mon, 04 Apr 2005 18:58:38 GMT, "Bruce W.1" wrote:
You're probably right about the distance. But doesn't everbody flying TO/FROM VOR stations cause air traffic problems like near misses (collisions)? Or being aware of this do you just watch the skies very carefully near VOR stations? Or are there altitude guidelines for each radial? Traffic may be heavier over VORs, and the closer your heading is to due North or South (where the hemisphere[1] rule toggles, the more alert you should be. That said, I've never actually noticed a particularly heavy increase in traffic over VORs. Don [1] Why hemiSPHERE? Semi-circle I could see, but . . . . |
#14
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Bruce W.1 wrote:
You can calculate your position by triangulating from two VOR stations. How many pilots do this? Or do most just fly between omnis? When you fly cross country do you just fly VOR to VOR, or do you draw a straight line to your destination and constantly triangulate while enroute to see if you are on this line? When I navigate using the VOR network, I usually go VOR to VOR in congested airspace and straight line for long cross-countries. When traveling straight line, I frequently use the triangulation method to verify my location when there are no good landmarks nearby. I frequently use triangulation to determine the point at which I pass an intersection or waypoint (whether official or otherwise). For example, I may fly one radial from VOR "A" to remain outside the DC ADIZ, but I know that I can change course once I pass the point at which a particular radial of a second VOR crosses that one. In any case, I treat the VOR network as sort of a backup to pilotage (and I treat pilotage as a backup to LORAN/GPS). As Larry pointed out, in most cases, using the airways usually doesn't increase your enroute time all that much over going direct. George Patterson Whosoever bloweth not his own horn, the same shall remain unblown. |
#15
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On Mon, 04 Apr 2005 18:58:38 GMT, "Bruce W.1" wrote in
: : Larry Dighera wrote: You'd be surprised at how little the distance increases on a VOR route compared to a direct route. =============================================== = You're probably right about the distance. But doesn't everbody flying TO/FROM VOR stations cause air traffic problems like near misses (collisions)? Congested airways near VORs can be an issue. But the designers of the VOR airway system had enough insight to separate east and west bound VFR traffic by 1,000' vertically, and IFR traffic from VFR traffic by 500'. But airways, being only 4 nautical miles wide either side of centerline can be congested over VORs. Or being aware of this do you just watch the skies very carefully near VOR stations? Yes. That and ATC Radar Advisory Service are the principal methods used to separate VFR flights on VFR airways. Or are there altitude guidelines for each radial? Nope. Have you spent any time reviewing this: http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/CurrentFARPart!OpenView |
#16
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On Mon, 4 Apr 2005 13:03:03 +0000 (UTC),
(Paul Tomblin) wrote: In a previous article, "Bruce W.1" said: It sounds like you guys that still use VOR's fly to/from them and maybe make course corrections when you hit a radial from another VOR. Just seems like a zig-zag way to get around, but the easiest way (without GPS). Some people have rho-theta RNAV systems which to the calculations for you, so you can say "I want to fly to a point that's 23DME on the 186 radial from that VOR", and it will give you a CDI just as if you were flying directly to the VOR. The plane that I flew up here to where I'm currently weathered in has a KNS-80 that can supposedly do that, but I've never found the need. In IFR you pretty much are on the airways or going direct to a VOR, and in VFR I just use the GPS and go direct to the destination. I used to fly a plane equipped with a KNS-80. The way I used it to straighten out my course was to dial in the radial and distance to the (n+1)th VOR in my flight plan as soon as I came in range of the nth VOR in my plan. This also allows you to avoid overflying the VORs with their higher traffic density. But give me GPS any day! Klein |
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