ILS sans identification

Anyone have a reference for a requirement to identify an ils or vor
prior to it's use in the USA?
Secondly, is there any reference to the type of identification
required? For example, would checking that the primary flight display
is displaying the correct identifier suffice? Or is there a
stipulation for morse code audible type of identification?

Stan

In article ,
wrote:

Anyone have a reference for a requirement to identify an ils or vor
prior to it's use in the USA?
Secondly, is there any reference to the type of identification
required? For example, would checking that the primary flight display
is displaying the correct identifier suffice? Or is there a
stipulation for morse code audible type of identification?

Stan

I can't cite chapter and verse, but I never bother listening to the morse
ident any more. The GNS-480 decodes it for you and displays the letter
code. I can't see any possible failure mode where the display would be
wrong but I would be able to correct it by listening myself.

Roy Smith wrote:
In article ,
wrote:

Anyone have a reference for a requirement to identify an ils or vor
prior to it's use in the USA?
Secondly, is there any reference to the type of identification
required? For example, would checking that the primary flight display
is displaying the correct identifier suffice? Or is there a
stipulation for morse code audible type of identification?

Stan

I can't cite chapter and verse, but I never bother listening to the morse
ident any more. The GNS-480 decodes it for you and displays the letter
code. I can't see any possible failure mode where the display would be
wrong but I would be able to correct it by listening myself.

I don't know if it is a rule, but it is stupid not to. We had a plane
fly into terrain because they were tracking not the Localizer but a
nearby VOR.

The 480's and SL30's do nicely display the identifier. The 380 also
whack you if you try to fly an approach requiring NAV guidance with
the wrong frequency in the NAV side.

In article , Ron Natalie
wrote:

Roy Smith wrote:
In article ,
wrote:

Anyone have a reference for a requirement to identify an ils or vor
prior to it's use in the USA?
Secondly, is there any reference to the type of identification
required? For example, would checking that the primary flight display
is displaying the correct identifier suffice? Or is there a
stipulation for morse code audible type of identification?

Stan

I can't cite chapter and verse, but I never bother listening to the morse
ident any more. The GNS-480 decodes it for you and displays the letter
code. I can't see any possible failure mode where the display would be
wrong but I would be able to correct it by listening myself.

I don't know if it is a rule, but it is stupid not to. We had a plane
fly into terrain because they were tracking not the Localizer but a
nearby VOR.

I didn't say I didn't identify it, I said I didn't listen to the morse.
The box listens to the morse for me and displays it as letters. I check to
make sure IHPN comes up in the display.

If I'm flying something without the decode feature, then I listen myself.

On Sun, 04 Mar 2007 19:59:55 -0500, Roy Smith wrote:


The GNS-480 decodes it for you and displays the letter
code. I can't see any possible failure mode where the display would be
wrong but I would be able to correct it by listening myself.

Does it actually decode it or just display to info from its database.

ArtP,

Does it actually decode it or just display to info from its database.


Actual decode.

--
Thomas Borchert (EDDH)

In article ,
ArtP wrote:

On Sun, 04 Mar 2007 19:59:55 -0500, Roy Smith wrote:


The GNS-480 decodes it for you and displays the letter
code. I can't see any possible failure mode where the display would be
wrong but I would be able to correct it by listening myself.

Does it actually decode it or just display to info from its database.

It actually decodes it, and it has to decode it twice in a row the same way
before it display it. On a really weak signal, you can sometimes see it
get one of the letters wrong, then shortly after that, correct it.

ArtP wrote:
On Sun, 04 Mar 2007 19:59:55 -0500, Roy Smith wrote:


The GNS-480 decodes it for you and displays the letter
code. I can't see any possible failure mode where the display would be
wrong but I would be able to correct it by listening myself.

Does it actually decode it or just display to info from its database.

It decodes it. The SL30 doesn't even have a database.

wrote:

Anyone have a reference for a requirement to identify an ils or vor
prior to it's use in the USA?
Secondly, is there any reference to the type of identification
required? For example, would checking that the primary flight display
is displaying the correct identifier suffice? Or is there a
stipulation for morse code audible type of identification?

Stan


I don't think it is required by a regulation, but it is good practice to
do so. I can think of one place where you can get two different ILS's
on the same frequency: Just east of Wilkes Barre, PA at ~6000' while
tuning into the Williamsport ILS27 (110.1 if memory serves), you pick up
another ILS, which I think may be Stewart on the same frequency. No way
to know which one you are receiving if you don't decode the Morse code.
While this is outside the published service volume, if you are
receiving the Williamsport ILS and tell ATC you've got it, they'll let
you track that inbound rather than going to the Williamsport VOR then
doglegging back to get to the IAF.

Another example is it lets you catch faulty equipment. Last fall, my #2
NAV developed an intermittent problem where the synthesizer was
generating the wrong local oscillator frequency and tuning to another
VOR in the area. Again, listening to the Morse code flagged the problem
right away even though the VOR was showing a valid signal and there was
a morse code....it was the wrong one.

Anyone have a reference for a requirement to identify an ils or vor
prior to it's use in the USA?


91.3?

--
Thomas Borchert (EDDH)