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#101
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IFR use of handheld GPS
wrote in message oups.com... Uh, you are referencing procedures for issuing a direct clearance to a navaid, what I quoted was for the ever popular direct-to-an-airport clearance, if I am understanding things right. It shows up again as Note 1 in paragraph 4-1-2. I'm referencing the requirements for specifying a route other than an established airway or route and the exceptions to them. |
#102
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IFR use of handheld GPS
Steven P. McNicoll wrote:
"Sam Spade" wrote in message news:G0h7g.175499$bm6.83888@fed1read04... Steven P. McNicoll wrote: "Sam Spade" wrote in message news:iZx6g.175204$bm6.170325@fed1read04... A legal interp has the full force and effect of regulation. It does not. It does so. Prove it. Apparently you have never read any FAA letters of legal interpretation. I suggest you schedule a meeting about it with your friendly local FSDO. Obviously, your aviation education is lacking. |
#103
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IFR use of handheld GPS
"Sam Spade" wrote in message news:XSg7g.175495$bm6.14199@fed1read04... And, we hope it is applied. Application is not optional. |
#104
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IFR use of handheld GPS
"Sam Spade" wrote in message news:9Bm7g.175501$bm6.60501@fed1read04... You're so full of **** and deception, Steve. Here is my original post: The "rule" is that direct routes initiated by ATC are limited to the service volume of VOR (or rarely, NDBs) and the controller can assure that MIAs will not be violated. You're the one that introduced "AGL altitudes." Do you have clue about the term "intellectual honesty?" I sure do. Do you have a clue about the term "service volume"? I suggest you review AIM paragraph 1-1-8 and figures 1-1-1 through 1-1-5 and then tell me if the various altitudes given for the service volumes are AGL or MSL. Failure to respond will be perceived as a lack of intellectual honesty. |
#105
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IFR use of handheld GPS
"Sam Spade" wrote in message news:5Gm7g.175502$bm6.155268@fed1read04... That is a giant load of crap. How so? Is it your position that everything is illegal until a law is enacted making some activity legal? |
#106
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IFR use of handheld GPS
Steven P. McNicoll wrote:
"Sam Spade" wrote in message news_g7g.175497$bm6.167703@fed1read04... I cited Part 95. It is a rule. Part 95 has many rules in it. Cite the specific rule. The rule: "Subpart C - Enroute IFR Altitudes Over Particular Routes and Intersections Editorial Note: The prescribed IFR altitudes for flights over particular routes and intersections in this subpart were formerly carried as sections 610.11 through 610.6887 of this title and were transferred to Part 95 as §§ 95.41 through 95.6887, respectively, but are not carried in the Code of Federal Regulations. For Federal Register citations affecting these routes, see the List of CFR Sections Affected in the Finding Aids section of this volume. § 95.31 General. This subpart prescribes IFR altitudes for flights along particular routes or route segments and over additional intersections not listed as a part of a route or route segment." [Doc. No. 1580, Amdt. 1-1, 28 FR 6719, June 29, 1963]" And, from the AIM: "a) Except in Alaska and coastal North Carolina, the VOR airways are predicated solely on VOR or VORTAC navigation aids; are depicted in blue on aeronautical charts; and are identified by a “V” (Victor) followed by the airway number (e.g., V12)." Like Part 97, Part 95 incorporates by rule-making reference individual procedures, in this case Victor airways. The docket amending Part 95 for an individual airway is contained on Form 8260-16, and has the full force and effect of regulation: From 8260.19C, Flight Procedures and Airspace: 880. PREPARATION OF FAA FORM 8260-16. This form serves as a transmittal sheet of en route procedural data to be published under 14 CFR Part 95. It records current en route information. All airway/route changes/cancellations must be documented on Form 8260-16 to ensure publication. Document only one airway per Form 8260-16. If airways overlap, document each on a separate form. a. AIRWAY NO. OR ROUTE. Enter the airway number, "Part 95 Direct," or "Off-Airway Non-95" as appropriate. Use a separate form for each type of route. Examples: For RNAV routes - Q502 For Jet routes - J345 For Victor Airways - V123 b. FROM/TO. Each segment (fix to fix) must be listed, unless succeeding segments have no significant changes. Segments must be separated at facilities, flagged fixes, and changes of MEA, MOCA, or MAA. All airways and routes terminate at the U.S. control area boundary (route alignment may be explained in REMARKS). (1) Route segments are normally listed from West to East for even numbered airways, or South to North for odd numbered airways. When amending published routes, follow the order of listing in the semiannual consolidation of 14 CFR Part 95 routes. (2) Fixes are identified by name, state, and type. c. ROUTINE OR DOCKET NO. Enter the docket number when the request is associated with an airspace action. If processing is to be routine, leave blank. d. CONTROLLING TERRAIN / OBSTRUCTION AND COORDINATES. When controlled air space is a factor in MEA determination, make two entries: the highest terrain and the highest tree or man-made obstacle (if above the highest terrain). Use the " @ " to identify which obstacle controls the MEA, even though MRA may require a higher altitude. Show coordinates to the minute (seconds optional). Annotate a controlling obstacle that is in the secondary area, and show the required obstacle clearance. No entry is required for high altitude (Jet or RNAV) routes if terrain is not a factor. Enter reduction of mountainous obstacle clearance. e. MRA/MOCA. Enter both figures. To reduce chart clutter, MOCAs less than 500 feet below MEAs should not be published unless they allow use of a cardinal altitude within 25 SM of a facility. If a MOCA is not to be published, line it out (the figure will still be legible for office record purposes). f. MAA/MEA. Enter both figures. When dual MEAs are used, show the directions of flight. When an MEA change occurs at a DME-only fix, dual MEAs are required since non-DME aircraft cannot receive the fix. When minor MEA differences exist in adjacent segments, coordinate with ATC to establish a common altitude. g. GNSS MEA. Do not establish a GNSS MEA unless it is at least 500' lower than the conventional MEA. The GNSS MEA must be a cardinal altitude at or above the MOCA and provide communication capability as required in TERPS. NOTE: These MEAs will be depicted on En route charts with a "G" suffix. Example: 3500G h. CHANGEOVER POINT. Enter the changeover point in the segment where it lies. If midpoint, leave blank. If NOT midpoint, enter the mileage from and the identifier of the nearest facility. If a gap exists, the changeover point may be at the middle of the gap; however, leave blank. If a dogleg, enter "DL." If the dogleg point is a fix, enter the fix name. Establish a named fix on all dogleg airways that meet en route VHF intersection criteria. Establish a named DME fix or CNF on all dogleg airways that do not meet VHF intersection criteria. i. FIX MRA/MCA. Entries here are referred to the appropriate fix by an attention symbol (*). The same information is required on the Form 8260-2 for the fix. Show the direction of flight for MCAs. j. REMARKS. Use this section for all pertinent supporting data. Typical entries include: Airspace floor Terrain clearance applied Dogleg radials for Part 95 Direct and Off-Airway Non-95 Routes Reason for MEA adjustment Reason for MAA reduction MEA gap Cancel segment (reason) (1) To assist charting agencies, when segments are amended or canceled, describe the changes in this section or elsewhere on the form as appropriate. k. FLIGHT INSPECTION DATES. Enter the date of the original flight inspection, if available, or indicate "On File." Use "Pending" for new/relocated facility dockets. If flight inspection records are not available, leave blank. Use additional lines to log subsequent flight inspections, periodic reviews, and amendments. When the form's available spaces are filled, whiteout the entries on manually completed forms, and start over. Regenerate electronic forms as necessary when available spaces are filled, deleting previously entered dates. Carry forward any manually entered dates. l. DISTRIBUTION. The approved Form 8260-16 must be prepared by AVN-100 and distributed as defined in Table 8-1. m. Examples: Figure 8-3 contains a consolidated group of examples that can be used when completing Form 8260-16. |
#107
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IFR use of handheld GPS
"Sam Spade" wrote in message news:aMm7g.175503$bm6.161637@fed1read04... Apparently you have never read any FAA letters of legal interpretation. I've read a few. Some of them were even logical and correct. I suggest you schedule a meeting about it with your friendly local FSDO. Obviously, your aviation education is lacking. I've found FSDOs to be a poor source of information. |
#108
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IFR use of handheld GPS
Steven P. McNicoll wrote:
"Sam Spade" wrote in message news:9Bm7g.175501$bm6.60501@fed1read04... You're so full of **** and deception, Steve. Here is my original post: The "rule" is that direct routes initiated by ATC are limited to the service volume of VOR (or rarely, NDBs) and the controller can assure that MIAs will not be violated. You're the one that introduced "AGL altitudes." Do you have clue about the term "intellectual honesty?" I sure do. Do you have a clue about the term "service volume"? I suggest you review AIM paragraph 1-1-8 and figures 1-1-1 through 1-1-5 and then tell me if the various altitudes given for the service volumes are AGL or MSL. Failure to respond will be perceived as a lack of intellectual honesty. Irrelevant. Table 4-1-1 in 7110.65 is predicated on MSL altitudes, and that is what ATC uses. Route procedure design (read AVN, not ATO) indeed uses service volumne predicated on the elevation of a VOR or NDB where necessary. Controllers do not. The context of the thread was ATC procedures for direct routing. |
#109
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IFR use of handheld GPS
Steven P. McNicoll wrote:
"Sam Spade" wrote in message news:5Gm7g.175502$bm6.155268@fed1read04... That is a giant load of crap. How so? Is it your position that everything is illegal until a law is enacted making some activity legal? No, it is not. You're right about aviation issues that are not addressed by a body of TSOs, ACs, and ARINC documents. That absense is the not the case with IFR equipment and operations. Ever heard of Class I and II navigation, for instance? |
#110
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IFR use of handheld GPS
"Sam Spade" wrote in message news:Y1n7g.175505$bm6.111217@fed1read04... Irrelevant. Table 4-1-1 in 7110.65 is predicated on MSL altitudes, and that is what ATC uses. Yes, but you said ATC used service volumes, which are predicated on AGL altitudes. Do you understand the difference between AGL and MSL? Do you have any aviation experience at all? Route procedure design (read AVN, not ATO) indeed uses service volumne predicated on the elevation of a VOR or NDB where necessary. Controllers do not. The context of the thread was ATC procedures for direct routing. Yes, that's why your statement was wrong. I'm glad you managed to learn something in this exchange. |
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