If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#41
|
|||
|
|||
"Steven P. McNicoll" wrote...
However, what if comm is lost on a center freq, in IMC and relatively near the destination? What is a "reasonable" time to be holding over the IAF, from the ATC perspective? None. Is that "there is no time estimate that is reasonable" or "zero"? |
#42
|
|||
|
|||
"PaulaJay1" wrote in message ... It bothers me that the 7600 code continues to "ring" at Control so they want me to switch back to the original code after some period of time. What period? About thirty seconds will be fine. If they haven't noticed it in that time it's because they disabled it the last time someone decided to squawk 7600 down to the ground and forgot to restore it. How do I know that Control has got the message? It's a very annoying alarm, it's simply not something that can be ignored. Don't I have enough to do if in IMC and lost comm? Why doesn't Control have the onus (other than 'Put a bandaide over the button') to stop the ring. They are in a nice airconditioned area separate from the problem at hand. Kind a like the pig/chicken joke of han and eggs, I'm dedicated while with them it's a passing fancy. Well, what do you think is better for you, forcing the controller to step away from his scope several times every minute in order to be able to communicate with the aircraft that are potentially in your way, or returning your transponder to it's previously assigned code? If a lost com ever happens to me, I hope I remember to set 7600, and if I do, I plan to change it back on a taxiway somewhere. Do whatever you feel is in your own best interest. |
#43
|
|||
|
|||
"Steven P. McNicoll" wrote...
In most cases the clearance limit is the destination airport, how do you comply with FAR 91.185(c)(3)? Easy -- per 91.185(c)(3)(ii). Holding over the airport would be a Standard pattern per AIM 5-3-7.c. If there is no VOR or NDB co-located at the airport and airplane was not equipped with RNAV, the holding point could be determined from the description in the IFR Supplement, approach plate, or other publication of the position (heading/distance) from the airport of a nearby VOR or NDB. |
#44
|
|||
|
|||
"Steven P. McNicoll" wrote...
In other words, you'd take the position that lost comms in IMC is an in-flight emergency requiring immediate action and use the emergency authority of FAR 91.3(b). It is not ALWAYS an emergency requiring immediate action; but it could be, depending on the situation, and it may develop into one later. The AIM gives the discretion to the PIC. |
#45
|
|||
|
|||
"John R Weiss" wrote in message news:qSdPb.92920$nt4.227694@attbi_s51... Is that "there is no time estimate that is reasonable" or "zero"? Zero. |
#46
|
|||
|
|||
"John R Weiss" wrote in message news:00ePb.92950$nt4.228782@attbi_s51... It is not ALWAYS an emergency requiring immediate action; but it could be, depending on the situation, and it may develop into one later. The AIM gives the discretion to the PIC. If it's not an in-flight emergency requiring immediate action, how can he head for the nearest VMC? |
#47
|
|||
|
|||
"John R Weiss" wrote in message news:00ePb.89430$Rc4.449664@attbi_s54... Easy -- per 91.185(c)(3)(ii). Holding over the airport would be a Standard pattern per AIM 5-3-7.c. If there is no VOR or NDB co-located at the airport and airplane was not equipped with RNAV, the holding point could be determined from the description in the IFR Supplement, approach plate, or other publication of the position (heading/distance) from the airport of a nearby VOR or NDB. Okay. I'm heading to Milwaukee from Grand Rapids. I've filed the preferential, GRR..MKG.V2.SUDDS..MKE, and have been cleared as filed. I'm flying a BE35/U; two nav/comms, GS receiver, ADF, and marker beacon receiver. At MINNY I discover I cannot transmit or receive on either comm radio. How do I hold over the airport? |
#48
|
|||
|
|||
"Steven P. McNicoll" wrote...
Okay. I'm heading to Milwaukee from Grand Rapids. I've filed the preferential, GRR..MKG.V2.SUDDS..MKE, and have been cleared as filed. I'm flying a BE35/U; two nav/comms, GS receiver, ADF, and marker beacon receiver. At MINNY I discover I cannot transmit or receive on either comm radio. How do I hold over the airport? Per AIM 5-3-7.c: Over MKE Standard pattern (right turn, 1 or 1 1/2 minute legs) On the course from SUDDS to MKE At your cleared altitude Until the time calculated per 91.185(c)(3)(ii) |
#49
|
|||
|
|||
"John R Weiss" wrote in message news:RJePb.93042$nt4.231643@attbi_s51... Per AIM 5-3-7.c: Over MKE Standard pattern (right turn, 1 or 1 1/2 minute legs) On the course from SUDDS to MKE At your cleared altitude Until the time calculated per 91.185(c)(3)(ii) How do I navigate from SUDDS to MKE? |
#50
|
|||
|
|||
"Steven P. McNicoll" wrote...
How do I navigate from SUDDS to MKE? I was under the impression you were an instrument-rated pilot as well as an ATC controller... Direct, using the time/heading/distance from your preflight planning. [From the question, I assume MKE doesn't have a VOR at the field. I'm in Seattle, and don't have charts or other pubs for the MKE area, so I'll fast-forward you to WA.] If I was enroute to BFI (Boeing Field, WA, which does not have a co-located VOR), I would know to look up the nearby NAVAIDS in the Airport/Facility Directory, and find that BFI is at the SEA 341/5.7. I would plot the course and distance from my previous waypoint (e.g., TAGOR, on V 120, SEA 069/16) on a Sectional, and transfer it (approx 291/17) to my kneeboard Nav card. In the airplane, if I lost comm prior to TAGOR, all I have to do is fly direct from TAGOR to the SEA 341/5.7 (cross-checking with the PARKK NDB at the field, if I don't have DME -- I could do this as an NDB hold, too, but I am assuming that isn't an option at MKE), using the preplanned heading and time, adjusted for any wind corrections I'd been using enroute to TAGOR. |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
No SID in clearance, fly it anyway? | Roy Smith | Instrument Flight Rules | 195 | November 28th 05 10:06 PM |
Lost comm altitude? | Roy Smith | Instrument Flight Rules | 12 | January 11th 04 12:29 AM |
Ham sandwich navigation and radar failure | David Brooks | Instrument Flight Rules | 47 | December 31st 03 12:15 AM |
Marine Radar in a plane? | Jay Honeck | Home Built | 31 | August 13th 03 06:56 PM |