tag:blogger.com,1999:blog-67672908151957011882024-03-13T14:38:23.306-07:00The Iconoclastic Aviators BlogCOVERAGE OF A WIDE RANGE OF AVIATION ISSUES, FACTS, HAPPENINGS, AND IMAGES PLUS AN OPINION OR TWO BY *ICONOCLASTIC PILOTS. *(UNCONVENTIONAL)Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.comBlogger88125tag:blogger.com,1999:blog-6767290815195701188.post-87756563426020894112013-12-30T20:35:00.000-08:002013-12-30T20:55:56.123-08:00Professionalism In Piloting - What is it?First of all, what is the definition of the word? The following came from the Mirriam -Webster Dictionary:<br />
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professionalism:</div>
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<span style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: large; line-height: 20px; text-align: left;">The skill, good judgment, and polite behavior that is expected from a person who is trained to do a job well</span></div>
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Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com0tag:blogger.com,1999:blog-6767290815195701188.post-12959296764484905812013-06-30T13:13:00.001-07:002013-06-30T13:26:59.988-07:00Pure Enjoyment! A complete break from airplanes...My thanks go out to Tim Condon for this video of Dire Straits in concert 1977.<br />
Sit back and relax and forget about every thing else. ENJOY!<br />
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<a href="http://granitegrok.com/blog/2013/06/when-gods-walked-the-earth-playing-guitars">When Gods Walked the Earth Playing Guitars</a>Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com2tag:blogger.com,1999:blog-6767290815195701188.post-12913657129517286272013-05-26T04:23:00.002-07:002013-12-30T20:32:18.663-08:00"Children of the Magenta" a Vimeo Video Every Pilot Should Be Required to Watch<br />
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<span style="letter-spacing: 0px;">(Updated 12/30/2013) I just received a suggestion via e-mail (thank you </span>Grzegorz Szupryczynski)<span style="letter-spacing: 0px;"> to watch the YouTube video titled “Children of the Magenta .” I had some time last night and spent 20 minutes watching it. I believe that every pilot should be required to watch it. The subject of inappropriate autopilot/autothrottle use is much in discussion today due to the accident of Air France flight 447 in the South Atlantic. </span><br />
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<a href="http://vimeo.com/64502012"><iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/h3kREPMzMLk?feature=player_embedded' frameborder='0'></iframe></a></div>
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<span style="letter-spacing: 0px;">Children of Magenta </span><br />
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<span style="letter-spacing: 0px;">What is not discussed in the presentation is the result of of overuse of automation is its effects on a pilot's hand flying proficiency. Proficiency is based on frequency of use and the less we hand fly, the lower the proficiency level. I believe it is the pilot's responsibility to know what his level of hand flying proficiency is and if it is not satisfactory, it is his job to take what ever actions necessary to maintain it. Hand flying your aircraft means no auto throttle use as well as no auto pilot use...See my post written in 2012 at:</span><br />
<span style="letter-spacing: 0px;"><a href="http://rpsiano.blogspot.com/2012/06/pilot-flight-proficiency-each-pilot-has.html">http://rpsiano.blogspot.com/2012/06/pilot-flight-proficiency-each-pilot-has.html</a></span></div>
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Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com8tag:blogger.com,1999:blog-6767290815195701188.post-24797896622702461372013-05-19T15:05:00.004-07:002013-05-19T15:05:56.513-07:00HOT POST ADDITION<a href="http://rpsiano.blogspot.com/2011/11/updated-list-of-50-web-sites.html">Here is a quick access by a single click to get to the HotPost of the day</a>.Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com2tag:blogger.com,1999:blog-6767290815195701188.post-63719822985614687032013-03-25T13:51:00.002-07:002013-08-11T13:24:45.705-07:00Backwards Aviation Progress ...One Pilot's Opinion... <div class="separator" style="clear: both; text-align: left;">
Updated April 20, 2013</div>
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<a href="http://2.bp.blogspot.com/-MqoUfmfnsyU/UXQH64W3LPI/AAAAAAAAAiQ/pEg2Bb06Hlg/s1600/photo-chicago-chicago-munipal-airport-aerial-shows-all-runways-and-undeveloped-land-1939.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="216" src="http://2.bp.blogspot.com/-MqoUfmfnsyU/UXQH64W3LPI/AAAAAAAAAiQ/pEg2Bb06Hlg/s320/photo-chicago-chicago-munipal-airport-aerial-shows-all-runways-and-undeveloped-land-1939.jpg" width="320" /></a></div>
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Chicago Midway</div>
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I have been an enthusiastic pilot now for more than 50 years. As a result, I have observed several cases of what appears to be forward progress in the field of aviation to be the opposite. One of these involves the replacement of flying fields (large plots of land dedicated to airplanes taking off and landing) by runways. <br />
The large fields made it possible for all take offs and landings to be made directly into the wind. There was no requirement for either the airplane or the pilot to be trained and capable of using cross wind techniques.<br />
When the first dedicated runways were built by the Ford Motor company to replace the flying field requiring cross wind capabilities for both the pilot and aircraft, it had to be a step backwards. I have never read an article anywhere which considers that to be a fact. Runways are not progress but a step backwards!<br />
A search for such an airport today has not resulted in any finds. If you are aware of one, I sure would appreciate its name and location as well as a picture. I just located a picture of <a href="http://www.airnav.com/airport/KMDW">Chicago Midway</a> and it appears to have originated as a flying field with landings and takeoffs not limited to runways. A takeoff or landing was always into the wind with no cross wind capabilities required either of the pilot or the aircraft.<br />
Consider how many times you have been confronted with a considerable cross wind when you were planning on flying and how many times it negatively affected your decision to fly. Or the number of times that you made a decision to fly while at home and upon reaching the airport you reconsidered whether to fly or not because of the existing cross wind. Yep, runways replacing the big open field were definitely a step backwards.<br />
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<a href="http://4.bp.blogspot.com/-7r8apKu5Y4w/UXQLKRI5asI/AAAAAAAAAic/OgVVlzQrXSY/s1600/800px-TridentFlightDeck.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="http://4.bp.blogspot.com/-7r8apKu5Y4w/UXQLKRI5asI/AAAAAAAAAic/OgVVlzQrXSY/s320/800px-TridentFlightDeck.JPG" width="320" /></a></div>
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<a href="http://en.wikipedia.org/wiki/Hawker_Siddeley_Trident">Hawker Siddley Trident Analog Cockpit 1970</a></div>
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Another case where most believe progress occurred was when analog cockpit information (round electro mechanical dials were replaced by digital information. Once again, I believe it was s step backwards. When I am asked to describe myself as a pilot I say "I am an analog pilot and proud of it!" Analog pilots hand fly their aircraft with a high level of proficiency and look out the window most of the time.<br />
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<a href="http://3.bp.blogspot.com/-pA-mx1RY5e0/UXQPbbkuQ0I/AAAAAAAAAik/UWwc_Ypu6tA/s1600/diamondPanelHi.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="112" src="http://3.bp.blogspot.com/-pA-mx1RY5e0/UXQPbbkuQ0I/AAAAAAAAAik/UWwc_Ypu6tA/s320/diamondPanelHi.jpg" width="320" /></a></div>
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<a href="http://www.youtube.com/watch?v=p_uLxHz8GUA">Diamond DA-42 </a>Garmin G-1000 Digital Cockpit</div>
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<a href="http://www.youtube.com/watch?v=p_uLxHz8GUA">2013</a></div>
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Digital pilots spend way too much of their time punching the buttons on their flight management systems with both heads down looking at the flight management systems hundreds of buttons and selections and asking each other "What is it doing now?"<br />
To further my argument in favor of analog information being superior to digital information, look at the wrist watch you are wearing. Most people prefer the analog (round dial) wrist watch because its superior information delivery power.<br />
Reading the transcription of the cockpit voice recording of the pilots flying Air France 447 reveals the real result of the digitization of the flight process and the much too heavy emphasis by the authorities to force us to engage the autopilot and utilize it. <br />
There is a concept called "unintended consequences" that are the result of new procedures and capabilities. When the procedure described as Reduced Vertical Separation Minima was first implemented on March 27, 1997, few recognized the disastrous unintended consequences that resulted. Because the procedure required the pilot to have the autopilot engaged with altitude hold selected while operation in Reduced Vertical Separation Airspace a loss of the pilots hand flying proficiency resulted which contributed heavily to the Air France 447 disaster which killed 228 people.<br />
<br />Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com9tag:blogger.com,1999:blog-6767290815195701188.post-47502147996587460852012-06-23T08:53:00.002-07:002012-10-03T07:32:47.166-07:00ALERT! Federal aviation regulation requirement to operate on the airway center line may contribute to threat of mid air collisions!<div class="separator" style="clear: both; text-align: center;">
<a href="http://2.bp.blogspot.com/-77DeMliZkE8/T_tm7suueAI/AAAAAAAAAhI/OHs4xHWs4J8/s1600/UAS_NAS-425x275.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="207" src="http://2.bp.blogspot.com/-77DeMliZkE8/T_tm7suueAI/AAAAAAAAAhI/OHs4xHWs4J8/s320/UAS_NAS-425x275.jpg" width="320" /></a></div>
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<i>"§ 91.181 Course to be flown.</i></h5>
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<i>Unless otherwise authorized by ATC, no person may operate an aircraft within controlled airspace under IFR except as follows:</i></div>
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<i>(a) On an ATS route, along the centerline of that airway.</i></div>
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<i>(b) On any other route, along the direct course between the navigational aids or fixes defining that route. However, this section does not prohibit maneuvering the aircraft to pass well clear of other air traffic or the maneuvering of the aircraft in VFR conditions to clear the intended flight path both before and during climb or descent."</i></div>
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The current <a href="http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=dc6858319bc765b96dd43846dbf0bdef&rgn=div8&view=text&node=14:2.0.1.3.10.2.6.46&idno=14">Federal Aviation Administration regulation 91.181</a> requires pilots to operate their flights along the course centerline of their cleared routing. I would like to suggest this may actually enhance the possibility of a mid air collision occurring. The reason for this is the recent availability of Wide Area Augmentation Systems for the Global Navigation Satellite System. In addition, the European Geostationary Navigational Overlay System obtained fully operational status making the same accuracy of navigation available in European airspace.The accuracy of both these systems is plus or minus one meter, never worse than two meters.<br />
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An article written more than 50 years ago that appears in Wikipedia is entitled<a href="http://en.wikipedia.org/wiki/Navigation_paradox"> "The Paradox of Navigation,"</a> The author concludes that the "more accurately we navigate, the more likely mid air collisions will occur."<br />
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Also see a previous post on this Blog entitled <a href="http://rpsiano.blogspot.com/2010/01/randomness-is-good.html">"Randomness is Good!"</a><br />
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<br />Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com1tag:blogger.com,1999:blog-6767290815195701188.post-51162435988429931522012-06-23T07:53:00.000-07:002012-07-13T16:33:14.728-07:00Pilot flight proficiency - Each pilot is individually responsible to maintain his hand flying skills. Period!<div class="separator" style="clear: both; text-align: center;">
<a href="http://2.bp.blogspot.com/-P9BLrDhUqEk/T_sXvgeEg9I/AAAAAAAAAgk/cXjjqJLi1wU/s1600/Air+France+447.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="199" src="http://2.bp.blogspot.com/-P9BLrDhUqEk/T_sXvgeEg9I/AAAAAAAAAgk/cXjjqJLi1wU/s320/Air+France+447.jpg" width="320" /></a></div>
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Airbus A-330 - Flight 447 Rio to Paris<br />
Fatalities - 216 passengers, 12 crew<br />
June 1, 2009</div>
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The crash of <a href="http://www.bea.aero/docspa/2009/f-cp090601.en/pdf/f-cp090601.en.pdf">Air France Flight 447</a> on June 1, 2009 as well as the <a href="http://en.wikipedia.org/wiki/Colgan_Air_Flight_3407">Colgan Air Flight 3407 Buffalo</a>, New York crash on February 12, 2009 has caused the subject of pilot flight proficiency to be discussed with increasing frequency in the media. This has caused me to do some thinking about it and I have concluded that each pilot has the primary role in determining his level of proficiency in hand flying his aircraft.<br />
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Prior to each flight, the pilot should pose this question to himself and decide whether he is proficient to take on the tasks associated with the flight. If he decides his proficiency has suffered to the point where he is not proficient to take on the flight, he should remove himself from the flight. He should request the necessary training to reestablish his hand flying proficiency.<br />
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<b>How do you insure your hand flying proficiency is maintained? </b><b>Only you know if you are proficient or not... </b><br />
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<a href="http://1.bp.blogspot.com/-Q9CeA2HwW70/T_scJ4NzSjI/AAAAAAAAAgw/3c6jSMHAMBI/s1600/cfr.gif" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="101" src="http://1.bp.blogspot.com/-Q9CeA2HwW70/T_scJ4NzSjI/AAAAAAAAAgw/3c6jSMHAMBI/s320/cfr.gif" width="320" /></a></div>
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There are already established regulations to make sure the pilot is proficient. The regulations that come to mind are the minimum required instrument approaches to be accomplished in a six month period as well as the one that requires pilots to have a minimum number of landings before he can carry passengers. Both requirements are found in the<a href="http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFar.nsf/FARSBySectLookup/61.57"> Code of Federal Air Regulations, <span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px; color: #3d3d3d; font-family: Arial, Verdana, Helvetica, sans-serif;">Part 61 CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTORS,</span> Section 61.57.</a><br />
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I personally ran into the question of my hand flying proficiency in my last two years of my career at Trans World Airlines. I was very senior and able to hold a flight pairing that only flew nonstop to Tel Aviv, Israel from New York. The schedule was only flown once per week. This meant I only flew one leg per week or 4 times per month. As a result, in order to maintain my hand flying proficiency I maximized the amount of time I actually hand flew the Boeing 747-100.<br />
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I would hand fly the aircraft for the takeoff and climb to cruise altitude and hand fly the aircraft at the cruise altitude for a period of time that might amount to a time of about 45 minutes to as long as an hour before reengaging the autopilot. When I reached the point when it was time to initiate my descent, I would disengage the autopilot and hand fly the descent all the way to the landing.<br />
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This enhanced my hand flying proficiency to such a degree that I was always able to answer the question as to my proficiency, with "Yes, I am proficient."<br />
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<a href="http://1.bp.blogspot.com/-YIJJcMzds1w/T_sfs8r8JiI/AAAAAAAAAg8/ODVzAt8jXto/s1600/images.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-YIJJcMzds1w/T_sfs8r8JiI/AAAAAAAAAg8/ODVzAt8jXto/s1600/images.jpeg" /></a></div>
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Reduced Vertical Separation Minima</div>
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In 1997, as the result of the implementation of Reduced Vertical Separation Minima, I encountered a conflict in my attempts to maintain this proficiency. As you may know, in order to operate under the provisions of the Reduced Vertical Separation Minima you should have the autopilot altitude hold engaged while in Reduced Vertical Separation Minima Airspace. This includes the initial level off maneuver at cruise altitudes. <br />
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There is a provision that will permit me to disengage the autopilot if the aircraft is out of trim due to fuel burn off or changes in indicated airspeed or power changes.<br />
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It is permissible to disengage the autopilot and retrim the aircraft manually and then reengage the autopilot when the trimming process is completed. I took some liberties with this provision in order to extend the time I was gaining proficiency in my hand flying skills.<br />
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The increasing emphasis on use of the automated capabilities of the aircraft computerized flight management systems is contributing to the lack of proficiency. In other words, there is in unintended consequence of following the fully automated operational practice. On some aircraft today, the standard operational procedures requires the pilot to engage the autopilot at 400 feet on takeoff and continue use of the autopilot all the way through the landing at the destination. Total time of hand flying under that procedure can be less than one and a half minutes.<br />
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How can a pilot using the autopilot in this manner retain his hand flying skills? It is impossible!<br />
Please recall that a pilot in command is the final authority and responsible for the operation of his flight. <a href="http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=56a669865a0bcfdec406079c519afe4b&rgn=div8&view=text&node=14:2.0.1.3.10.1.4.2&idno=14">The Code of Federal Air Regulations Section 91.3</a> states this very, very clearly. He is authorized and able to take whatever action he determines operationally. See:<br />
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<span class="updatebodytest" style="background-position: 0% 50%; font-family: Arial, Helvetica, sans-serif; font-size: 12px; font-variant: normal; font-weight: normal; text-align: left;"><i><strong><span class="mainheader" style="font-size: 16px; font-weight: bold;">Title 14: Aeronautics and Space</span></strong><br /><span class="div5head"><a href="http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=1deacec29cedf38011fd56129af98867;rgn=div5;view=text;node=14%3A2.0.1.3.10;idno=14;cc=ecfr" name="14:2.0.1.3.10">PART 91—GENERAL OPERATING AND FLIGHT RULES</a></span><br /><span class="div6head"><a href="http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=1deacec29cedf38011fd56129af98867;rgn=div6;view=text;node=14%3A2.0.1.3.10.1;idno=14;cc=ecfr" name="14:2.0.1.3.10.1">Subpart A—General</a></span> </i></span><br />
<i><a href="http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=1deacec29cedf38011fd56129af98867;rgn=div8;view=text;node=14%3A2.0.1.3.10.1.4.1;idno=14;cc=ecfr">Browse Previous</a> | <a href="http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=1deacec29cedf38011fd56129af98867;rgn=div8;view=text;node=14%3A2.0.1.3.10.1.4.3;idno=14;cc=ecfr">Browse Next</a></i><br />
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§ 91.3 Responsibility and authority of the pilot in command.</i></h5>
<i>(<b>a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft</b>.</i><br />
<i>(b) In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency.</i><br />
<i>(c) Each pilot in command who deviates from a rule under paragraph (b) of this section shall, upon the request of the Administrator, send a written report of that deviation to the Administrator.</i><br />
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I believe many pilots have misinterpreted the above words to cause them to believe it only applies to emergency situations. The words do not say that to me. What do you think they say about the pilot in command's authority? Does it only apply only during an emergency?<br />
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By the way,<br />
<b>Acronyms Suck!!!</b><br />
Thanks for taking the time to read this post and I would appreciate your comments. Please note no acronyms were used in this post. This was deliberate on my part. I feel acronyms are not of value when attempting to communicate and especially in the learning process. I would appreciate any comments from you concerning my effort to eliminate acronyms. Do you think acronyms should be eliminated? If so, why? Or why not?<br />
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<b>Knots are for boats!</b><br />
And while I have your attention, I have been bothered by the change from miles per hour to knots for speed values for aircraft for more than 35 years. Lets bring back miles per hour for aircraft. For example, since most people reference speed using miles per hour, advertising a speed in knots for new aircraft is penalizing their perceived capability.<br />
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527 knots does not sound as impressive as 605 miles per hour. <br />
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<br />Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com2tag:blogger.com,1999:blog-6767290815195701188.post-7079089495230767802012-02-13T06:08:00.000-08:002012-02-13T17:42:18.870-08:00Using the Global Positioning System (GPS) as Backup in Instrument Meteorological Conditions (IMC) When Instruments Fail<br />
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;"><b>I am shocked how many pilots are unaware of the seriousness of the situation </b>when all gyro-derived information is lost while flying in Instrument Meteorological Conditions (IMC). If you are unable to determine whether your aircraft is turning, you will shortly end up in a fatal spiral. It doesn’t matter one whit whether you are a brand new instrument pilot or whether you have 3,000 or 4,000 hours of instrument time under your belt. You will be dead shortly.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">I have had many opportunities to demonstrate this to numerous student pilots as well as to my high-time pilot friends. My demonstration begins by failing all the gyros including the turn coordinator (or turn-and-bank) while in trimmed level flight, with the pilot under the hood. </span><br />
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">In every case, the flight appears to continue normally for a short period of time. Inevitably one wing or the other will drop and a small turn will develop. Having no turn information, no corrective action is taken. As the turn develops, the nose begins to drop and the airspeed begins to increase. The pilot will usually recognize those cues that something is happening and will increase the back pressure on the yoke in an effort to stop the increase in speed and loss of altitude.</span></div>
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<tr><td style="text-align: center;"><img align="Right" alt="Cessna Skymaster" height="200" hspace="8" src="http://www.avweb.com/newspics/c337.jpg" style="margin-left: auto; margin-right: auto;" width="300" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><b>Cessna 337 Skymaster</b></td></tr>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">This is the beginning of the end. As he pulls back on the yoke, this causes the bank angle to increase. When the bank angle increases the airspeed accelerates even faster. By now altitude is being lost at a greater and greater rate and he begins to pull back on the yoke with an ever increasing force. </span><br />
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">This can generate enough load to fail some portion of the aircraft structure resulting in loss of control of the aircraft and certain death.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">In order to maintain control of our aircraft while in Instrument Meteorological Conditions (IMC) conditions, it is absolutely necessary to have turn information. We normally obtain this information from the directional gyro with supporting information from the attitude indicator and turn coordinator instruments. But what if they fail?</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">Lets see if there is another source of information in our cockpits that can provide turn information. There are in fact, several in most of today’s aircraft.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;">Global Positioning System (GPS) as a heading indicator</span></h2>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">Like many of you, I was an early adopter of Global Positioning System (GPS) navigation for aircraft. And it did not take me long to see the value of using the turn information created by these systems as a substitute for turn information generated by gyros.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">In fact, I just returned from a flight in my Cessna 182P that validated the theory. I had a flight instructor as a safety pilot. While flying solely by reference to instruments, the attitude indicator, heading indicator, turn coordinator and magnetic compass were all covered. My sole source of turn information was the left/right "needle" of the Course Deviation Indicator (CDI) built into my Garmin GPS-150. And this proved sufficient information—along with the altimeter, airspeed and vertical speed indicators—to prevent the aircraft from entering deadly spiral.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">In fact, I had the instructor simulate moderate turbulence with inputs from his yoke and was able to maintain straight and level flight. Like most GPS receivers, my Garmin GPS-150 is equipped with the ability to update information at the rate of once per second. This rapid update ability gave me the sensitivity needed to prevent the spiral developing. </span><br />
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">In fact, I believe that any GPS receiver could serve in this capacity, even the portable hand held units as long as it had the rapid update capability. Even a LORAN would probably work, although not as well because it’s update rate is slower.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">Recently, I purchased a <a href="http://www.avweb.com/news/reviews/182504-1.html" style="color: #526692; font-weight: bold; text-decoration: none;">Garmin GPSMAP-195</a> handheld. This magnificent device combines an extraordinary 12-channel GPS receiver with a remarkable high-resolution graphic display. And one of the "pages" that the device can display is an electronic Horizontal Situation Indicator (HSI) display which mimics the functionality of a panel-mounted HSI with uncanny precision…right down to its settable heading bug! </span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">In the event of a pitot tube or airspeed indicator failure, the GPS groundspeed could be used as a rough speed reference. And if the static system or altimeter failed, the GPS altitude readout can provide an adequate altitude reference, give or take a couple of hundred feet.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">Clearly, a modern GPS receiver is useful for more than its intended navigation purpose and could serve a pilot well in the event almost any conceivable flight instrument failure. And now that GPS is found in almost every aircraft, pilots should be trained in using the GPS for this purpose.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">Interestingly enough, there has been some experimental work done recently with GPS-based attitude indicators. If you mount a GPS antenna on each wingtip and program a GPS receiver to monitor both antennas and compare the "GPS altitude" of the two wingtips, the GPS can display roll attitude quite accurately. It turns out that Selective Availability and other GPS errors cancel out, since you're only interested in the <i>difference</i> between the altitudes of the two wingtips, not the actual altitudes! </span><br />
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">So it's entirely within the realm of possibility that GPS may replace all gyros in our panels of the future...or that gyros may be considered backups for the GPS (instead of the other way around).</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;">The "whiskey compass" as a backup</span></h2>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">The magnetic compass is another source of turn information that is little used. The reason is that most pilots promptly forgot everything they learned about magnetic compass turning and acceleration errors about five minutes after they passed their instrument checkride.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">The most important thing to remember about the magnetic compass turning errors is what the compass does when you’re on a southerly heading in the northern hemisphere: the compass leads any turn by approximately your latitude. (I.e., if your present location is 30 degrees north latitude, the compass will lead your turns by approximately 30 degrees.) </span><br />
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">The amount the compass leads your turn is not nearly so important as the fact that <i>it is indicating a turn in the correct direction</i>.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">In other words, the magnetic compass can and does provide correct turn information while on a southerly heading. If you can manage to turn your aircraft to a southerly heading before all your gyro-derived information is lost, you should be able to prevent the development of the deadly spiral by reference to the magnetic compass.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">Whenever I demonstrate the ability to maintain control under the hood solely by using the magnetic compass, I usually end up flying a series of shallow banked turns to the left and to the right, but in general maintaining a southerly heading. These are the result of using the compass to indicate when it is necessary for me to input aileron control to stop any turn that develops. </span><br />
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">When the compass stops indicating a turn, I neutralize my aileron input. However, I have usually input more control than necessary to stop the turn and end up making a turn in the opposite direction.</span><br />
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">I must give credit for my source of information about using the magnetic compass as a turn information source to a World War II B-17 pilot whose name I have forgotten. He was a featured speaker at some long-ago luncheon and related how this technique got more than one battle damaged aircraft to safely descend through IMC conditions to Visual Flight Rules (VFR) conditions where they could then safely navigate to their home bases.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">To complete this discussion of the magnetic compass, you will recall the magnetic compass will lag any turn while on a northerly heading. In fact it will not indicate any turn at all while on a northerly heading until a heading change of approximately of 30 degrees has occurred if the turn is a very small bank angle.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">The magnetic compass will, while on an easterly or westerly heading, incorrectly indicate a turn due to acceleration or deceleration. If you are on a westerly or easterly heading, acceleration will indicate a turn towards the north. Conversely, if you are on an easterly or westerly heading, deceleration will cause the magnetic compass to indicate a turn towards the south.</span></div>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">It is important to note that there is no acceleration or deceleration turning error while flying either a northerly or southerly heading. While flying a southerly heading (in the Northern Hemisphere) the magnetic compass will actually lead any turn and indicate the turn is occurring in the proper direction. In fact, you might consider the compass as extremely bank-angle-sensitive in the proper direction while on a southerly heading.</span></div>
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<tr><td class="tr-caption" style="text-align: center;">Automatic Direction Finder (ADF) By King Radios</td></tr>
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<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">To complete this discussion of alternative turn information sources found in today’s cockpits, I would point out the Automatic Direction Finder (ADF) found in many aircraft is an excellent source of heading information in the event of loss of all gyros. Simply tune the radio to some facility more-or-less ahead of the aircraft and use the needle to provide your needed turn information.</span></div>
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This article was published by Avweb in 1998 and can be viewed at:</div>
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<a href="http://www.avweb.com/news/airman/184445-1.html"><span class="Apple-style-span" style="color: blue;">http://www.avweb.com/news/airman/184445-1.html</span></a></div>
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</tbody></table>Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com3tag:blogger.com,1999:blog-6767290815195701188.post-51907600943465377452012-01-16T07:05:00.001-08:002012-02-13T06:11:51.591-08:00Flight Under Visual Flight Rules (VFR) in Class A Airspace? Is it legal?<br />
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<tr><td class="tr-caption" style="text-align: center;"><b><span class="Apple-style-span" style="font-size: large;">Airspace Classifications</span></b></td></tr>
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<a href="http://www.avweb.com/newspics/radar64.gif" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img align="left" border="0" height="64" src="http://www.avweb.com/newspics/radar64.gif" width="64" /></a> <b>Every pilot is taught flight operations in Class A airspace must be conducted under Instrument Flight Rules (IFR.) No exceptions. Right? Wrong! </b>There are circumstances under which Visual Flight Rules (VFR) operations in Class A airspace are not only appropriate but required.<br />
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I'll bet most of you who have read the title of this article are already saying to yourself, "Visual Flight Rules (VFR) flight in Class A airspace is not permitted and you must have an Instrument Flight Rules (IFR) clearance to operate at or above FL180. This author must be crazy to try to write an article about a procedure that is definitely not permitted!"</div>
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This reaction is typical of pilots to whom I have presented the question outlined in the title. The correct answer to the question, however, is yes! There is a set of conditions when not only is it legal but you have no choice in the matter and you must conduct your flight under Visual Flight Rules (VFR) while in Class A airspace.<br />
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The set of conditions I am referring to applies in a situation where you lose all two-way radio communications while operating on an IFR clearance in Airspace A.<br />
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The reason for writing this article is that I believe I have discovered a gap in pilot knowledge. This gap reveals that most pilots are not aware it is possible to fly under VFR while operating in Class A airspace. The crew's experience level — whether a 20,000-hour airline captain or co-pilot, a military crew or a freshly minted instrument-rated private pilot — does not matter, nor does it matter if the aircraft is a C-5A transport, a F-15 Eagle or a Cessna Citation.<br />
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I first became aware of this gap approximately 30 years ago. At that time, I was the head of a company in the business of providing ground instruction for pilots and writing a course outline for my instructors to teach. The ground instruction was directed toward those pilots who desired to obtain an Instrument Rating or Air Transport Pilot certificate. While researching the loss of communications, I discovered the provision for VFR flight in what is now defined as Class A airspace.<br />
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<b>The Scenario:</b><br />
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<tr><td class="tr-caption" style="text-align: center;">Level at FL350 Just East of PIT</td></tr>
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Let us imagine you are the captain of a Boeing 747-100 headed to Los Angeles (LAX) and have just leveled off at your cruise altitude of FL350 after taking off from John F. Kennedy airport (JFK.) In this case, I will put a little more pressure on you and include the situation that there is a very knowledgeable additional crew member on board your flight: a Federal Aviation Administration (FAA) Air Carrier Inspector on a routine line check of you and your crew.</div>
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The clearance you received before departing JFK is the following:<br />
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<i>"TWA 841 is cleared to the Los Angeles Airport via the Kennedy Seven Departure, with a Canarsie climb, direct to RBV J230 AIR J80 MKC J24 SLN ALS J44 FMN J64 CIVET, maintain FL350, squawk 6221"</i><br />
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<a href="http://3.bp.blogspot.com/-tV1o9lzmSTo/TxRqz2EYeQI/AAAAAAAAAfE/EczOjQBffyI/s1600/Unknown.jpeg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="200" src="http://3.bp.blogspot.com/-tV1o9lzmSTo/TxRqz2EYeQI/AAAAAAAAAfE/EczOjQBffyI/s200/Unknown.jpeg" width="193" /></a> The takeoff and departure are routine and you level off at FL350, approximately 50 miles west of Harrisburg on J80. The weather is "severe clear" and from your altitude, Greater Pittsburgh International Airport (PIT) will, very shortly, be in view. Now comes the fun for you and your crew as you discover that you have lost all communication capability.<br />
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No member of your crew or passengers has brought along a handheld VHF transceiver or cellphone. You are truly without communication capability. The proper setting of the transponder to code 7600 is one of the first items to be handled. What is the next proper course of action? (Remember, one of the FAA's finest is seated right behind you in the jump seat.) When I ask this question, most pilots will initially say that they are going to continue on to LAX via the routing and assigned altitude in the clearance that was last received.<br />
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<b>The Regs</b><br />
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I take the position with the pilot that this is not the correct course of action. I then remind him that a violation of the FARs filed by the Air Carrier Inspector will most likely result in spending a month on the beach without pay. At that point, most pilots will take out their Jeppesen Manuals to do a little "open book" research and will correctly turn to the page containing FAR 91.185 which says, in part:<br />
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91.185 IFR operations: Two-way radio communications failure.<br />
(a) General. Unless otherwise authorized by ATC, each pilot who has two-way radio communications failure when operating under IFR shall comply with the rules of this section.<br />
(b) VFR conditions. <b><u> </u>If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, each pilot shall continue the flight under VFR and land as soon as practicable. </b>(emphasis added)<br />
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Usually, the pilot will gloss over or not even read paragraph (b) which is the controlling part of the FAR. Note that it contains the word "shall," which when used in a regulation, gives the reader no option other than to comply. When directed to reread paragraph (b) very carefully, usually a look of consternation appears on the pilot's face when confronted by the word "shall."<br />
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<b>The Airmans Information Manual (AIM)</b><br />
<a href="http://1.bp.blogspot.com/-9gJNBEVm1Zg/TxRtH60SjZI/AAAAAAAAAfM/GQPswhBVfT4/s1600/images.jpeg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="200" src="http://1.bp.blogspot.com/-9gJNBEVm1Zg/TxRtH60SjZI/AAAAAAAAAfM/GQPswhBVfT4/s200/images.jpeg" width="153" /></a> The discussion then takes on a note of interest or puzzlement for the pilot because he has apparently never considered it before. It also gives me the opening to ask if we are in fact in "VFR" weather conditions. Most pilots answer, "We are in Class A airspace and no VFR operations are permitted here." This gives me the chance to direct the student to the Airmans Information Manual (AIM), which offers an expanded discussion about two-way communications failure in VFR weather conditions while in Class A airspace. The part that applies is in chapter 6 and reads as follows:<br />
6-4-1. Two-way Radio Communications Failure...<br />
2. VFR conditions. If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, each pilot shall continue the flight under VFR and land as soon as practicable.<br />
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NOTE : This procedure also applies when two-way radio failure occurs while operating in Class A airspace. The primary objective of this provision in 14 CFR Section 91.185 is to preclude extended IFR operation by these aircraft within the ATC system. Pilots should recognize that operation under these conditions may unnecessarily as well as adversely affect other users of the airspace, since Air Traffic Control (ATC) may be required to reroute or delay other users in order to protect the failure aircraft. However, it is not intended that the requirement to "land as soon as practicable" be construed to mean "as soon as possible." Pilots retain the prerogative of exercising their best judgment and are not required to land at an unauthorized airport, at an airport unsuitable for the type of aircraft flown, or to land only minutes short of their intended destination.<br />
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Obviously, the note in the citation above specifically states VFR flight is permitted in Class A airspace if there is a two-way radio communication failure.<br />
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<b> More Regs...</b><br />
Occasionally a pilot will ask, "What is the minimum in-flight visibility and cloud clearance while in Class A airspace?" This can be answered by suggesting a close look at FAR 91.155, which says:<br />
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Sec. 91.155 Basic VFR weather minimums:<br />
More than 1,200 feet above the surface and at or above 10,000 feet Mean Sea Level (MSL), 5 statute miles visibility, 1 mile from clouds and 1,000 feet below clouds and 1,000 feet above clouds.<br />
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By now, many pilots are convinced that you can operate under VFR in Class A airspace. I take this opportunity to suggest that it's time to reconsider our original course of action in light of these discoveries. (As you may recall, Flight 841 was going to proceed on to LAX via the original routing and at FL350.) Most pilots will look outside the window, spot Greater Pittsburg Airport (PIT) and announce they are going to proceed under VFR and land at PIT. I agree this is the correct course of action.<br />
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<b>VFR and Part FAR Part 121 operations</b>.<br />
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<tr><td class="tr-caption" style="text-align: center;"><span class="Apple-style-span" style="font-size: small;">*Formerly Air Transport Association</span></td></tr>
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For the benefit of those who are not airline pilots, recognize that some airline pilots never get to experience VFR operations while flying the line. Many have mistakenly interpreted their company's operating procedures as well as the FARs as mandating no VFR operations while carrying passengers. This may not be true. The matter of VFR operations is the subject of an agreement among members of the *Air Transport Association (ATA). (<i>Note: The name change from Air Transport Association to "Airlines for America" occurred late in December 2011).</i>The ATA for all practicable purposes comprises all major U.S.-based airlines. If the individual airline incorporates the ATAagreement into its Operating Policy Manual, VFR flight by that airline is permitted under the FARs.<br />
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This agreement essentially permits VFR flights operating within the terminal area, for good reason (such as ATC delays, excessive rerouting, etc.) to cancel their IFR flight plan or accept a VFR restriction for flights provided certain criteria are met. These criteria include VFR cloud clearance and visibility requirements and that the aircraft is receiving radar vectors by ATC. At uncontrolled airports, the pilot must be in direct communication with either tower, approach control, or departure control, etc.</div>
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<b><span class="Apple-style-span" style="font-size: large;">More Food For Thought</span></b><br />
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<b>No Radio communications (NORDO) In The Terminal Area...</b><br />
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We are now in agreement that proceeding to and landing at PIT under VFR is the proper course of action. But we now need to review the rarely-used procedures for landing at a major airport without an operating two-way radio. These include a discussion of the method of determining the proper runway (observe the windsock and the runway in use by existing traffic) and a <a href="http://www.faa.gov/air_traffic/publications/atpubs/aim/Chap4/aim0403.html">review of the light signals </a>(Airmans Information Manual chapter <span class="Apple-style-span" style="border-collapse: collapse; font-family: Arial;"><b><a href="http://www.blogger.com/blogger.g?blogID=6767290815195701188" id="Ht1d2JACK" name="Ht1d2JACK">4-3-13) </a></b></span>expected to be seen in this situation (a steady green light means "cleared to land").<br />
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<b>...And The Proper Altitude</b><br />
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The landing at PIT covers the situation where a suitable airport is nearby when we experience our loss of communication. But what if the communications loss occurs when the nearest suitable airport is, for example, 600 miles west of our position? Of course, our last assigned altitude, FL350, is an IFR altitude. Since we must proceed under VFR, an altitude change is in order.<br />
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Some pilots suggest a descent be made to permit flight beneath Class A airspace. Although this would indeed be a legal course of action, the greatly increased fuel consumption at this lower altitude would not permit us to complete the flight with safe fuel reserves. The procedures concerning loss of two-way communications takes this situation into account by permitting us to maintain a higher, more efficient cruising altitude. The correct altitude for our continuing flight would be found in FAR 91.159:<br />
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<a href="http://4.bp.blogspot.com/-2WiN3LQ6vpg/TxRu2IsVpPI/AAAAAAAAAfU/kaB3g3gT04U/s1600/8440.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><span class="Apple-style-span" style="-webkit-text-decorations-in-effect: none; color: black;"><b>Sec. 91.159 VFR cruising altitude or flight level.</b></span></a></div>
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Except while holding in a holding pattern of 2 minutes or less, or while turning, each person operating an aircraft under VFR in level cruising flight more than 3,000 feet above the surface shall maintain the appropriate altitude or flight level prescribed below, unless otherwise authorized by ATC:<br />
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a) When operating below 18,000 feet MSL and—<br />
(1) On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude +500 feet (such as 3,500, 5,500, or 7,500); or<br />
(2) On a magnetic course of 180 degrees through 359 degrees, any even thousand foot MSL altitude +500 feet (such as 4,500, 6,500, or 8,500).<br />
<a href="http://4.bp.blogspot.com/-2WiN3LQ6vpg/TxRu2IsVpPI/AAAAAAAAAfU/kaB3g3gT04U/s1600/8440.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="320" src="http://4.bp.blogspot.com/-2WiN3LQ6vpg/TxRu2IsVpPI/AAAAAAAAAfU/kaB3g3gT04U/s320/8440.jpg" width="245" /></a><br />
(b) When operating above 18,000 feet MSL to flight level 290 (inclusive) and—<br />
(1) On a magnetic course of zero degrees through 179 degrees, any odd flight level +500 feet (such as 195, 215, or 235); or<br />
(2) On a magnetic course of 180 degrees through 359 degrees, any even flight level +500 feet (such as 185, 205, or 225).<br />
<br />
(c) When operating above flight level 290 and—<br />
(1) On a magnetic course of zero degrees through 179 degrees, any flight level, at 4,000-foot intervals, beginning at and including flight level 300 (such as flight level 300, 340, or 380); or<br />
(2) On a magnetic course of 180 degrees through 359 degrees, any flight level, at 4,000-foot intervals, beginning at and including flight level 320 (such as flight level 320, 360, or 400).<br />
<br />
FAR 91.159 clearly indicates a choice of a cruising altitude of FL360 would be more appropriate for our direction of flight. Possible choices would also include FL 185, FL205, FL225, FL245, FL265, FL285, FL320, FL400, FL480, FL520, FL560 and, of course, FL600 and above. Most pilots will agree that climbing to FL360 is a proper course of action.<br />
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<b><span class="Apple-style-span" style="font-size: large;">Summing Up</span></b><br />
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Without the benefit of the above knowledge, most pilots would continue their flights after loss of two-way radio communications all the way to their destination. This would mean they could be operating in the system for as long as five hours or more without communications capability. This would cause ATC untold hardships as well as possible altitude and routing restrictions to other flights operating in the vicinity.<br />
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In addition, if your destination airport has no radar coverage, ATC is not permitted to authorize flight by other IFR aircraft in its airspace for a period of time of 15 minutes prior to your ETA and for as long as one hour after your ETA. If you continued on to your destination when a landing could have been made safely under VFR at an airport short of your destination, I can guarantee a greeting committee of an unfriendly nature upon your arrival.<br />
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To sum up, if you are operating in the Class A airspace and experience loss of two-way communications, you must proceed under VFR and land as soon as it is practicable. Provisions have been incorporated into the FARs to permit this safer course of action. The AIM actually encourages operation under VFR.<br />
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Lastly, I must add that all situations are different and it is up to the pilot-in-command to determine whether to use the pilot's emergency authority. Would you actually fly VFR in Airspace A to follow these procedures or would you chose not to? Why?<br />
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You can find this article originally as published by Avweb in the year 2000 (five years prior to the implementation of Reduced Vertical Separation Minima (RVSM) at:<br />
<a href="http://www.avweb.com/news/system/182429-1.html">http://www.avweb.com/news/system/182429-1.html</a><br />
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<br />Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com22tag:blogger.com,1999:blog-6767290815195701188.post-80310399703985686212011-12-06T03:52:00.001-08:002012-01-03T15:34:00.864-08:00Is Air Traffic Control (ATC) Using Procedures To Deliberately Discourage Pilots From Making Requests?<div style="text-align: center;">
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<tr><td class="tr-caption" style="text-align: center;">John F. Kennedy Taxi Chart<br />
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<b><span class="Apple-style-span" style="font-size: large;">Is Air Traffic Control (ATC) using procedures to deliberately discourage pilots from making requests?</span></b></div>
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<span class="Apple-style-span" style="font-size: small;">I believe Air Traffic Controllers are trained to use phraseology that discourages pilots from making "requests". This question arises out of my experience while scheduled to fly the non-stop flight out of John F. Kennedy (JFK) airport to Tel Aviv, Israel a distance of 5,667 miles. The airplane I was flying was a Boeing 747-200 which has a maximum gross weight for take off of 775,000 pounds. It would carry in excess of 430 passengers plus 21 crew as well as more than 350,000 pounds of fuel.</span></div>
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I was flying this flight on a regular basis. It would depart at 1030 PM and required a total flight time in excess of 10 hours and thirty minutes. At this time of the day, with wind, weather and runway conditions as no factor, the runway in use by JFK was established by the prevailing noise abatement policy to be runway 22R. Runway 22R is 11,351 feet long and runway 31L is 14,511 feet in length. Runway 31L is 3,160 feet longer than Runway 22R.<br />
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The majority of the times I flew this flight, the gross weight of the aircraft was at its maximum of 775,000 pounds.<br />
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<tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-UUnElPviAKY/TvzPVA13IGI/AAAAAAAAAeA/lB90gt5UudM/s1600/747+LAX.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="172" src="http://2.bp.blogspot.com/-UUnElPviAKY/TvzPVA13IGI/AAAAAAAAAeA/lB90gt5UudM/s320/747+LAX.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Boeing 747-200</td></tr>
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I had considered the question - what would be the most demanding maneuver an airline captain could be called upon to perform? The answer is - A high speed, high gross weight aborted takeoff! I think most of you would confirm my conclusion as correct. As a result, I would request the use of the longest runway for my departures to Tel Aviv.</div>
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On each of my departures from JFK, I would have my co-pilot request its use on our first call to ground control. In every case, the response from the ground controller was the same, He would say, "The runway in use tonight is runway 22R." I would then direct my co-pilot to let the controller know we were aware of that fact but we were still requesting runway 31L for departure. <br />
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The response from the ground controller was always - "There will be an indefinite delay for you to use runway 31L." What is the definition of an "indefinite delay"? I discovered there is none. As a result, I decided to accept the delay (whatever it was as I could not get an estimate from the ground controller) and I would finally hear the words I wanted to hear from ground control - "...taxi to runway 31L."<br />
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I would than taxi to runway 31L and when I got there discovered I was number one for takeoff. My "indefinite delay" turned out to be zero.<br />
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<tr><td class="tr-caption" style="text-align: center;">JFK Tower</td></tr>
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This same sceniero was repeated many times in my remaining flights to Tel Aviv. I began to arrive at the conclusion that the air traffic controllers were trained to use their responses to my requests in an effort to discourage me from making them. As only the pilot in command determines which runway is used for take off, it did not cause me to change my requests. What do you think?<span class="Apple-style-span" style="font-size: x-small;">Updated Wednesday, December 28, 2011.</span></div>
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<br />Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com7tag:blogger.com,1999:blog-6767290815195701188.post-27365924596474021132011-12-06T03:49:00.001-08:002011-12-29T12:47:14.817-08:00Continuous Descent Final Approaches (CDFA) Designed to Replace "Dive and Drive" Non-Precision ApproachesDo you have the ability to fly Continuous Descent Final Approaches in your aircraft (CDFA)? They are intended to do away with the "Dive and Drive" non-precision approach procedure. More to come...Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com0tag:blogger.com,1999:blog-6767290815195701188.post-3286752986771337032011-12-06T03:47:00.001-08:002011-12-28T18:41:28.687-08:00"T" Routes, "Q" Routes and the "Grid"<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">What is a "T" Route? What is a "Q" Route? What is the High Altitude Grid? More to come...</span><br />
<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">Q-routes and T-Routes are high-altitude RNAV routes that start and end at a point in space.
Their development and implementation initiates the transition from conventionally-based
en route routing to performance-based en route routing, replacing the existing Jet and
Victor airway system with RNAV/RNP routing systems.</span><br />Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com7tag:blogger.com,1999:blog-6767290815195701188.post-68049916047021636272011-12-05T17:43:00.001-08:002011-12-20T18:06:26.679-08:00How to Google Efficiently<div style="text-align: center;">
<span class="Apple-style-span" style="color: #222222; font-family: arial, sans-serif; font-size: x-small;"><img alt="Google" height="69" id="hplogo" src="http://www.google.com/intl/en_com/images/srpr/logo3w.png" style="padding-top: 151px;" width="200" /></span></div>
My brother just sent me to this web site that will result in teaching you how to <span class="Apple-style-span" style="color: blue;"><a href="http://www.google.com/webhp?hl=en&tab=nw"><span class="Apple-style-span" style="color: blue;">Google</span></a> </span>efficiently and more quickly. It is found at:<br />
<a href="http://mashable.com/2011/11/24/google-search-infographic/"><span class="Apple-style-span" style="color: blue;">http://mashable.com/2011/11/24/google-search-infographic/</span></a>Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com1tag:blogger.com,1999:blog-6767290815195701188.post-73362045159395597512011-11-21T10:00:00.001-08:002012-01-01T08:04:25.936-08:00GPS versus LightSquared<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: left;"><img src="http://www.pnt.gov/101/gps-constellation.gif" style="-webkit-user-select: none; margin-left: auto; margin-right: auto;" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span class="Apple-style-span" style="font-size: large;"> GPS </span><span class="Apple-style-span" style="font-size: small;"><i><span class="Apple-style-span" style="font-size: x-large;">versus </span></i></span><span class="Apple-style-span" style="color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 10px; line-height: 10px;"><a href="http://www.lightsquared.com/" style="border-bottom-width: 0px; border-color: initial; border-left-width: 0px; border-right-width: 0px; border-style: initial; border-top-width: 0px; color: #333333; font-family: inherit; font-size: 10px; font-style: inherit; font-weight: inherit; height: 124px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; outline-color: initial; outline-style: initial; outline-width: 0px; overflow-x: hidden; overflow-y: hidden; padding-bottom: 0px; padding-left: 0px; padding-right: 0px; padding-top: 0px; text-decoration: none; vertical-align: baseline; width: 362px;" title="LightSquared"><img alt="logo" height="35" src="http://ssv.cachefly.net/lightsquared/wp-content/themes/lightsquared/images/logo.jpg" style="border-bottom-width: 0px; border-color: initial; border-left-width: 0px; border-right-width: 0px; border-style: initial; border-top-width: 0px; font-family: inherit; font-size: 10px; font-style: inherit; font-weight: inherit; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 30px; outline-color: initial; outline-style: initial; outline-width: 0px; padding-bottom: 0px; padding-left: 0px; padding-right: 0px; padding-top: 0px; vertical-align: baseline;" width="200" /></a></span></td></tr>
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Most of you should be aware by now there exists controversy between the company known as <a href="http://www.lightsquared.com/">LightSquared</a> and the present users of the Global Positioning System (GPS) system. LightSquared is a company planning to provide a nationwide 4G-LTE open wireless super high speed broadband network for access to the Internet. The service will fill the gaps in present wireless (WIFI) coverage utilizing Inmarsat satellites built by Boeing as well as 40,000 dedicated ground stations.<br />
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The United States now ranks 18th among the countries in making internet connections available to its citizens. LightSquared is aiming its services to improve the current situation and is currently before the Federal Communications Commissions (FCC) in an effort to approve its use of the frequencies that are close to the frequencies presently used by the GPS receivers.<br />
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Opposition to LightSquared plans have risen from the fact that their signals (more than a billion times stronger than the GPS and GLONSS signals) will interfere with the reception of GPS signals by some of the present receivers in use today. The opposition has taken the form of political concerns issued by members of congress as well as testimony and letters to the Federal Communications Commission (FCC) suggesting a denial.<br />
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Although most GPS related magazines have supported this denial a paper by <a href="http://www.javad.com/jgnss/javad/news/pr20111020.html"><span class="Apple-style-span" style="color: blue;">JAVAD GNSS</span></a> will provide a counter point to some of the arguments for denial.<br />
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The kinds of GPS receivers most likely to be affected are those used by surveyors for high accuracy measurements that use the <a href="http://en.wikipedia.org/wiki/Real_Time_Kinematic"><span class="Apple-style-span" style="color: blue;">Real Time Kinematic (RTK</span>)</a> technique which will result in an accuracy of plus or minus one centimeter.<br />
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When the authorities made the decision to accept the lowest powered GPS signals to be utilized, consideration should have been given to the possibility of the ramifications of this decision. The very low power of the GPS signals makes them vulnerable to interference as well as being easily jammed. When the latest version of the Block III satellites are launched beginning in 2014, the signal strength will be increased by a factor of three.<br />
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However, as the signals to be used in LightSquared's service are more than a billion times stronger than the GPS signals, the increased power of the Block III satellites will have little effect.<br />
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As a result of recognizing the benefits that LightSquared will offer users of the internet, I have taken the position that LightSquared's efforts should be supported even though some of the present GPS receivers will have to be modified. This modification will cost owners of the affected units as little as $8 to as much as $8,000. The higher cost is in those units used for high accuracy receivers.<br />
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It appears that <a href="http://www.gpsworld.com/gnss-system/lightsquared-goes-global-glonass-galileo-may-be-risk-too-11822">LightSquared's signals will also affect the Russian Glonass system.</a> but not as seriously. On the other hand, the impact on Galileo will be worse. So far, I have not read if they will affect China's Compass satellite navigation system or not.<br />
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The Federal Communications Commission has a difficult decision to make. As far as I know, there is no time line to let us know when the decision will be made. The most recent technical report to the FCC confirms LightSquared signals interfere with GPS signals. For a really interesting source of information on this issue, both pro and con, <a href="http://www.forbes.com/sites/danielfisher/2011/12/21/falcones-lightsquared-faces-enemies-on-all-sides/">read the Forbes Magazine article as well as the comments</a> to the story that was posted on December 21, 2011. The story will appear in the January 12, 2012 issue of Forbes Magazine. Stay tuned:<br />
<span class="Apple-style-span" style="color: #990000; font-family: Verdana, Arial, Helvetica, sans-serif;"><strong>See: <a href="http://www.ainonline.com/?q=aviation-news/ainalerts/2011-12-22/lightsquared-gps-community-has-no-legal-gripe">LightSquared: GPS Community Has No Legal Gripe</a></strong></span><br />
Latest LightSquared comments from Aviation International News Alerts<br />
...<span class="Apple-style-span" style="font-size: x-small;">updated Sunday, January 1, 2012</span><br />
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<br />Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com2tag:blogger.com,1999:blog-6767290815195701188.post-10743307989015107382011-11-02T10:48:00.000-07:002017-09-20T06:29:23.839-07:0050+ Web Site Addresses for International Flight Operations<i style="font-family: Helvetica;"><b><span style="color: red;">(updated again May 19, 2013 to add URL A. )</span></b></i><br />
<i style="font-family: Helvetica;"><b>(updated January 18, 2013 to update all the links and remove acronyms)</b></i><br />
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<a href="http://2.bp.blogspot.com/--s6DKQRi1OM/TrGDJxmfSOI/AAAAAAAAAd0/DVPQwgc0SEY/s1600/images.jpeg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5670457609792997602" src="https://2.bp.blogspot.com/--s6DKQRi1OM/TrGDJxmfSOI/AAAAAAAAAd0/DVPQwgc0SEY/s400/images.jpeg" style="cursor: hand; cursor: pointer; display: block; height: 182px; margin: 0px auto 10px; text-align: center; width: 277px;" /></a><br />
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Here are 50+ useful <i>acronym free</i> “hot link clickable” Uniform Resource Locators which are web page addresses, regarding International flight operations:</div>
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<a href="http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs400/afs470/media/NAT.pdf">https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs400/afs470/media/NAT.pdf</a><br />
<span style="font-size: large;">A. </span>The above link will permit you to access a <span style="color: red;">brand new</span> really rich source of Information concerning International Flight Operations provided by the Federal Aviation Administration. </div>
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<a href="http://www.gpsworld.com/">http://www.gpsworld.com</a></div>
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<span class="Apple-style-span" style="color: #330000;"><span style="font-size: large;">1. </span><u><span class="Apple-tab-span" style="white-space: pre;"></span></u>The above link will get you to the <b>GPS World Magazine's web site.</b> A great resource to obtain good Global Positioning <u>Systems</u> information.</span><br />
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<span style="text-decoration: underline;">http://www.faa.gov/air_traffic/publications/atpubs/aip/aip_w_amds_1-3_dtd_7-24-14.pdf</span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">1a.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will let you view the 1,604 page <b>United States Aeronautical Information Publication.</b></span><br />
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<a href="http://www.patspencer.ca/aerobaticscanada/AC/documents/apis_guide.pdf">http://www.patspencer.ca/aerobaticscanada/AC/documents/apis_guide.pdf</a></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">2.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will get you to a copy of the United States <span class="Apple-tab-span" style="white-space: pre;"> </span>Department of Homeland Security<b> "Customs and Border Patrol Private Air Advance Passenger Information System Guide".</b></span></div>
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<span style="letter-spacing: 0px;"><b><br /></b></span></div>
<a href="https://eapis.cbp.dhs.gov/">https://eapis.cbp.dhs.gov</a><br />
<span style="font-size: large;">2a. </span>The above link will let you access the Customs and Border Patrol to create an electronic Advanced Passenger Information System list of everyone on board your aircraft (both passengers and crew) required to be sent one hour prior to arrival or departure from the United States.<br />
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<u><a href="http://dcaa.trafikstyrelsen.dk:8000/icaodocs/">http://dcaa.trafikstyrelsen.dk:8000/icaodocs/</a></u></div>
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<span style="color: #540000; letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">3.</span><span class="Apple-tab-span" style="white-space: pre;"> </span></span><span style="letter-spacing: 0px;">The above link will get you to a Danish web site that will permit <span class="Apple-tab-span" style="white-space: pre;"> </span>you to <b>down load digital copies at no cost of all 18 International <span class="Apple-tab-span" style="white-space: pre;"> </span>Civil Aviation Organization Annexes </b>as well as <span class="Apple-tab-span" style="white-space: pre;"> </span>Document 4444 at no cost and these documents are <span class="Apple-tab-span" style="white-space: pre;"> </span>searchable using the find function of your computer <span class="Apple-tab-span" style="white-space: pre;"> </span>applications.</span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.ibac.org/safety-management/sms-toolkit">http://www.ibac.org/safety-management/sms-toolkit</a></span></div>
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<span class="Apple-style-span" style="color: #330000;"><span class="Apple-style-span" style="font-size: large;">4.</span><span class="Apple-tab-span" style="text-decoration: underline; white-space: pre;"> </span>The above link will access the International Business Aviation Council<b> to obtain the Safety Management System tool kit.</b> The cost of the Tool Kit and associated material is $650 United States dollars for association members and $1200 United States dollars for non-members.</span><br />
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<span style="font-size: small; letter-spacing: 0px; text-decoration: underline;"><a href="http://www.nbaa.org/admin/sms/">http://www.nbaa.org/admin/sms/</a></span></div>
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<span class="Apple-style-span" style="font-size: small;"><span class="Apple-style-span" style="font-family: "times";">5.</span><span class="Apple-tab-span" style="font-family: "times"; white-space: pre;"> </span><span class="Apple-style-span" style="font-family: "times";">T</span><span class="Apple-style-span" style="font-family: "times";">he above link will get you to the </span><b><span class="Apple-style-span" style="font-family: "times" , "times new roman" , serif;">National Business Aviation Association's Safety Management System’s web site.</span></b><span class="Apple-style-span" style="font-family: "times"; letter-spacing: 0px;"><span style="letter-spacing: 0px; text-decoration: underline;"></span></span></span></div>
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<span class="Apple-style-span" style="font-family: "times"; font-size: small; line-height: normal;"><br /></span></div>
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<a href="http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/media/2011/InFO11010.pdf">http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/media/2011/InFO11010.pdf</a></div>
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<span class="Apple-style-span" style="font-size: small; line-height: normal;">6.<span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will get you to the Federal Aviation <span class="Apple-tab-span" style="white-space: pre;"> </span>Administration's InFO 11010 Safety Management Systems developments effective 04/11/11. The <b>Federal Aviation Administration does not approve <span class="Apple-tab-span" style="white-space: pre;"> </span>nor accept implementation of the Safety Management System<span style="white-space: pre;">.</span></b></span></div>
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%20120-92A.pdf">http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%20120-92A.pdf</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">7.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will get you to the <b>Federal Aviation Administration's Safety Management System Advisory Circular 120-92A (56 pages) effective August 12, 2010.</b></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.greenbiz.com/news/2010/06/07/uk-environment-agency-bans-short-air-trips-staff">http://www.greenbiz.com/news/2010/06/07/uk-environment-agency-bans-short-air-trips-staff</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">8.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will get you to the United Kingdom’s <b>ban on staff <span class="Apple-tab-span" style="white-space: pre;"> </span>air travel for the United Kingdom’s Environment Agency.</b></span><br />
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<a href="https://data.nbaa.org/source/security/site-logon.cfm?section=unknown&activesection=home&a=1">https://data.nbaa.org/source/security/site-logon.cfm?section=unknown&activesection=home&a=1</a></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">9.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will get you to the <b>National Business Aviation Association's Europe's Emissions Trading Scheme.</b> A member id and password required to access this info.</span><br />
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<span style="letter-spacing: 0px;"><span style="font-size: small; letter-spacing: 0px; text-decoration: underline;"><a href="http://www.nbaa.org/member/events/ioc/2010/presentations/Carbon-Emissions.pdf?CFID=708035&CFTOKEN=36998988">http://www.nbaa.org/member/events/ioc/2010/presentations/Carbon-Emissions.pdf?CFID=708035&CFTOKEN=36998988</a></span></span></div>
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<span style="font-size: large; letter-spacing: 0px;">9a.</span><span style="font-size: small; letter-spacing: 0px;">The above link will access the National Business Aviation Associations PowerPoint Presentation entitled "Carbon Emissions" sample costs are on page 14. </span>A member id and password required to access this info.<br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.conklindd.com/CO2Calc.aspx?unlock=yes">http://www.conklindd.com/CO2Calc.aspx?unlock=yes</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">10.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will get you to Conclin De Decker's pay per use <span class="Apple-tab-span" style="white-space: pre;"> </span>carbon dioxide (CO2) calculator for the European Emissions <span class="Apple-tab-span" style="white-space: pre;"> </span>Trading Scheme.</span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.ifalpa.org/publications/briefing-leaflets/air-traffic.html">http://www.ifalpa.org/publications/briefing-leaflets/air-traffic.html</a></span><span style="letter-spacing: 0px; text-decoration: underline;"></span></div>
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<span class="Apple-style-span" style="font-size: large;">11.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will get you to the <b>International Federation of Air Line Pilots Association that will permit you to <span class="Apple-tab-span" style="white-space: pre;"> </span>subscribe to their Bulletins.</b> You can also download the <span class="Apple-tab-span" style="white-space: pre;"> </span>bulletins concerning implementation of Africa/China/Russia/Mongolia Reduced Vertical Separation <span class="Apple-tab-span" style="white-space: pre;"> </span>Minima.<span style="letter-spacing: 0px; text-decoration: underline;"></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.rusaero.aero/files/679/aic-2011-11ang.pdf">http://www.rusaero.aero/files/679/aic-2011-11ang.pdf</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">12.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will let you access <b>the Russian Advisory Circular 11/11 October 20, 2011 which covers the implementation procedures <span class="Apple-tab-span" style="white-space: pre;"> </span>for Russia and the Commonwealth of Independent States Reduced Vertical Separation Minima on <span class="Apple-tab-span" style="white-space: pre;"> </span>November 17, 2011.</b></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.faa.gov/air_traffic/separation_standards/aghme/locations/">http://www.faa.gov/air_traffic/separation_standards/aghme/locations/</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">13.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will permit you to check <b>the operational status of <span class="Apple-tab-span" style="white-space: pre;"> </span>all Aircraft Geometric Height Monitoring Elements <span class="Apple-tab-span" style="white-space: pre;"> </span>monitoring facilities.</b></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.eurocontrol.int/msa/public/standard_page/ACAS_Upcoming_Changes.html">http://www.eurocontrol.int/msa/public/standard_page/ACAS_Upcoming_Changes.html</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">14.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will let you view <b>the EuroControl Reduced Vertical Separation Minima version 7.1 software <span class="Apple-tab-span" style="white-space: pre;"> </span>changes summary.</b></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://flightsafety.org/asw/apr09/asw_apr09_p34-37.pdf">http://flightsafety.org/asw/apr09/asw_apr09_p34-37.pdf</a></span></div>
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<span style="font-size: large; letter-spacing: 0px;">15.</span><span style="color: #154fae; letter-spacing: 0px;"><span class="Apple-tab-span" style="white-space: pre;"> </span></span><span style="letter-spacing: 0px;">The above link will access <b>the Flight Safety Foundation article <span class="Apple-tab-span" style="white-space: pre;"> </span>on Version 7.1 of the Traffic Alert and Collision Avoidance System II software.</b></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://en.wikipedia.org/wiki/Traffic_collision_avoidance_system">http://en.wikipedia.org/wiki/Traffic_collision_avoidance_system</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">16.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will let you read <b>the Wikipedia articles on Traffic Alert and Collision Avoidance System <span class="Apple-tab-span" style="white-space: pre;"> </span>II including version 7.1 of the software.</b></span><br />
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<a href="http://www.faa.gov/nextgen/implementation/programs/adsb/">http://www.faa.gov/nextgen/implementation/programs/adsb/</a></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">17.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will take you to <b>the graphics that depict the <span class="Apple-tab-span" style="white-space: pre;"> </span>Automatic Dependent Surveillance - Broadcast coverage status of the 794 ground sites planned.</b></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="https://buy.garmin.com/shop/shop.do?cID=272&pID=6436">https://buy.garmin.com/shop/shop.do?cID=272&pID=6436</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">18.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will take you to <b>the Garmin GDL-90 Automatic Dependent Surveillance - Broadcast transceiver web site.</b></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.aopa.org/aircraft/articles/2010/100810honeywell.html">http://www.aopa.org/aircraft/articles/2010/100810honeywell.html</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">19.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will let you view <b>the Aircraft Owners and Pilot <span class="Apple-tab-span" style="white-space: pre;"> </span>Association article for Honeywell update to the FMZ-2000 Flight Management System for 600 older aircraft.</b></span><br />
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<a href="https://docs.google.com/viewer?a=v&q=cache:NXj9nP4eKGQJ:www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/documents/ZNY_CPDLC_NOTAM_31May2006.doc+&hl=en&gl=us&pid=bl&srcid=ADGEESjTK2hapk59IeOEZg3TrvgWa6iASz8AeMOyj0KtakgwlRyf54E7sQrEBP40ZCN2dQ3jBvIReVRmFzxQScgCZLbHvcexWEhHYKGp7Y66Vcsbc_PDNaToiT5tDCDATZUCzc4ZPcRZ&sig=AHIEtbRKMgQ0bzYZ4lbPWl7nvFYACpHWuA">https://docs.google.com/viewer?a=v&q=cache:NXj9nP4eKGQJ:www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/documents/ZNY_CPDLC_NOTAM_31May2006.doc+&hl=en&gl=us&pid=bl&srcid=ADGEESjTK2hapk59IeOEZg3TrvgWa6iASz8AeMOyj0KtakgwlRyf54E7sQrEBP40ZCN2dQ3jBvIReVRmFzxQScgCZLbHvcexWEhHYKGp7Y66Vcsbc_PDNaToiT5tDCDATZUCzc4ZPcRZ&sig=AHIEtbRKMgQ0bzYZ4lbPWl7nvFYACpHWuA</a></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">20.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will let you to view t<b>he New York Center’s <span class="Apple-tab-span" style="white-space: pre;"> </span>Controller Pilot Data Link Communications <span class="Apple-tab-span" style="white-space: pre;"> </span>procedures Notices to Airmen.</b></span><br />
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<span style="letter-spacing: 0px;"><b><a href="http://www.members.optusnet.com.au/~cjr/index.html">http://www.members.optusnet.com.au/~cjr/index.html</a></b></span></div>
<span style="letter-spacing: 0px;"><span style="font-size: large; font-weight: bold;">20a. </span>The above link will give you access to read the <u>ATC DATA LINK NEWS.</u> This is a publication devoted to keeping you informed on Data Link happenings.</span><br />
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<span style="color: blue; letter-spacing: 0px;"><a href="http://www.bangkok.icao.int/edocs/GOLD_1st_Edition.pdf">http://www.bangkok.icao.int/edocs/GOLD_1st_Edition.pdf</a></span></div>
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<span class="Apple-style-span" style="color: #330000;"><span class="Apple-style-span" style="font-size: large;">21.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will let you <b>access the 80 Pilot and 180 Controller Data Link Message sets contained in the Global Operational Data Link Document see Appendix A2 and A3.</b></span><br />
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<u><a href="http://www.paris.icao.int/documents_open/files.php?subcategory_id=124">http://www.paris.icao.int/documents_open/files.php?subcategory_id=124</a></u></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">21a.</span> The above will let you <b>access a sample check list designed to be <span class="Apple-tab-span" style="white-space: pre;"> </span>used just prior to entry into Oceanic Airspace. </b>It is the February 13, 2012 North <span class="Apple-tab-span" style="white-space: pre;"> </span>Atlantic Operations Bulletin 2012-024 and includes a Sample <span class="Apple-tab-span" style="white-space: pre;"> </span>Expanded Oceanic Checklist.</span><br />
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<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.paris.icao.int/documents_open/files.php?subcategory_id=124">http://www.ifalpa.org/downloads/Level1/Safety%20Bulletins/Air%20Traffic/12SAB013%20-%20Navigation%20errors%20on%20the%20North%20Atlantic.pdf</a></span></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">22.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will permit you to obtain a copy of the <b>latest <span class="Apple-tab-span" style="white-space: pre;"> </span>International Federation of Air Line Pilots Association oceanic navigation errors bulletin.</b></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://boeing.com/commercial/aeromagazine/articles/qtr_02_09/article_05_1.html">http://boeing.com/commercial/aeromagazine/articles/qtr_02_09/article_05_1.html</a></span></div>
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<span class="Apple-style-span" style="font-size: large;">23.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will let you read <b>a Boeing article about Performance Based Navigation.</b><br />
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<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://en.wikipedia.org/wiki/Navigation_paradox">http://en.wikipedia.org/wiki/Navigation_paradox</a></span></span></div>
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<span style="font-family: "helvetica"; font-size: 14px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: 0px; line-height: normal;"><span class="Apple-style-span" style="font-size: large;">23a.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will let you access <b>the Navigation Paradox <span class="Apple-tab-span" style="white-space: pre;"> </span>article in Wikipedia which was originally written in 1964."The more accurately we navigate, the more likely we are to have a mid air collision."</b></span><br />
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<span style="letter-spacing: 0px;"><span class="Apple-tab-span" style="white-space: pre;"><b> </b></span></span><span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://en.wikipedia.org/wiki/Global_Positioning_System">http://en.wikipedia.org/wiki/Global_Positioning_System</a></span></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">24.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will permit you to read <b>a Wikipedia summary of <span class="Apple-tab-span" style="white-space: pre;"> </span>all four Global Navigation Satellite Systems</b>.</span></div>
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<span style="letter-spacing: 0px;"><a href="http://www2.icao.int/en/FITS/FITSLibrary/FPL%2020102%20Generic%20Guidance%20Material.pdf">http://www2.icao.int/en/FITS/FITSLibrary/FPL%2020102%20Generic%20Guidance%20Material.pdf</a></span></div>
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<span style="font-size: large; letter-spacing: 0px;">24a. </span><span style="letter-spacing: 0px;">The above web site will permit you to view the training presentation on how to fill out the International Civil Aviation Organization Fight Plan 2012 .</span></div>
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/flight_plan_filing/">http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/flight_plan_filing/</a></span></div>
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<span class="Apple-style-span" style="color: #330000;"><span class="Apple-style-span" style="font-size: large; font-weight: normal;">25.</span><span class="Apple-tab-span" style="font-weight: normal; text-decoration: underline; white-space: pre;"> </span>The above web site will guide you on<b> instr</b></span><b><span style="color: #330000;">uctions</span><span style="color: #330000;"> on completing International Civil Aviation Organization flight plan 2012.</span></b><br />
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<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.eurocontrol.int/msa/public/faq/faq.html">http://www.eurocontrol.int/msa/public/faq/faq.html</a></span></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">25a.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will take you to <b>Eurocontrol’s Transponder Mode <span class="Apple-tab-span" style="white-space: pre;"> </span>S Elementary and Enhanced Surveillance guide Frequently asked questions.</b></span></div>
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<span style="letter-spacing: 0px;"><b><a href="http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/flight_plan_filing/General/icao_acronyms/index.cfm">http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/flight_plan_filing/General/icao_acronyms/index.cfm</a></b></span></div>
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<span style="font-size: large; letter-spacing: 0px;">25aa.</span><span style="font-weight: bold; letter-spacing: 0px;"> The above link will get you a list of all acronyms used in the new version of the International Civil Aviation Organization Flight plan effective November 15, 2012.</span></div>
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<span style="letter-spacing: 0px;"><a href="http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/flight_plan_filing/general/icao_2012/media/FPL%20Brochure%20(version%202).pdf">http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/flight_plan_filing/general/icao_2012/media/FPL%20Brochure%20(version%202).pdf</a></span><br />
<span style="font-size: large; letter-spacing: 0px;">25aaa. </span><span style="letter-spacing: 0px;">The above link will give you a copy of the Federal Aviation Administrations <u>FPL 2012 Quick Guide.</u></span><span style="font-size: large; letter-spacing: 0px;"> </span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://en.wikipedia.org/wiki/Aeroper%C3%BA_Flight_603">http://en.wikipedia.org/wiki/Aeroperú_Flight_603</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">26.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will access Wikipedia's information concerning <span class="Apple-tab-span" style="white-space: pre;"> </span><b>Aero Peru Flight 603</b>, October 2, 1996 accident with the loss of 70 passengers and crew.</span><br />
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<a href="http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2091-70A.pdf">http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2091-70A.pdf</a></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">27.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link to the Federal Aviation Administrations Advisory Circular 91.70</span><span style="letter-spacing: 0px;">A, page 28 states </span><span class="Apple-tab-span" style="letter-spacing: 0px; white-space: pre;"> </span><b style="letter-spacing: 0px;">plotting charts are required</b><span style="letter-spacing: 0px;"> to be used for long range </span><span style="letter-spacing: 0px;">navigation when more than 725 nautical miles between ground based navigation aids.</span><br />
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<a href="http://www.faa.gov/air_traffic/publications/media/AIMbasic_2-9-2012.pdf">http://www.faa.gov/air_traffic/publications/media/AIMbasic_2-9-2012.pdf</a></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">28.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will reference <b>122.75 mega Hertz as the proper air-to-air frequency in the United States and southern Canada. It is found in <span class="Apple-tab-span" style="white-space: pre;"> </span>Table 4-1-3.</b></span><br />
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<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.asri.aero/">http://www.asri.aero/</a></span></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">29.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will access the Aviation Spectrum Recources, <span class="Apple-tab-span" style="white-space: pre;"> </span>Inc. <b>web site for Selective Calling management <span class="Apple-tab-span" style="white-space: pre;"> </span>information.</b></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.asri.aero/downloads/AfcBrochure.pdf">http://www.asri.aero/downloads/100812%20ASRI%20SELCAL%20Users%20Guide%2061742%20Rev%20B.pdf</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">30.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will permit you to <b>obtain a Selective Calling user manual.</b></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.youtube.com/watch?v=HBF31B5W_R8">http://www.youtube.com/watch?v=HBF31B5W_R8</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">31.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will permit you to view <b>the YouTube Strategic <span class="Apple-tab-span" style="white-space: pre;"> </span>Lateral Offset Procedure movie.</b></span></div>
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://en.wikipedia.org/wiki/Gol_Transportes_A%C3%A9reos_Flight_1907">http://en.wikipedia.org/wiki/Gol_Transportes_Aéreos_Flight_1907</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">32.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will permit you to read the article concerning the <span class="Apple-tab-span" style="white-space: pre;"> </span><b>Brazilian mid air collision</b> between an Embraer Legacy 600 and <span class="Apple-tab-span" style="white-space: pre;"> </span>a GOL Airlines Boeing 737-800 in Wikipedia.</span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.nbaa.org/ops/intl/nat/satcom-north-atlantic.pdf">http://www.nbaa.org/ops/intl/nat/satcom-north-atlantic.pdf</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">33.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will let you down load a copy of the <b>National Business Aviation Association<span class="Apple-tab-span" style="white-space: pre;"> </span>Satellite Telephone Communications procedures</b> <span class="Apple-tab-span" style="white-space: pre;"> </span>and telephone numbers for the North Atlantic by David Stohr.</span></div>
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<a href="http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/documents/IPACG/IPACG36/WP10SATVOICE_Guidance_Material_Att_B.pdf">http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/documents/IPACG/IPACG36/WP10SATVOICE_Guidance_Material_Att_B.pdf</a><br />
<span style="font-size: large; letter-spacing: 0px;">33a.</span><span style="letter-spacing: 0px;"> The above link will permit you to access the Satellite Communications Voice Guidance information for use of your Satellite Telephone.</span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.ibac.org/Files/Bulletins/IBAC_bulletin_02-01.pdf">http://www.ibac.org/Files/Bulletins/IBAC_bulletin_02-01.pdf</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">34.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will let you down load a copy of the “seven <span class="Apple-tab-span" style="white-space: pre;"> </span>minute” revised l<b>oss of communications procedures for the <span class="Apple-tab-span" style="white-space: pre;"> </span>European Region dated January 2002.</b></span><br />
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<a href="http://dcaa.trafikstyrelsen.dk:8000/icaodocs/">http://dcaa.trafikstyrelsen.dk:8000/icaodocs/</a></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">35.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above document will permit you to view <b>International Civil Aviation Organization Document <span class="Apple-tab-span" style="white-space: pre;"> </span>4444 </b>which contains the Oceanic Contingencies and diversions procedures.</span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="https://www.cia.gov/library/publications/the-world-factbook/index.html">https://www.cia.gov/library/publications/the-world-factbook/index</a></span><span style="letter-spacing: 0px; text-decoration: underline;"><a href="https://www.cia.gov/library/publications/the-world-factbook/index.html">html</a></span></div>
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<span class="Apple-style-span" style="font-size: large;">36.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will permit you to access the United States of America <b>Central</b></div>
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<span style="letter-spacing: 0px;"><b><span class="Apple-tab-span" style="white-space: pre;"> </span>Intelligence Agency's World Fact Book.</b></span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://jeppesen.com/company/publications/wgs-84.jsp">http://jeppesen.com/company/publications/wgs-84.jsp</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">37.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will let you <b>view Jeppesen's World Geodetic <span class="Apple-tab-span" style="white-space: pre;"> </span>Survey - 1984 country status list.</b></span></div>
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<span style="color: blue; letter-spacing: 0px;"><a href="http://caa.gateway.bg/upload/docs/SAFA_Guidance_July_2009.pdf" style="background-color: white;">http://caa.gateway.bg/upload/docs/SAFA_Guidance_July_2009.pdf</a></span><br />
<span style="letter-spacing: 0px;">37a. The above link will let you view the European Aviation Safety Agency's 182 page Safety Assessment of Foreign Aircraft inspection guidelines.</span><br />
<span style="letter-spacing: 0px;"><br /></span><a href="http://www.casolution.com/RampChecklist.pdf">http://www.casolution.com/RampChecklist.pdf</a><br />
<span style="letter-spacing: 0px;">37b. The above link will give you access to the actual Safety Assessment of Foreign Aircraft check list used by the inspector. </span><br />
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<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.hochwarth.com/misc/AviationCalculator.html">http://www.hochwarth.com/misc/AviationCalculator.html</a></span></div>
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<span style="letter-spacing: 0px;"><span class="Apple-style-span" style="font-size: large;">38.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will give you<b> access to an altimeter settings QNE/<span class="Apple-tab-span" style="white-space: pre;"> </span>QNH correction factor calculator.</b></span><br />
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<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.bookfinder4u.com/search/From_Takeoff_to_Landing.html">http://www.bookfinder4u.com/search/From_Takeoff_to_Landing.html</a></span></span></div>
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<span class="Apple-style-span" style="color: #330000;"><span class="Apple-style-span" style="font-size: large;">39.<span class="Apple-tab-span" style="text-decoration: underline; white-space: pre;"> </span></span>The above link will assist you in purchasing <b>a copy of the book "From Takeoff to Landing" by Olle Akerlind which is a discussion of Terminal and Enroute Procedures versus Procedures for Air Navigation Services - Aircraft Operations.</b></span><br />
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<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://en.wikipedia.org/wiki/ETOPS">http://en.wikipedia.org/wiki/ETOPS</a></span></span></div>
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<span class="Apple-style-span" style="color: #330000;"><span class="Apple-style-span" style="font-size: large;">40.<span class="Apple-tab-span" style="text-decoration: underline; white-space: pre;"> </span></span>The above link will take you to the <b>Wikipedia article on Extended Operations.</b></span><br />
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<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://aviadocs.net/AIPKZ/index/Start_en.htm">http://aviadocs.net/AIPKZ/index/Start_en.htm</a></span></span></div>
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<span class="Apple-style-span" style="color: #330000;"><span class="Apple-style-span" style="font-size: large;">41.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>This link will let you <b>read the Aeronautical Information Publication for Kazahstan.</b> It is in the English language.</span><br />
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<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://rpsiano.blogspot.com/">http://rpsiano.blogspot.com</a></span></span></div>
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<span class="Apple-style-span" style="color: #330000;"><span class="Apple-style-span" style="font-size: large;">42.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>This link will let you access <b>a quick alphabetical reference guide to the Atlantic Orientation Chart</b> text pages for chart number, panel number and top, center and bottom locations.See post dated June 29, 2011.</span><br />
<span class="Apple-style-span" style="color: #330000;"><br /></span></div>
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<div style="font: 14.0px Helvetica; margin: 0.0px 0.0px 0.0px 0.0px; min-height: 17.0pxcolor:#002cae;">
<span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.paris.icao.int/documents_open/files.php?subcategory_id=108">http://www.paris.icao.int/documents_open/files.php?subcategory_id=108</a></span></div>
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<span class="Apple-style-span" style="font-size: large;">43.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will permit you to <b>down load a copy of the “North Atlantic Operations and Airspace Manual Edition 2012" which is issued on behalf of the North Atlantic Systems Planning Group.</b></div>
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<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.washingtonpost.com/wp-dyn/content/article/2006/02/10/AR2006021002085.html">http://www.washingtonpost.com/wp-dyn/content/article/2006/02/10/AR2006021002085.html</a></span></span></div>
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<span class="Apple-style-span" style="color: #330000;"><span class="Apple-style-span" style="font-size: large;">44.<span class="Apple-tab-span" style="text-decoration: underline; white-space: pre;"> </span></span>The above link will give you background on Laker Sky Train and Sir Freddy Laker.</span><br />
<span class="Apple-style-span" style="color: #330000;"><br /></span></div>
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<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://en.wikipedia.org/wiki/International_waters">http://en.wikipedia.org/wiki/International_waters</a></span></span></div>
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<span class="Apple-style-span" style="color: #330000;"><span class="Apple-style-span" style="font-size: large;">45.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will get you <b>a definition of the term “High Seas”. </b></span><span class="Apple-style-span" style="color: black; font-family: sans-serif; line-height: 19px;"><span class="Apple-style-span" style="font-size: small;">Oceans, seas, and waters outside of national jurisdiction are also referred to as the <b>high seas</b> or, in <a href="http://en.wikipedia.org/wiki/Latin" style="background-attachment: initial; background-clip: initial; background-color: initial; background-image: none; background-origin: initial; color: #002bb8; text-decoration: none;" title="Latin">Latin</a>, <i>mare liberum</i> (meaning <i>free seas</i>).</span></span><br />
<span class="Apple-style-span" style="color: #330000;"><b><br /></b></span></div>
<div style="font: 14.0px Helvetica; margin: 0.0px 0.0px 0.0px 0.0px; min-height: 17.0px;">
<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.tc.gc.ca/eng/civilaviation/publications/tp14371-rac-11-0-2592.htm">http://www.tc.gc.ca/eng/civilaviation/publications/tp14371-rac-11-0-2592.htm</a></span></span></div>
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<span class="Apple-style-span" style="color: black;"><span class="Apple-style-span" style="font-size: large;">46.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will permit you to view <b>a graphic of the Reduced Vertical Separation Minima (RVSM) airspace Strumble, Wales Height Monitoring Unit coverage area (Figure 11.3 at bottom of document).</b></span><br />
<span class="Apple-style-span" style="color: black;"><b><br /></b></span></div>
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<span class="Apple-style-span" style="color: #1900ae;"><span style="text-decoration: underline;"><a href="http://www.ecacnav.com/downloads/TGL10%20rev.1.pdf">http://www.ecacnav.com/downloads/TGL10%20rev.1.pdf</a></span></span></div>
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<span class="Apple-style-span" style="color: #330000;"><span class="Apple-style-span" style="font-size: large;">47.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will let you view <b>the Precision Area Navigation</b></span></div>
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<span style="color: #330000; letter-spacing: 0px;"><b><span class="Apple-tab-span" style="white-space: pre;"> </span> Temporary Guidance Leaflet #10 dated November 1, <span class="Apple-tab-span" style="white-space: pre;"> </span>2000.</b></span><br />
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<div style="font: 14.0px Helvetica; margin: 0.0px 0.0px 0.0px 0.0px; min-height: 17.0px;">
<span style="color: blue; text-decoration: underline;"><a href="http://www.eurocontrol.int/msa/public/standard_page/ACAS_Bulletins_Safety_Messages.html">http://www.eurocontrol.int/msa/public/standard_page/ACAS_Bulletins_Safety_Messages.html</a></span></div>
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<span class="Apple-style-span" style="color: #330000;"><span class="Apple-style-span" style="font-size: large;">48.</span><span class="Apple-tab-span" style="white-space: pre;"> </span>The above link will permit you to view t<b>he Airborne Collision Avoidance System II Bulletin No. 6 entitled “Incorrect use of the Traffic Alert and Collision Avoidance System II traffic horizontal display”.</b></span><br />
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<span class="Apple-style-span" style="color: #1900ae;"><span style="letter-spacing: 0px; text-decoration: underline;"><a href="http://www.google.com/url?sa=t&rct=j&q=arinc%20424&source=web&cd=3&ved=0CDMQFjAC&url=http%3A%2F%2Fwww.ecacnav.com%2Fdownloads%2F5_Intro%2520to%2520ARINC424.ppt&ei=wHKxTsHxBseE0QGQi5nCAQ&usg=AFQjCNGgSj6qlLLbWshw3KqYj1Ui9iwY1g&sig2=DXhBc0A6XJ8RhSZB7fV4CQ">http://www.google.com/url?sa=t&rct=j&q=arinc%20424&source=web&cd=3&ved=0CDMQFjAC&url=http%3A%2F%2Fwww.ecacnav.com%2Fdownloads%2F5_Intro%2520to%2520ARINC424.ppt&ei=wHKxTsHxBseE0QGQi5nCAQ&usg=AFQjCNGgSj6qlLLbWshw3KqYj1Ui9iwY1g&sig2=DXhBc0A6XJ8RhSZB7fV4CQ</a></span></span></div>
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<span class="Apple-style-span" style="font-size: large;">49.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will permit you to view <b>a PowerPoint presentation about Aeronautical Radio, Incorporated # 424 which defines the format and and content of navigation databases.</b><br />
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<a href="http://www.ecacnav.com/content.asp?PageID=86">http://www.ecacnav.com/content.asp?PageID=86</a></div>
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<span class="Apple-style-span" style="font-size: large;">50.<span class="Apple-tab-span" style="white-space: pre;"> </span></span>The above link will permit you to view<b> the discussion concerning Eurocontrol Compliant Databases and the differences between Type 1 and Type 2 Letters of Authorization.</b></div>
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<b><u><span class="Apple-style-span" style="color: blue;"><a href="http://www.ifalpa.org/publications/briefing-leaflets/air-traffic.html">http://www.ifalpa.org/publications/briefing-leaflets/air-traffic.html</a></span></u></b></div>
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<span class="Apple-style-span" style="font-size: large;">50a.</span><span class="Apple-style-span" style="font-size: small;"> The above link will permit you to view the International Federation of Airline Pilots Association's web site and download the Briefing Leaflets concerning Africa Reduced Vertical Separation Minima Procedures, the Africa In Flight broadcast procedure and the Strategic Lateral Offset Procedure Leaflet.</span></div>
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<span class="Apple-style-span" style="font-size: small;"><br /></span>
<span class="Apple-style-span" style="color: blue;"><a href="http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/media/2011/InFO11011.pdf">http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/media/2011/InFO11011.pdf</a></span></div>
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50b. The above link will permit you to view the latest Federal Aviation Administration Information for Operators bulletin dated May 13, 2011on the use of the iPad in the cockpit.</div>
<div>
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<a href="http://www51.honeywell.com/aero/common/documents/myaerospacecatalog-documents/SafetyCertification-documents/Melding_SIL_D201011000003.pdf">http://www51.honeywell.com/aero/common/documents/myaerospacecatalog-documents/SafetyCertification-documents/Melding_SIL_D201011000003.pdf</a></div>
<div>
50c. The above link will permit you to view the Honeywell Service Information Letter May 17, 2012, rev. 8, subject of some approach procedures that have been removed from Flight Management Systems data bases. </div>
<div>
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<a href="http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2091-70A.pdf">http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2091-70A.pdf</a></div>
<div>
50d. The above link will permit you to view the Federal Aviation Administration Advisory Circular 91.70a titled Oceanic and International Operations dated August 2010 - A great source for information for pilots new to International Operations.</div>
<div>
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<a href="http://cfr.vlex.com/vid/automatic-dependent-broadcast-ads-out-300638286">http://cfr.vlex.com/vid/automatic-dependent-broadcast-ads-out-300638286</a></div>
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50e. This link will let you read Federal Aviation Regulation 91.227 about Automatic Dependent Surveillance Broadcast Out requirements.</div>
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51. <a href="http://rpsiano.blogspot.com/2011/10/more-questions.html">http://rpsiano.blogspot.com/2011/10/more-questions.html</a></div>
This link will let you view some interesting question concerning your individual aircraft.<br />
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To be updated...<br />
52. The above link will permit you to down load a copy of the Jeppesen Introduction to Jeppesen Navigation Charts booklet which is a complete listing of all chart and approach plate legends and symbols.</div>
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<span style="letter-spacing: 0px;"></span></div>
<div style="font-family: Helvetica; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal; margin: 0px;">
<span style="letter-spacing: 0px;"> <a href="http://www.nbaa.org/member/events/ioc/2010/presentations/Carbon-Emissions.pdf?CFID=708035&CFTOKEN=36998988">http://www.nbaa.org/member/events/ioc/2010/presentations/Carbon-Emissions.pdf?CFID=708035&CFTOKEN=36998988</a></span><br />
53. The above link will permit you to view the National Business Aviation Association's PowerPoint presentation on the European Emission Trading Scheme. You will need a National Business Aviation Association username and password to access this site.<br />
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<a href="http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2020-150A.pdf">http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2020-150A.pdf</a><br />
54. The above link will permit you to access the Federal Aviation Administrations Advisory Circular 20-150 which can provide guidance to the approved use of your satellite telephone for supplying normal voice reports and requests to Air Traffic Control instead of using High Frequency Radio while in the North Atlantic.<br />
<a href="http://www.blogger.com/goog_670329684"><br /></a>
<a href="http://jeppesen.com/download/mart/enroute_currency.pdf">http://jeppesen.com/download/mart/enroute_currency.pdf</a><br />
55. This link above will permit you to access Jeppesen's web site to determine the up to date currency date for all the Charts.</div>
Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com6tag:blogger.com,1999:blog-6767290815195701188.post-325372918134949022011-10-28T10:29:00.001-07:002011-10-28T10:45:12.695-07:00British Airways Pilot Recruitment Video 2011<div style="text-align: center;"><a href="http://1.bp.blogspot.com/-VhnOoEG79Pg/TqrpICD09XI/AAAAAAAAAdo/0kLMEW9lzrk/s1600/Concorde-planview-by-AdrianPingstone.jpg" onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}"><img style="cursor:pointer; cursor:hand;width: 400px; height: 267px;" src="http://1.bp.blogspot.com/-VhnOoEG79Pg/TqrpICD09XI/AAAAAAAAAdo/0kLMEW9lzrk/s400/Concorde-planview-by-AdrianPingstone.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5668599405200340338" /></a></div><div style="text-align: center;">British Airways Concorde</div><div style="text-align: center;">Click here to view: <a href="http://www.youtube.com/watch?v=a4JdQi60an0">http://www.youtube.com/watch?v=a4JdQi60an0</a> </div><div><br /></div><div>This is really a nice video which I liked. I can now look at it any time I want.</div>Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com10tag:blogger.com,1999:blog-6767290815195701188.post-78042359726633792812011-10-18T06:04:00.000-07:002011-10-21T11:53:48.884-07:00How Much Time Would You Let Pass After Loss of Communications Before Selecting Transponder Code 7600?<div style="text-align: center;"><a href="http://4.bp.blogspot.com/-0x-yhVt65HM/Tp7c_nJZ-WI/AAAAAAAAAdY/_85kjS41ju4/s1600/Bowen01b.jpg" onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}"><img style="cursor:pointer; cursor:hand;width: 400px; height: 262px;" src="http://4.bp.blogspot.com/-0x-yhVt65HM/Tp7c_nJZ-WI/AAAAAAAAAdY/_85kjS41ju4/s400/Bowen01b.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5665208366676965730" /></a></div><div style="text-align: center;">TWA Lockheed Constellation L-1049G with tip tanks</div><span class="Apple-tab-span" style="white-space:pre"><div><span class="Apple-tab-span" style="white-space:pre"><div style="text-align: center;"><br /></div></span></div> </span>The subject of Loss of Communications Procedures is not an unusual one for discussion in the cockpit. In most discussions in which I took part, it was almost always related to and limited to total failure of the radio transceivers. In addition, it was assumed Instrument Meteorological Conditions were being experienced at the time of the failure.<div><br /></div><div>In my more than 50 years of flying, I never gave any thought to the question of how long to wait until I select code 7600. This question was brought to mind by a story told by a fellow pilot. He was approaching Teterboro to land during a busy afternoon. ATC directed him to change frequencies to contact Teterboro Approach Control. Teterboro Approach was really busy and the he was unable to establish contact.</div><div><br /></div><div>He said he just selected code 7600 on his transponder and was shortly thereafter in contact with a controller. I really liked this thoughtful approach and the initiative he used to solve the problem.<br /><div><br /><div>Loss of communications was an important factor in the mid-air collision in Brazil 4 years ago between an Embraer Legacy 600 and a GOL Airlines Boeing 737-800. (Both airplanes were brand new and had all the latest collision avoidance equipment installed. Both were in radar contact in Brazil's modern, up-to-date air traffic control system.) Yet, the collision occurred with the loss of 154 lives.</div><div><br /></div><div>The loss of communications resulted from the pilots not receiving a correct change of frequency instruction. This is not an uncommon event for pilots. The Embraer pilots made numerous calls to re-establish radio contact over the next 57 minutes with no success . During this period of time the pilots did not change their transponder code to 7600. What period of time would you consider as a maximum before selecting code 7600?</div><div><br /></div><div> </div><div><span class="Apple-style-span">Another significant factor in the Brazillian mid-air collision was the fact the Embraer pilots had turned off their transponder about and hour and fifteen minutes into their flight. As a result, the Traffic Alert and Collision Avoidance System</span><span class="Apple-style-span"> (TCAS II) installed in both aircraft was not able to do its job. (TCAS II relies on an operating transponder to be installed and operating to function.) Had the Embraer pilots considered use of Loss of Communication Procedures earlier with the selection of code 7600, they probably would have recognized the transponder was turned off and turned it back on. This would than have permitted the TCAS II systems to provide Resolution Advisories to each pilot and prevent the accident from happening.</span></div><div><span class="Apple-style-span"><br /></span></div><div><span class="Apple-style-span">The main point of my post is to suggest to each of you to do some thinking about this aspect of Loss of Communications procedures. When are you going to select code 7600? After 3 minutes, 10 minutes or after 20 minutes have gone by?</span></div><div><span class="Apple-style-span"><br /></span></div><div><span class="Apple-style-span">Your comments are appreciated.</span></div><div><span class="Apple-style-span"><br /></span></div><div>For additional information:</div><div><a href="http://apcae.files.wordpress.com/2009/06/120.pdf">http://apcae.files.wordpress.com/2009/06/120.pdf</a></div><div><br /></div><div><br /></div><div><br /></div><div> </div></div></div>Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com7tag:blogger.com,1999:blog-6767290815195701188.post-73474605361421186802011-10-04T07:19:00.000-07:002013-01-18T17:37:28.995-08:00More Questions ...<div style="font: 14px Helvetica; margin: 0px;">
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<b><span class="Apple-style-span" style="font-size: 180%;">Here are some interesting questions about your aircraft you should consider if you have not already done so...</span><span class="Apple-style-span" style="font-size: x-small;">Updated October 17, 2012</span></b><b><span class="Apple-style-span" style="font-size: 180%;"><br /></span></b></div>
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What is the lowest altimeter setting capacity of each altimeter installed?<br />
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Does your aircraft flight recorder include your satellite telephone communications?</div>
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What units of measurement do each of your altimeters display? Inches of Mercury? Millibars? hectoPascals? Millimeters of Mercury?</div>
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What is a hectoPascal?</div>
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Is your aircraft equipped with a Wide Area Augmented System Global Positioning System?</div>
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Is your aircraft certified under Part 25? or Part 23?</div>
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What is the lowest Pavement Classification Number number that your aircraft requires concerning runway strength?<br />
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Do you ever use reduced thrust power for takeoffs?<br />
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Who makes the choice of runways used for takeoffs and landings?<br />
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Who makes the choice of which instrument approach is used?</div>
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What is the impact on the your aircraft systems when using a QFE altimeter setting?</div>
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Is there an impact of using a QFE altimeter setting on the Enhanced Ground Proximity System orTerrain and Awareness Warning System on your airplane?</div>
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What does the airplane flight manual say about Global Positioning System sensor use in non World Geodetic System-1984 countries? </div>
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Does it direct you to disable the Global Positioning Sensors?</div>
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Are you able to view the Global Positioning System calculated altitudes on your Flight Management System while in flight?</div>
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On what Flight Management System page are they available to view?</div>
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Have you ever compared the Global Positioning System calculated altitude to the barometric altimeters while in cruise flight at high altitudes or low altitudes?</div>
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How did they compare roughly? </div>
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How does your meters altimeter round off altitudes? To the nearest 10 feet? 40 feet? 100 feet? 10 meters? 40 meters? 100 meters or what?</div>
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When do you plan to add Traffic Collision Avoidance System II version 7.1 to your aircraft?</div>
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When do you plan to add Wide Area Augmentation System capability to your Global Positioning System receivers if you are not equipped with it now?</div>
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When do you plan to add Automatic Dependent Surveillance Broadcast and Controller-Pilot Data Link Communications if you do not have it? </div>
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What is the cost of getting your aircraft equipped with Automatic Dependent Surveillance - Broadcast and Automatic Dependent Surveillance - Contract for your aircraft? </div>
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What is the cost for Controller-Pilot Data Link Communications for your aircraft?</div>
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What does the Enhanced Ground Proximity Warning system cost for your aircraft?<br />
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How many Satellite Based Augmentation Systems exist or are under construction today?</div>
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<i><span style="font-size: x-small;">This post is written without the use of acronyms. Did you find it easier to understand? Please comment on this aspect of this post...Thanks!</span></i></div>
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Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com0tag:blogger.com,1999:blog-6767290815195701188.post-375666752018039222011-08-07T21:05:00.001-07:002011-11-11T17:41:46.415-08:00<div style="text-align: center;">
<a href="http://2.bp.blogspot.com/-zwA3-0a6gNU/Tj9n5R8vmsI/AAAAAAAAAc4/qPmAPwRj5DU/s1600/IMG_0628.JPG"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5638339492259535554" src="http://2.bp.blogspot.com/-zwA3-0a6gNU/Tj9n5R8vmsI/AAAAAAAAAc4/qPmAPwRj5DU/s400/IMG_0628.JPG" style="cursor: hand; cursor: pointer; height: 400px; width: 304px;" /></a></div>
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<span class="Apple-style-span" style="color: #333333; font-family: Arial, sans-serif; font-size: small; line-height: 14px;">Kingwood Township Solar Panels Under Construction</span></div>
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<span class="Apple-style-span" style="color: #333333; font-family: Arial, sans-serif;"><span class="Apple-style-span" style="font-size: 130%;">The following appeared on the New JerseyNewsroom site at:</span></span></h2>
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<span class="Apple-style-span" style="color: #333333; font-family: Arial, sans-serif;"><span class="Apple-style-span" style="font-size: 130%;"><a href="http://www.newjerseynewsroom.com/">http://www.newjerseynewsroom.com/</a></span></span></div>
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<span class="Apple-style-span" style="color: #333333; font-family: Arial, sans-serif;">"NJ Solar Panels a waste of taxpayer money"</span></h2>
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<span class="Apple-style-span" style="color: #333333; font-family: Arial, sans-serif;"><span class="createdate" style="background-attachment: initial; background-clip: initial; background-image: url(http://www.newjerseynewsroom.com/templates/ja_teline_ii/images/vline.gif); background-origin: initial; background-repeat: no-repeat no-repeat; color: initial; font-size: 14px; padding-bottom: 3px; padding-left: 0px; padding-right: 5px; padding-top: 3px;">FRIDAY, 29 APRIL 2011 08:11</span></span></div>
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"Do you realize you pay the taxes on power bills to subsidize some Liberal Green renewable energy fantasy ? Just look at some simple numbers and you will see why. Cost of Solar Panel ~$7/Watt Typical cost of panel plus DC-AC power inverter~ $750 Cost to install (depends on Union/Non Union) guess $50 for 2 hours installation Total cost ~$800 Typical output power of 1 M square panel ~75-100W---about the power of one 100W light bulb---that’s it!!---and only when the Sun is shining bright onto it. Total estimated lifetime of solar panel~ 25-30Yrs Number of useful daylight hours~10 Number of Sunny days in NJ~94 Number of partly cloudy days~100 Number of cloudy days~171 http://www.worldfactsandfigures.com/weatherfacts/numbersunny_city_desc.php http://lwf.ncdc.noaa.gov/oa/climate/online/ccd/cldy.html Solar output power per year on sunny days=94X10X100=94KW/hr Solar output power per year on partly cloudy days=100X10X50=47KW/hr Solar output power per year on cloudy days=171X10X10=17.1KW/hr Total KW/hr per year=158.1 KW/hr per year Electric rates ~ $0.1 per KW/hr http://www.eia.doe.gov/cneaf/electricity/epm/table5_6_a.html Total savings per year of electricity=$15.81 So now to pay off the cost of the Solar panel you need $800/$15.81/yr=50years! Since the lifetime is only about 30yrs it never pays off So who pays for this? You do you suckers..."</b></span><br />
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<span class="Apple-style-span" style="color: #333333; font-family: Arial, sans-serif;"><span class="Apple-style-span" style="line-height: 22px;">If you want to read what Bill Gates thinks about Solar Panels, go to:</span></span></div>
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<span class="Apple-style-span" style="font-family: Arial, sans-serif;"><span class="Apple-style-span" style="color: blue; line-height: 22px;"><a href="http://mjperry.blogspot.com/2011/07/bill-gates-on-world-energy-crisis.html">http://mjperry.blogspot.com/2011/07/bill-gates-on-world-energy-crisis.html</a></span></span></div>Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com4tag:blogger.com,1999:blog-6767290815195701188.post-5529082728556116782011-06-29T13:32:00.001-07:002013-01-18T17:35:30.153-08:00Atlantic Orientation Charts 1 & 2 Quick Reference Guide (Revised March 7, 2012)<a href="http://3.bp.blogspot.com/-aPw3aLI55_k/TgzhhxtdlsI/AAAAAAAAAcQ/NjEQdA_fe-A/s1600/Screen%2Bshot%2B2011-06-22%2Bat%2B9.31.36%2BAM.png"><img alt="" border="0" height="326" id="BLOGGER_PHOTO_ID_5624118005074859714" src="http://3.bp.blogspot.com/-aPw3aLI55_k/TgzhhxtdlsI/AAAAAAAAAcQ/NjEQdA_fe-A/s400/Screen%2Bshot%2B2011-06-22%2Bat%2B9.31.36%2BAM.png" style="display: block; height: 163px; margin-bottom: 10px; margin-left: auto; margin-right: auto; margin-top: 0px; text-align: center; width: 200px;" width="400" /></a><span class="Apple-style-span" style="font-family: Helvetica;"><span class="Apple-style-span" style="font-size: small;"> </span><span class="Apple-style-span" style="font-size: large;">Quick Reference to Jeppesen Atlantic Orientation Charts </span></span><span class="Apple-style-span" style="font-size: large;"><span class="Apple-style-span" style="font-family: Helvetica;"> </span><span class="Apple-style-span" style="font-family: Helvetica;">1/2</span></span><br />
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<span class="Apple-style-span" style="font-size: large;"><span class="Apple-style-span" style="font-family: Helvetica;"> Alphabetical List of Items Located by Chart/</span><span class="Apple-style-span" style="font-family: Helvetica;"><span style="background-attachment: initial; background-clip: initial; background-image: initial; background-origin: initial;"><span class="Apple-style-span" style="background-color: white;">Panel</span></span></span><span class="Apple-style-span" style="font-family: Helvetica;"><span class="Apple-style-span" style="background-color: white;"> </span>Numbers </span></span></div>
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<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Contingencies - International Civil Aviation Organization (ICAO) Document </span></span><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">(Quad 4) 4444 - </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 2, Panel #2, Bottom</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Controller Pilot Data Link Communications (CPDLC) and Automatic </span></span><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Dependent Surveillance (ADS)</span><span style="color: #1101ff; letter-spacing: 0px;"> </span><span style="letter-spacing: 0px;">- </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 1, Panel #11, Top</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Gander Oceanic Clearance VHF Frequencies – </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 2, Panel #1, Middle</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Gander Oceanic Control Area Communication Frequencies – </span></span><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Chart 2, Panel #1, Bottom</span></span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Hemispherical Cruising Altitude/Levels Morroco and Portugal – </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 1, Panel #8, Bottom</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">High Frequency (HF) Family of Frequencies - </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 1, Panel #11, Middle</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Minimum Navigation Performance Specifications (MNPS) General – </span></span><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Chart 1, Panel #9, Top</span></span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;">Navigation Equipment Failures - Chart 1, Panel #9, Top</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;">No Oceanic Clearance Required Prior to Entering Oceanic Airspace (except for Shanwick) - </span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 2, Panel # 1, Bottom</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;">Navigation Equipment Failures - Chart 1, Panel #9,Middle</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;">NAVAID Information (Elevation/Variation) – </span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 2, Panel #10, Top/Middle</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;">Organized Track System (OTS) Effective Times - </span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 1, Panel #10, Middle</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Organized Track System (OTS) Message Track Message Identifier (TMI) – </span></span><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Chart 2, Panel #1, Bottom</span></span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;">Position Reporting Format - Chart 1, Panel #4, Middle/Bottom and Chart 2, Panel #6, Top/Middle</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;">Radio Communications Failure/Use of Satellite Telephone (SATCOM) – </span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 1, Panel #11, Top</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Reduced Vertical Separation Minima (RVSM) - </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 1, Panel #9, Middle</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;">Reykjavik Oceanic Control Areas (OCA) Procedures – Chart 2, Panel #1, Top</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Selective Calling (SELCAL) Procedures – </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 2, Panel #2, Middle</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;">Should not hold if no oceanic clearance - Chart 2, Panel 1, Bottom</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Special Arrangements for NON-RVSM Approved Aircraft – </span></span><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Chart 1, Panel #10, Top</span></span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Special Routes (Blue Spruce Routes) - </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 1, Panel # 9, Bottom</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;">Standard Air-Ground Message Types and Formats – Chart 2, Panel 2, Top</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Strategic Lateral Offset Procedure (“Randomness is good!”) – </span></span><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Chart 1, Panel #9, Middle</span></span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Satellite Telephone Communications (SATCOM) Procedures/</span></span><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Phone Numbers </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 1, Chart 1, Panel #11, Top</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Traffic Alert and Collision Avoidance System (TCAS) – </span></span><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Chart #1, Panel #9, Bottom</span></span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Transponder Operation Procedures – </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 2, Panel #2, Middle</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">True Mach Number Technique - </span></span><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Chart 1, Panel #10, Bottom</span></span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Very High Frequency (VHF) Oceanic Monitoring - </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 2, Panel #1, Middle</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;"><span style="letter-spacing: 0px;">Weather Deviation Procedures – </span></span><span class="Apple-style-span" style="font-family: Helvetica;">Chart 2, Panel #2, Middle</span></li>
<li><span class="Apple-style-span" style="font-family: Helvetica;">Weather Reporting - Chart 2, Panel #2, Top</span></li>
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Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com5tag:blogger.com,1999:blog-6767290815195701188.post-44368392578860334142011-06-22T06:12:00.000-07:002011-06-29T12:59:37.573-07:00Changes to Atlantic Orientation Charts 1 & 2<div align="center" class="MsoNormal" style="font-family: Helvetica; text-align: center;"><div class="separator" style="clear: both; text-align: center;"><a href="http://1.bp.blogspot.com/-QAya-ch8bU0/TguD93YvogI/AAAAAAAAAcI/SRmqwXWVi4A/s1600/Screen+shot+2011-06-22+at+9.31.36+AM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="261" src="http://1.bp.blogspot.com/-QAya-ch8bU0/TguD93YvogI/AAAAAAAAAcI/SRmqwXWVi4A/s320/Screen+shot+2011-06-22+at+9.31.36+AM.png" width="320" /></a></div><b><span style="font-family: Helvetica; font-size: 14pt;"><br />
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<b><span style="font-family: Helvetica; font-size: 14pt;">Latest significant changes to Atlantic Orientation Charts 1 & 2 (revision 11 FEB 2011)<o:p></o:p></span></b><br />
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</div><div class="MsoListParagraph" style="font-family: Helvetica; text-indent: -0.25in;"><span style="font-family: Helvetica;">1.<span style="font: normal normal normal 7pt/normal 'Times New Roman';"> </span></span><span style="font-family: Helvetica;">SLOP procedure description changed to “either 1 or 2 NM <b>right</b> of centerline” (</span><b>removed the mention of flying course centerline</b><span style="font-family: Helvetica;"> if automatic offset programming capable)<o:p></o:p></span> <b>Chart 1, Panel #9, bottom.</b> </div><div class="MsoNormal" style="font-family: Helvetica; margin-left: 0.25in;"><br />
</div><div class="MsoListParagraph" style="font-family: Helvetica; text-indent: -0.25in;"><span style="font-family: Helvetica;">2.<span style="font: normal normal normal 7pt/normal 'Times New Roman';"> </span></span><b>No oceanic clearance required prior to entering New York Oceanic (OCA) airspace</b><span style="font-family: Helvetica;">. “If any difficulty is encountered obtaining the elements of the Oceanic Clearance, the pilot <b><u>should not hold</u></b> while awaiting a Clearance unless so instructed by ATC. The pilot should proceed on the cleared route into MNPS Airspace and continue to request the Clearance elements needed.” <b>See chart 2, panel #1 bottom.</b> <o:p></o:p></span></div><div class="MsoNormal" style="font-family: Helvetica; margin-left: 0.5in; text-indent: -0.25in;"><br />
</div><div class="MsoListParagraph" style="font-family: Helvetica; text-indent: -0.25in;"><span style="font-family: Helvetica;">3.<span style="font: normal normal normal 7pt/normal 'Times New Roman';"> </span></span><span style="font-family: Helvetica;"><b>Except for Shanwick OCA, flights may enter other North Atlantic Oceanic Control Areas whilst pilots are awaiting receipt of a delayed Oceanic Clearance.</b> Pilots should always endeavour to obtain Oceanic Clearance prior to entering these other North Atlantic Oceanic Control Areas; however, if any difficulty is encountered the pilot should not hold while awaiting Clearance unless directed by Air Traffic Control (ATC).</span><b> Chart 1, panel #11, middle.</b><o:p></o:p></div><div><b><br />
</b></div>Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com0tag:blogger.com,1999:blog-6767290815195701188.post-87291781785533167032011-05-26T16:36:00.000-07:002012-01-08T09:52:58.807-08:00National Business Aviation Association - Good Questions/Answers/Citations Concerning International Operations<div style="font: 12.0px Verdana; margin: 0.0px 0.0px 0.0px 0.0px;">
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<b>102 Good International Operations </b><b>Questions/Answers/Citations From the NBAA</b><br />
<b><span class="Apple-style-span" style="font-size: xx-small;">1-8-2012</span></b></div>
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<span class="Apple-style-span" style="font-size: 10px;">1.<span class="Apple-tab-span" style="white-space: pre;"> </span><b>When do both pilots in the aircraft have to be type rated in the aircraft?</b></span></div>
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<i>When the aircraft is certified with a minimum crew of two, or as directed by listing authority.</i></div>
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<i>Annex 1, Chapter 2, Page 2, Paragraph 2.1.3.2 a, c</i><br />
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2.<span class="Apple-tab-span" style="white-space: pre;"> </span><b>Where there is a filed flight plan indicating a change in altitude at a specified point, in lieu of specific ATC instructions does the crew of an aircraft change altitude to conform to the filed flight plan?</b></div>
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<i>In normal operations including oceanic airspace the answer is no. Crews are expected to fly the coordinated clearance and not the filed flight plan. No climb should be made without a clearance. Absent an emergency or TCAS RA comply with clearance</i></div>
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<i>14CFR 91.123, ICAO Doc# 4444, Para. 4.5</i><br />
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3.<span class="Apple-tab-span" style="white-space: pre;"> </span><b>When do I change altitude and routing in the case of lost communication in international airspace?</b></div>
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<i>In the case of lost communications follow the published lost comm procedure for that country or oceanic region. In lieu of specific lost comm procedures consideration should be given to following ICAO Lost Comm procedures.</i></div>
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<i>ICAO Doc# 4444, Para. 15.3</i><br />
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4.<span class="Apple-tab-span" style="white-space: pre;"> </span><b>Do Tokyo/Fukuoka Area Control Centers publish 6 digit short codes for SATCOM use?</b></div>
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<i>No, but the Public Switched Telephone Numbers can be found in the Japanese AIP. Air Traffic Flow Management 24-hr number: 092-608- 8870.</i></div>
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<i>Japanese AIP, Enroute section, Chapter 1.9, Paragraph 1.3</i><br />
<i><br />
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5.<span class="Apple-tab-span" style="white-space: pre;"> </span><b>Is there a requirement to be ACAS II equipped when operating in South America?</b></div>
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<i>Commercial operators: Yes, if greater than 19 Passengers and 5700kg, Annex 6, Part 1, Paragraph 6.18.2 GA operators, Yes, only if greater than 30 Passengers or 15,000kg.</i></div>
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<i>Annex 6, Part 2, Paragraph 3.6.10</i><br />
<i><br />
</i></div>
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6.<span class="Apple-tab-span" style="white-space: pre;"> </span><b>What considerations exist when shooting an approach at an airport such as Thule Greenland, which is at 76 degrees north latitude?</b></div>
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<i>Ground based navigation facilities are reference to True North vice Magnetic North. Aircraft FMC and Navigation displays need to be re- configured to allow for IFR operations. This is also<span class="Apple-tab-span" style="white-space: pre;"> </span>correct for the Canadian Northern Domestic Airspace.</i></div>
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<i>Canadian AIM Rules of the Air and Air Traffic Services Section 2.0 Para. 2.2.1</i></div>
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<br /></div>
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7.<span class="Apple-tab-span" style="white-space: pre;"> </span><b>Are there any publications that outline the problems associated with operating in countries that are not WGS 84 compliant and how that affects FMS approach procedures?</b></div>
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<i>Several FAA, EASA and ICAO documents require that non WGS- 84 data not be used for approaches with GNSS guidance. Your approved Flight Manual and OEM recommendations are the best place to look for procedures on how to comply with these<span class="Apple-tab-span" style="white-space: pre;"> </span>requirements.</i></div>
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<i>FAA Advisory Circular 90-94 Para.3b and</i></div>
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<i>AC 20-138B. ICAO Annex 10, Vol. 1, Chap. 3.Para. 3.7.3.1.7, AMC 20-27 Para 5.3</i><br />
<i><br />
</i></div>
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8. <b>When entering/exiting oceanic airspaces are your equired to fly over a designated entry/exit point?</b></div>
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<i>Your coordinated oceanic crossing clearance must always show entry and exit of oceanic air space over a designated Oceanic Entry/Exit Point (OEP). In actual flight operations, tactical route clearances may be given by an Air Route Traffic Control Center that could bypass the OEP. In this case this is not a problem. Remember that separation between aircraft is established at the entry point and in order to maintain those separations crews must adhere to the coordinated oceanic crossing clearance.</i></div>
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<i>PANS-ATM Chap. 15, Page 15-7 Para. 15.2.4.1a</i><br />
<i><br />
</i></div>
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9.<span class="Apple-tab-span" style="white-space: pre;"> </span><b>What takes precedent, ICAO documents (PANS, SARPS, Regional Supplementary Procedures) or commercially available products?</b></div>
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<i>ICAO publications and national regulations always take precedence over any commercially available products. The commercial products take their information from these documents and others that may be produced by an ICAO region; however there are some times errors when this information is transcribed. If you want the unadulterated information always go to the source documents</i><br />
<i><br />
</i></div>
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10. <b>Does importing your aircraft into the European Union relieve you</b><span class="Apple-tab-span" style="white-space: pre;"><b> </b></span><b>of Cabotage considerations?</b></div>
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<i>No. Import status is primarily concerned with tax status not Cabotage activity. For example; in the UK a VAT tax is added to the importation fees.</i></div>
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<i>See the EU website </i>www.Europa.EU<br />
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11. <b>When flying from the U.S. to St. Thomas do both pilots have to be type rated?</b></div>
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<i>From the aspect of arrival and destination operations, No. 14CFR 61.55 describes SIC Type ratings. However, once in airspace over the High Seas, Yes both pilots are required to be Type rated. This can be further complicated if an enroute divert is required to a foreign country. This county’s AIP would apply.</i><br />
<i><br />
</i></div>
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12.<b>What is the purpose of Strategic Lateral Offset and where may it be utilized?</b></div>
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<i>SLOP is designed to reduce lateral overlap of aircraft. It should be utilized to keep aircraft from passing directly above or below other aircraft.</i></div>
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<i>PANS-ATM Chap. 15, Para. 15.2.4 Note#3 </i><i> <b><a href="http://rpsiano.blogspot.com/2010/01/randomness-is-good.html">(See my post dated January 26,2010 "Randomness is good!")</a></b></i><br />
<i><br />
</i></div>
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13. <b>Is there a prescribed contingency procedure for position reporting after an aircraft has offset 15 nautical miles from track (course) centerline?</b></div>
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<i>No specific procedures address this issue. Best practice recommendation would be to obtain a new or revised clearance at the earliest possible time.</i></div>
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<i>PANS-ATM Chap. 15, Para. 15.2.2.3</i><br />
<i><br />
</i></div>
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14. <b>Is there a web site where I can access ICAO documents?</b><br />
<b></b><i>Yes, Two specific ones: </i>www.ICAO.Int/ICAO/EN/M_Publications.HTML HTTP://DCAA.SLV.DK:8000/ICAODOCS<span class="Apple-tab-span" style="white-space: pre;"> </span><i>These listed resources may not be current with the latest amendments and changes. Be sure to review these resources for currency before use.</i><br />
<i><br />
</i></div>
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15. <b>When coordinating your oceanic clearance with Shanwick via ORCA are you required to contact Shanwick and provide a voice read back?</b></div>
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<i>No. Unless there is any doubt as to the clearance or downlink capability. In such a case, revert to voice communication.</i></div>
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<i>NAT Operations Bulletin 2010-6 18MAR04</i><br />
<i><br />
</i></div>
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16. <b>How do you determine if a country uses PANS OPS criteria in promulgating straight in approaches and TERPS for promulgating circling procedures?</b></div>
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<i>The specific county’s AIP will explain the design criteria used. Look in the “General” section and the “Aerodrome” sections for confirmation. Jeppesen provides this information in the ATC Section of the J Aids. Look up the country in the Rules and Procedures part and specifically under the Procedures Limitations and Options heading.</i><br />
<i><br />
</i></div>
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17. I<b>f you lose communication with air traffic control should you follow your last clearance or comply with published lost communications procedures?</b></div>
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<i>You should follow the published lost communications procedures published in the AIP for the country or the regional supplementary procedures for the region you are flying in. You may also check the Jeppesen Emergency Section to ascertain lost communications procedures if no other resources are available. If no published procedures can be determined consideration should be given to following ICAO lost communication procedures found in</i></div>
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<i>PANS-ATM Chapter 15 Para. 15.3</i><br />
<i><br />
</i></div>
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18. <b>What constitutes a lost communications situation?</b></div>
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<i>When an aircraft station fails to establish contact with the aeronautical station on the designated frequency, it shall attempt to establish contact on another frequency appropriate to the route. If this attempt fails, the aircraft station shall attempt to establish communication with </i><i>other aircraft or other aeronautical stations on frequencies appropriate to the route. In addition, an aircraft operating within a network shall monitor the appropriate VHF frequency for calls from nearby aircraft. If these attempts fail transmit in the blind. General rules, which are applicable in the event of communication system failure are contained in Annex 2 to the convention.</i></div>
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<i>Annex 10, Volume 2, Para 5.2,2,7</i><br />
<i><br />
</i></div>
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19. <b>Is the operational test of SATCOM for waypoint position (in the NAT) reporting still in place?</b></div>
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<i>No, the operational test has ended. Final approval, by ICAO, to SATCOM voice for routine communications in the North Atlantic Region is pending.</i><br />
<i><br />
</i></div>
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20. <b>When indicating life raft capacity on an ICAO flight plan do I list actual or overflow capacity?</b></div>
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<b>A</b><i><b>ctual capacity.</b></i></div>
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<i>PANS-ATM, Appendix 2, Page A-12</i><br />
<i><br />
</i></div>
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21. <b>How does my company participate in the visa waiver program?</b></div>
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<i>Must have a signed agreement from the Department of Homeland Security. Information on application to participate in the Visa Waiver Program is available from the NBAA Operations Section or through service providers.</i><br />
<i><br />
</i></div>
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22. <b>Is it an issue for two pilots older than the age of 60 to fly together on a Part 91 flight internationally?</b></div>
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<i>This should not be a problem for Part 91 operations as this applies to commercial operations only. FAA operations under Part 135 or 121 would fall under this definition. Keep in mind that some countries may interpret commercial operations differently than ICAO and may still enforce the age 60 standard.</i></div>
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<i>ICAO Annex 1, Chapter 2, Para. 2.1.10.1</i><br />
<i><br />
</i></div>
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23. <b>If departing a location, which is a non-radar environment, and flying in Class II navigation airspace do I climb at an assigned Mach number or aircraft climb profile?</b></div>
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When departing from an airport and climbing directly into Class II Navigation Airspace climb at any assigned speed or if no speed is assigned<i>, use the climb profile. The requirement to maintain assigned Mach number in a climb or descent is generally applied in the enroute segment of flight in a non-surveillance environment where longitudinal separation must be maintained by strict adherence to the assigned Mach number.</i></div>
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<i>PANS-ATM Chap. 6, Para. 6.3.1</i><br />
<i><br />
</i></div>
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24. <b>Is a Part 91 aircraft required to have redundant long-range communications systems when conducting over water flights?</b></div>
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<i>14 CFR 91.511</i><i>a.Radio communication equipment appropriate to the facilities to be used and able to transmit to, and receive from, at least one communication facility from any place along the route:</i></div>
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<span style="font: normal normal normal 14px/normal Helvetica;"><i>1. </i></span><i>Two transmitters </i><span style="font: normal normal normal 14px/normal Helvetica;"><i>2. </i></span><i>Two microphones </i><span style="font: normal normal normal 14px/normal Helvetica;"><i>3. </i></span><i>Two headsets or one headset and one speaker </i><span style="font: normal normal normal 14px/normal Helvetica;"><i>4. </i></span><i>Two independent receivers.</i></div>
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<i>d.Notwithstanding the provisions of paragraph (a) of this section, when both VHF and HF communications equipment are required for the route and the airplane has two VHF transmitters and two VHF receivers for communications, only one HF transmitter and one HF receiver is required for communications</i></div>
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<i>The answer comes down to a point of interpretation. What exactly is meant by the phrase "where both VHF and HF are required"? If that means you must have both VHF and HF coverage throughout the entire route then on a direct crossing you would need two HFs. If it means that you do not need VHF coverage along the entire route then you only need one. On a direct crossing you have about 200 miles of VHF, about 1300 miles of no VHF coverage and then another 200 miles of VHF coverage.</i><br />
<i><br />
</i></div>
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25. <b>When operating in the U.K. the arrival ATIS used the terminology “wet, wet, wet” and other times the terminology was “damp, damp, damp”. What does this mean and where can I find an explanation?</b></div>
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<i>“Damp”= Surface shows a change of color, no surface film. “Wet”=Soaked but, no significant patches of standing water. The repetition (3 times) references the first, middle and last third of the runway.<span class="Apple-tab-span" style="white-space: pre;"> </span>United Kingdom’s AIP, AD 1.1.1 General Conditions</i></div>
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26. <b>Must pilots be trained in order to participate on an international trip?</b></div>
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<i>For Part 91/GA operations, no specific training is required. Part 91 operators are required to be knowledgeable and how that knowledge is attained is their prerogative. As a Part135/Commercial operator, require specific navigation training and procedure training in accordance with their approved training manual.</i></div>
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<i>FAA Order 8900.1 Vol.4, Chap.2, Sect. 2, Para. 4-24</i></div>
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<br />
27. <b>Must pilots have a check ride within the last 12 months to be considered current for international operations?</b></div>
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<i>The PIC is responsible for ensuring the currency of the crew. The state of registry will mandate the specific requirements. This should be sufficient for ICAO.</i></div>
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<i>ICAO Annex 6, Part II, Para. 2.7.2.1</i></div>
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28. <b>What are the medical license requirements for operating internationally?</b></div>
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<i>ICAO Annex 1 states that if a pilot has a commercial rating or an ATP on their pilot license they must be in possession of a valid ICAO 1</i><span style="font: normal normal normal 6.5px/normal Verdana;"><i>st </i></span><i>class medical. For a U.S. operator that means a valid FAA 1</i><span style="font: normal normal normal 6.5px/normal Verdana;"><i>st </i></span><i>class</i></div>
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Questions For 2011 IOC</div>
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<i>medical. Remember ICAO medicals will expire on the date of exam vice the FAA expiration at the end-of-month.</i></div>
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<br />
29. <b>Where and how do you check for RVSM aircraft monitoring compliant for RVSM operations in Europe?</b></div>
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<i>Eurocontrol Website:</i></div>
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http://www.ecacnav.com/RVSM/Height_Monitoring<span class="Apple-tab-span" style="white-space: pre;"> </span>Latest results from HMU’s in Europe can be found here. Search on your registered operator and specific registration number.</div>
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<br />
30. <b>What information should be reported as the next (third waypoint mentioned) waypoint when passing a position report?</b></div>
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<i>Ensuing significant point name only. This is true if the point is compulsory or non-compulsory.</i></div>
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<i>PANS-ATM Chap.4, Para. 4.11.2.1</i></div>
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31. <b>Which Oceanic Control Agencies have the ability to pass the crossing clearance via data link in the North Atlantic Region?</b></div>
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<i>via CPDLC: Gander OCA, Shanwick OCA, Reykjavik OCA, BODO OCA, NEW York OCA, Santa Maria OCA.</i></div>
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<i>GOLD Document, 14JUN10</i></div>
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<i><a href="http://www.paris.icao.int/documents_open/files.php?subcategory_id=%20112">http://www.paris.icao.int/documents_open/files.php?subcategory_id= 112</a></i></div>
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<i>ORCA via VHF Datalink: Gander OCA, Shanwick OCA, Santa Maria OCA</i></div>
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<i>NAT Operations Bulletins #5,#6,#8 http://www.paris.icao.int/documents_open/files.php?subcategory_id= 124</i></div>
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<br />
32. <b>Short of calling a service provider how do you determine which countries would require an over flight permit?</b></div>
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<i>AIP’s from the overflown countries. Search for “Corporate Aircraft Constraints” Jeppeson provides excerpts from these documents in the “Entry Requirements” section.</i></div>
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<br />
33. <b>Europe requires pilots to be trained on RVSM, is this just a one time training requirement or is there a recurrent requirement?</b></div>
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Initial and Recurrent training is required for European ops.</div>
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JAA Temporary Guidance Leaflet #6 Rev1, Appendix 4 http://www.icao.int/icao/en/ro/esaf/RVSM/JAA_TGL6.pdf</div>
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<br />
34. <b>What does the letter J included in block 10 of the ICAO flight mean and what does DAT/SVM in block 18 mean when J is included in block 10?</b></div>
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<i>“J” indicates Datalink onboard and approved for operation. “DAT/SVM” indicates the modes of communication for Datalink operations. In this example Satellite/VHF/SSR Mode S link are available and approved.</i></div>
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<i>PANS-ATM Appdx.2, Page A3-24</i></div>
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<br />
35. <b>How do you determine which countries/regions/airspaces allow the use of Strategic Lateral Offset Procedure, SLOP?</b></div>
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T<i>he Aeronautical Information Publication for a particular country will detail how procedures are applied inside that country’s airspace. ICAO Document #4444, Chapter 15, Para 15.2.4 indicates that SLOP can be applied to enroute Oceanic and remote continental operations. <b><a href="http://rpsiano.blogspot.com/2010/01/randomness-is-good.html">(See my post dated January 26,2010 "Randomness is good!")</a></b></i></div>
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<br />
36. <b>On a conventional SID/STAR/Approach, are the points defining the procedures fly over or fly by points?</b></div>
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<i>The points defining a conventional STAR or SID are Fly Over points. Based on conventional procedure design you would be expected to fly to the point and then start a maneuver. In those case where a lead radial of DME is utilized a Fly-by point could be utilized.</i></div>
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37. <b>What does “uncategorized ILS approach to non-instrument runway” mean when published on a PANS OPS designed approach?</b></div>
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<i>It is an uncategorized ILS Approach because it is to a non-precision instrumented runway, which is defined as an instrument runway served by visual aids and a non-visual aid providing at least directional guidance adequate for a straight in approach. For an ILS approach to be categorized it must be to a Precision approach runway, which is defined as an instrument runway served by ILS and/or MLS and visual aids intended for operations with a decision height not lower than 200 feet and either a visibility not less than 800 meters or a runway visual range not less than 550 meters.</i></div>
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<i>Annex 14</i></div>
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38. <b>How do I locate RVSM monitoring flight information on the FAA web site?</b><br />
The North American Approvals Registry and Monitor<span class="Apple-tab-span" style="white-space: pre;"> </span>Organization, NARARMO. link is:</div>
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WWW.TC.FAA.Gov/ACT500/NIAAB/RVSM/Approvals.ASP Look under International General Aviation “IGA”.</div>
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39. <b>What are the requirements for carrying and using an oceanic plotting chart?</b></div>
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<i>There is no specific regulatory requirement for plotting charts. However,<span class="Apple-tab-span" style="white-space: pre;"> </span>AC 91-70A Para 3.6 Item (6) state the FAA requires crews to use a plotting chart to provide a visual presentation of the intended route. Item (7) states the plotting chart must include, at a minimum:</i></div>
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<span style="font: normal normal normal 10px/normal 'Courier New';">o<span class="Apple-tab-span" style="white-space: pre;"> </span></span><i>The route of the currently effective ATC clearance; </i><span style="font: normal normal normal 10px/normal 'Courier New';">o<span class="Apple-tab-span" style="white-space: pre;"> </span></span><i>Clearly depicted waypoints using standardized symbology; and </i><span style="font: normal normal normal 10px/normal 'Courier New';">o<span class="Apple-tab-span" style="white-space: pre;"> </span></span><i>Ten-minute plotted positions after passing each oceanic</i></div>
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<i>waypoint, including coordinates, time, and graphic depictions of all ETPs.</i></div>
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40. <b>How many aircraft within a fleet must have completed a RVSM monitoring flight to satisfy the European requirement?</b></div>
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<i>Group 1 approved and indicates data indicates RVSM compliant, </i><span style="font: normal normal normal 10px/normal 'Courier New';">o<span class="Apple-tab-span" style="white-space: pre;"> </span></span><i>2 Aircraft per fleet</i></div>
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<i>Group 2 approved with insufficient data or Revs compliance, </i><span style="font: normal normal normal 10px/normal 'Courier New';">o<span class="Apple-tab-span" style="white-space: pre;"> </span></span><i>60% or airframes</i></div>
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<i>Non group aircraft, 100% of airframes</i></div>
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http://www.ecacnav.com/content.asp?PageID=65 The State of the Operator that has issued an RVSM approval to an operator shall establish a requirement which ensures that a minimum of two aeroplanes of each aircraft type grouping of the operator have their height-keeping performance monitored, at least once every two years or within intervals of 1,000 flight hours per aeroplane, monitoring of that aeroplane shall be accomplished within the specified period.</div>
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<i>ICAO Annex 6, Part I, Para. 7.2.7, Part II Para. 2.5.2.7</i></div>
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41. <b>What is a Journey Log Book?</b></div>
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<i>A Journey Log Book shall be maintained in respect of every aircraft engaged in international navigation. In this log shall be entered particulars of the aircraft, crew and each journey. Recommended items are aeroplane nationality, registration, date, crew names and duty assignments, departure and arrival times and points, purpose and observations of the flight, PIC signature.</i></div>
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<i>ICAO Article 29, 34 ICAO Annex 6, Part 1, Paragraph 11.4 ICAO Annex 6, Part 2, Paragraph 2.8.2</i></div>
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42. <b>How does a U.S. operator satisfy the requirement for a Journey Log Book according to the FAA?</b></div>
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<i>The term logbook in this context means a navigation log and/or plotting chart that may be kept in the form of electronic data. This</i></div>
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<i>record should be maintained for 6 calendar-months following the flight.</i></div>
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<i>FAA Order 8900.1 Vol 4, Chap. 12, Para. 4-1299 c</i></div>
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43. <b>How do I determine if a country is WGS 84 compliant?</b></div>
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<i>The specific country’s AIP will list this information. An FAA approved source for this information may be found at: </i>http://www.jeppesen.com/company/publications/wgs-84.jsp</div>
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44. <b>What is the difference between the RNAV Specification and the RNP Specification for airspaces based on Performance Based Navigation?</b></div>
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<i>RNAV specifies navigation accuracy only. RNP specifies navigation accuracy, alerting and monitoring</i></div>
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<i>ICAO Doc# 9613, “Executive Summary”</i></div>
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45.<b> How is the difference between indicated and true Mach determined?</b></div>
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<i>There should be a table or chart in your AFM, which will allow you to compute the correction factor to be applied.</i></div>
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46. <b>When are passengers entering the United States on a Part 91 flight required to have a visa?</b></div>
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<i>US Citizens do not require a visa. Non-US citizens always require a visa unless the company that operates the aircraft is a participant in the visa waiver program and the passenger is a resident of a country that is listed on the approved list by CBP. The Visa Waiver Program (VWP) and The Electronic System for Travel Authorization (ESTA) is what we are speaking of here. Frequently Asked Questions about the Visa Waiver Program and the Electronic System for Travel Authorization</i></div>
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<i>http://www.cbp.gov/xp/cgov/travel/id_visa/business_pleasure/vwp/</i></div>
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47. <b>Are crew members who are not U.S. citizens but have a green card required to have a visa for entry into the U.S. on the aircraft they are flying?</b></div>
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An Alien Registration Card aka Green Card is proof of Permanent US Residence so a US visa is not required and they may enter and depart the US with their passport and ARC.</div>
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48. <b>What is the meaning of listing airport elevation in hPa on some Jeppesen approach plates?</b></div>
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<i>it is just another way of providing field elevation. There is a table that provides a conversion of hPa to feet. In reality it is the difference between a QNH and a QFE altimeter setting in hPa at an airport.</i></div>
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<i>Jeppesen Introduction Section, Page #103</i></div>
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<i><br />
</i><br />
<i>49. </i><b>Are there fuel remaining requirements from and Equal Time Point to the diversion airport?</b></div>
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<i>There are no regulatory requirements for fuel remaining at ETP<span class="Apple-tab-span" style="white-space: pre;"> </span>of oceanic/remote diversion airports. Commercial operations or Extended Range (ETOPS) do have specific planning requirements.</i></div>
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<i>AC 91-70a and AC 120-42b, UK CAP 513</i></div>
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50. <b>What are the requirements to become approved for RNP-4?</b></div>
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<i>Long-range navigation systems must be capable of RNP-4 navigation, meaning the systems must meet the 4 NM accuracy requirement, provide alerting and monitoring for the LOA/OpSpec to be issued.</i></div>
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<i>PBN-BASED RNP 4 JOB AID, 5/6/09 FAA Order 8400.33, 9/15/05</i></div>
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51. <b>Where in the world does RNP 4 airspace exist?</b></div>
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<i>RNP-4 is used in support of 30/30NM separation in the SOPAC. FAA Order 8400.33, 9/15/05</i></div>
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52. <b>Does a Part 91 operator require a LOA or specific training to conduct operations in the Polar region?</b></div>
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<i>No LOA or specific training is required for a Part 91 operator to conduct Polar operators. However, specific navigation authorization is required for commercial operators.</i></div>
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<i>FAA Order 8900.1 Vol.4, Chap.1, Sec.2, Para 4-24</i></div>
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53.<b>Where in Annex 6 does it state that an ELT must operate on 406 MHz?</b></div>
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<i>ICAO does not have a requirement for a specific ELT transmitter. Annex 6 describes how many and if automatic or not, Annex 10 describes specifications for the actual transmitter. An individual</i></div>
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<i>country’s AIP will state the requirement for Either 121.5 or 406MHz transmitters.</i></div>
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<i>ICAO Annex 6, Part I, Para. 2.4.12 ICAO Annex 10 Volume III, Part II, Chapter 5.</i></div>
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54.<b>Do the North Atlantic Region lost communications procedures apply in the WATRS Plus airspace?</b></div>
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<i>Yes, the Western Atlantic Area is still a part of the North Atlantic Region</i></div>
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55. <b>Where would you look for the route information if cleared on the following clearance in Canadian Airspace, FOXXE N26A SPOTE N28A MT N32A SSM?</b></div>
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<i>This is a combination of three different North American Routes. The route information is published in the FAA’s Northeast Airport and Facilities Directory or the Canadian Flight Supplement. They are also published in the Jeppesen Atlantic Airway manual Enroute Section.</i></div>
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56. <b>Is TCAS II with software change 7 a part of the required equipment for operating in RVSM airspace?</b></div>
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<i>No. TCAS/ACAS equipage requirements are a function of what country’s airspace you are operating in.</i></div>
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<i>AC 91-85, FAA Order 8900.1 Vol.4, Chap.10, Sec.12 ICAO Document #9574.</i></div>
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57. I<b>s it possible to do CPDLC with AFIS?</b></div>
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<i>No. These are two separate and distinct communication protocols.</i></div>
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<i>Global Operational Datalink Document (GOLD), Chap.3, Para 3.1</i></div>
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58. <b>Can I pass position reports via AFIS?</b></div>
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<i>No, it is not a SARPS compliant system.</i></div>
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59. <b>Are there still RVSM transition areas in existence?</b></div>
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<i>Yes. For example RVSM transition airspace is used exiting the NAT into Europe.</i></div>
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http://www.ecacnav.com/RVSM</div>
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60. <b>When accomplishing a position assurance check FMS position should be checked against what navigation sources?</b></div>
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<i>Ground Based NAVID such as a VOR/DME or a RADAR position plot from ATC.</i></div>
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<i>AC91-70a, Chap.10 and NAT Doc. 007 Para. 8.4.9</i></div>
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61.<b> Is the FAA first class medical valid for 12 months, if under the age of 40 in international operations?</b></div>
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<i>Yes, this is correct, for a commercial pilot or a pilot holding an airline transport license the medical is valid for 12 months from the date of the medical examination.</i></div>
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<i>ICAO Annex 1, Amdt#168 Para 1.2.5.2</i></div>
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62. <b>Where do I look for specific lost communications procedures for individual States?</b></div>
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<i>Country specific procedures can be found in the Aeronautical Information Publication for that country. Jeppeson reprints</i></div>
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<i>portions of these documents for easy reference in the “Emergency” section.</i></div>
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63. <b>If an aircraft is registered in the Isle of Man but based in United States what are some of the operating issues that will have an influence on registration and ownership including EASA, JAR-OPS 2, FAA oversight, RVSM, MNPS, MEL and crew certification and training?</b></div>
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<i>Isle-of-Man requires a person to have IOM, UK or EEA states citizenship, or reside, or have a place of business in Isle-of-Man.</i></div>
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<i>No insurance premium tax (UK6%), “M” registration numbers.</i></div>
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<i>The aircraft cannot be used for commercial air transport. Do provide airspace approvals (valid for 3 years)</i></div>
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<span style="font: normal normal normal 10px/normal 'Courier New';">o </span><i>RVSM </i><span style="font: normal normal normal 10px/normal 'Courier New';">o </span><i>MNPS </i><span style="font: normal normal normal 10px/normal 'Courier New';">o </span><i>RNAV </i><span style="font: normal normal normal 10px/normal 'Courier New';">o<span class="Apple-tab-span" style="white-space: pre;"> </span></span><i>Cat II/Cat III Approaches </i><span style="font: normal normal normal 10px/normal 'Courier New';">o<span class="Apple-tab-span" style="white-space: pre;"> </span></span><i>London City Airport steep approach airspace approval</i></div>
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<i>Aircraft Radio License (valid for one year) Flight Crew License Validations (valid for one year) Maintenance Program Approval Document</i></div>
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<i>Operational requirements including Maintenance and training would have to be to US standards</i>.</div>
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<i>Isle</i>-of-Man, Civil Aviation Authority http://www.gov.im/ded/isleofmancivilaviationadministrationcaa.xml <i>14CFR, Part 91, Subpart, H</i></div>
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64.<b> As an American operator are you allowed to execute RNAV (GNSS) approaches?</b></div>
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<i>Yes, GNSS is the generic term for what US operators know as GPS.</i></div>
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<i>AC 90-94</i></div>
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65.<b> Can a Part 91 operator use the Polar routes from the U.S. to China and Russia?</b></div>
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<i>Yes. FAA Order 8900.1 Vol.4, Chap.1, Sec.2, Para 4-24</i></div>
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66. <b>Is CPDLC required to fly the Polar routes?</b></div>
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<i>No. HF is the normal means of long distance communication.</i></div>
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<i>AC 91-70A, Chap.14</i></div>
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67. <b>What are the SMS requirements pertaining to an N registered aircraft operating under Part 91 based outside the United States?</b></div>
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<i>Commercial or Private operations, the individual state you are operating in and registered in will publish requirements for SMS. This will be published in their AIP.</i></div>
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68. <b>Why is it important to have average magnetic heading available to you on your master document?</b></div>
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<i>This will be required in the case of failure of the LRNS. The average magnetic heading at the waypoints will vary enough to<span class="Apple-tab-span" style="white-space: pre;"> </span>make course correction impossible. A mid-point average will make use of a Rhumb line for navigation and will dampen the errors.</i></div>
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<i>AC 91-70a, Chap.10, para. 10.3</i></div>
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69.<b> Is there a way to validate routing in Europe through EuroControl?</b></div>
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<i>Yes. This is done thru the Route Availability Document. Found on Euro control’s Network Operations Portal. One will need to compare the proposed route to the routes listed in the RAD. A fee based portion of this website provides for an automatic feature to this operation.</i></div>
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https://www.cfmu.eurocontrol.int/PUBPORTAL/gateway/spec/index.ht ml</div>
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70. <b>If executing published contingency procedures in an oceanic airspace is it necessary to submit an Assigned Altitude Deviation Report?</b></div>
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<i>Yes. Anytime you deviate from your altitude clearance including TCAS/ACAS turbulence or contingency events 300ft or more an</i></div>
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<i>Altitude Deviation Report Form should be filed. This form is found in NAT Document 007, Attachment 2</i></div>
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71. <b>Where is the requirement to have two sets of corrective lens when operating internationally?</b></div>
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<i>Only for near vision correction. ICAO Annex 1, para. 6.3.3.4.1 An individual country’s AIP may differ from this requirement.</i></div>
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72. <b>When an aircraft is imported into the European Union how long is that importation valid for?</b></div>
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<i>Six Months for Temporary, Permanent, until you sell the aircraft. UK Customs and Revenue Website: http://customs.hmrc.gov.uk/channelsPortalWebApp/channelsPortalWebApp</i><i>.portal?_nfpb=true&_pageLabel=pageLibrary_ShowContent&id=HMCE_CL_ 000237&propertyType=document</i></div>
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73. <b>What are 6 digit short codes and how do I utilize them?</b></div>
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<i>The 6-digit numbers are a security feature. Currently only those aircraft equipped with INMARSAT will be able to complete the telephone connection. OEM operating instructions will give specific dialing instructions.</i></div>
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Contact numbers and procedures are published for many of the ATS agencies.</div>
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74. <b>What are the navigation system accuracy requirements when operating above or below MNPS airspace in the North Atlantic Region?</b></div>
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<i>MNPS airspace extends from FL285 up to FL420, inclusive. MNPS places an accuracy and redundancy into the navigation specification. Above or below MNPS redundancy is the only requirement. However, deviations of 25NM or more are still defined as a Gross Navigation Error.</i></div>
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<i>http://www.faa.gov/air_traffic/publications/notices/ 14CFR 91.511, NAT Doc #007</i></div>
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75. <b>Are there time limits associated with IRS operation in various airspaces and when does the clock start for any existing time limits?</b></div>
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<i>Yes. RNAV-10 (RNP-10) airspace operations places a time limit on INS operations. This begins from the moment the LRNS is place into “NAV” or is last updated via GNSS, DME/DME, VOR/DME or manually.</i></div>
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<i>FAA Order 8400.12b, para. 13</i></div>
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76. <b>Is it possible to receive a North Atlantic oceanic crossing clearance via data link if sitting on the ground at an airport close to the oceanic boundary?</b></div>
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<i>Yes. If less than 45mins to the OEP, request datalink (RCL) clearance 10mins prior to engine start-up.</i></div>
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<i>NAT Operational Bulletin, #2010-008</i></div>
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77. <b>Where can I find conversion charts that could typically be used in international flight operations?</b></div>
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<i>ICAO Annex 5 Jeppeson “Tables and Codes” section.</i></div>
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78. <b>Where can I find AFTN addresses for any airport worldwide to file flight plans?</b></div>
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<i>ICAO Annex 10, chap. 4 explains that the AFTN address is the ICAO four-letter identifier with a suffix for the particular office associated with the aerodrome.</i></div>
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79. <b>I’ve heard that the SLOP program is suspended, or no longer recommended. Is this correct, and is there a document reference?</b></div>
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<i>NO. Strategic Lateral Offset is an ongoing procedure for remote and oceanic airspace.</i></div>
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<i>It is described in ICAO Doc#4444, chap. 15 </i><i> <b><a href="http://rpsiano.blogspot.com/2010/01/randomness-is-good.html">(See my post dated January 26,2010 "Randomness is good!")</a></b></i><br />
<i><br />
</i></div>
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80. <b>When do you leave a Flight Level for and Altitude?</b></div>
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<i>The change from Flight Level to Altitude is made at the Transition Level in descent.</i></div>
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<i>ICAO Doc.#8168, Sec3, Chap.4, Para 2.1.4</i></div>
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81.<b> What needs to be onboard the aircraft to document that an SMS program is in place?</b></div>
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<i>IBAC is issuing true and Certified copies of a company IS-BAO Certificate of Registration to be carried on the plane</i></div>
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<i><br />
</i><br />
<i>82. </i><b>Are there any issues to be aware of when operating in the international environment on a temporary airman certificate?</b></div>
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<i>ICAO Annex 1 has no specific limitation. Individual countries may have different limitations published in their AIP</i><span style="color: #1101ff;"><i>.</i></span></div>
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83. <b>What is a Load Classification Number (LCN)? Where do I find information on it?</b></div>
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<i>PCN/Pavement Classification Numbers are the current ICAO<span class="Apple-tab-span" style="white-space: pre;"> </span>terms. LCN/ Load Classification Numbers are obsolete ICAO terms. These numbers are published in the country’s AIP in the Airport and Facilities section for a particular aerodrome. You will also find this information in the front of the airport section in Jeppesen</i></div>
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84.<b> Where can I find the requirements for squawking 2000 when operating in the NOPAC system?</b></div>
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<i>The FAA’s Alaskan or Pacific Supplement.</i></div>
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85. <b>Is there a requirement to save the NOTAMS associate with an international trip for six months?</b></div>
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<i>No. A Journey Log Book shall be maintained in respect of every aircraft engaged in international navigation. In this log shall be entered particulars of the aircraft, crew and each journey. Recommended items are aeroplane nationality, registration, date, crew names and duty assignments, departure and arrival times and points, purpose and observations of the flight, PIC signature.</i></div>
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<i>ICAO Article 29, 34 ICAO Annex 6, Part 1, Paragraph 11.4 ICAO Annex 6, Part 2, Paragraph 2.8.2 FAA Order 8900.1, Volume 4, Chapter 12, Paragraph 4-1299</i></div>
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86. <b>Is there any specific PRNAV LOA required for PRNAV arrivals and departures for the different European countries?</b></div>
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<i>No. One LOA will cover the whole of EU Airspace.</i></div>
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<i>AC 90-96a</i></div>
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87. <b>When did the changes to General Oceanic Contingency procedures become effective?</b></div>
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<i>Amendment #2 to ICAO Doc#4444 went into effect 19NOV09</i></div>
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<br /></div>
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88. <b>Is the use of the English language for aviation communication mandated by ICAO? If so where is that documented?</b></div>
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<i>ICAO Annex 1, proficiency standards are contained in Appendix 1</i></div>
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89.<b> What approvals do I need to operate in Russian airspace?</b></div>
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<i>The Russian International AIP describes the needs for over flight and landing permits. US International NOTAMS describe the US permitting requirements.</i></div>
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90. <b>While operating my BBJ how do I know that an ADS C contract has been established?</b></div>
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<i>Specific FMC’s may vary; look for the “ATC LogOn” page. On this page find the “ADS” line select key. Find the “Active” prompt there. This is the indication of at least one active ADS contract. The parameters of the contract can be found on “Page 2” of the “ATC LogOn” page.</i></div>
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91. <b>Where can I find an explanation of the forecast shear on my computer flight plan?</b></div>
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<i>AC 00-45g Aviation Weather Services or your weather services provider.</i></div>
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92. <b>Where can I find information relative to using the North Atlantic European Route Scheme and where are the routings published?</b></div>
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<i>This is done thru the Route Availability Document. Found on Euro control’s Network Operations Portal. From the link below, look in the lower left corner of the page, under “Route Availability Document”</i></div>
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https://www.cfmu.eurocontrol.int/PUBPORTAL/gateway/spec/index.ht ml</div>
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<br />
93. <b>Where do I find information relative to standard phraseology to be used in international aviation?</b></div>
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<i>PANS-ATM Chapter 12, Section 12.3 ICAO Annex 1, Appendix 1 ICAO Document 9432 – Manual of Radiotelephony</i></div>
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94. <b>On which flights should the Master Document be saved and entered as part of the Journey Logbook?</b></div>
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<i>Any flight past the 12NM limit of any coastline is to be considered ICAO international airspace.</i></div>
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<i>14CFR 91.703, ICAO Annex 2</i></div>
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<br />
95. <b>Do I have to know where the nearest SAR facility is on every international flight?</b></div>
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<i>Operators shall ensure that the pilot has onboard especial information concerning the Search and Rescue services in the area over which the aeroplane will be flown. International airspace.</i></div>
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<i>ICAO Annex 6, Part 1, Chap.3, Para 3.1.7</i></div>
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<br />
96.<b> Where is the bottom line for international procedures, ICAO or the country I’m flying in?</b></div>
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<i>The country whose airspace you are flying in has complete sovereignty over the airspace above its territory. ICAO provides a set of standard and recommended practices that they may choose to accept as a whole or only specific parts.</i></div>
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<i>14CFR 91.703, ICAO Article 1</i></div>
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<br />
97. <b>How long does a SAFA check take to complete?</b></div>
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<i>Usually no more than one hour. Inspectors are instructed to take all reasonable measures to not delay the aircraft unreasonably.</i></div>
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<i>AR Gen. 435</i></div>
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<br />
98. <b>What special training or checkride do I need to fly international as a Part 91 operator?</b></div>
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<i>None, you are not required to train, you are only required to be knowledgeable. How you get that knowledge is up to you.</i></div>
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<i>FAA Order 8900.1 Vol.4, Chap. 1, Sec.2, Para 4-24</i></div>
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<i><br />
</i><br />
<i>99. </i><b>Is there a prescribed contingency reporting procedure for reporting a 15NM off-set?</b></div>
<div style="font: 10.0px Verdana; margin: 0.0px 0.0px 0.0px 0.0px;">
<i>No, there is no prescribed reporting procedure, however you should contact ATC and advise them of the action taken and request an amended clearance as soon as possible.</i></div>
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<i>ICAO Doc#4444, Chap. 15, Section 15.2</i></div>
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<br />
100. <b>What radiation hazards exist when operating at the altitudes that we fly at?</b></div>
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<i>There are significant risks to humans at higher flight levels. These risks are details in a DOT report DOT/FAA/AM-03/16 and AC 120-61A</i></div>
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<br />
101. <b>Where can I find information about “Space Weather” and radiation?</b></div>
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<i>From the NOAA Space Weather Prediction Center at: </i>http://www.swpc.noaa.gov/ <i>or by calling their ATIS broadcast at 303-497- 3235</i></div>
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<br />
102. <b>Regarding FDM (Flight Data Monitoring) in Europe. A French SAFA inspector required my aircraft to have a DFDR and a FDM. Is this required for N registered airplanes to have a FOQA ?</b></div>
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<i>As of this writing, Annex 6 Part II International General Aviation, including the Amendment 29, finds no standard or recommendation</i></div>
<div style="font: 10.0px Verdana; margin: 0.0px 0.0px 0.0px 0.0px;">
<i>regarding Flight Data Analysis. In Part I the Flight Data Analysis requirement is a part of the Safety Management System implementation. The only operators that are currently required to have this program (as a part of an SMS) are commercial operators like Part 135. These operators have been denied a charter permit when they didn't have a Flight Data Analysis program in place.</i><br />
<i><br />
</i><br />
<div style="text-align: center;">
<i><span class="Apple-style-span" style="font-family: Helvetica; font-size: small; font-style: normal;"><a href="http://www.nbaa.org/member/events/ioc/2011/presentations/20110323-faqs-tuten.pdf">http://www.nbaa.org/member/events/ioc/2011/presentations/20110323-faqs-tuten.pdf</a></span></i></div>
<i><br />
</i></div>
<div style="font: 10.0px Tahoma; margin: 0.0px 0.0px 0.0px 0.0px;">
<b>* The FAQ handout from last year has been updated with additional questions and answers compliments of the Air Training International staff *</b></div>
<div>
<b><br />
</b></div>Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com11tag:blogger.com,1999:blog-6767290815195701188.post-23199091005412531612011-04-27T12:58:00.000-07:002011-07-09T17:52:51.650-07:00iPad 2 readability in cockpit with bright sunlight not good enough for me<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody><tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-TF8urh0PkHs/Tbh27-7726I/AAAAAAAAAbs/7-uizmwbu_k/s1600/ipad-2-review-07.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="http://2.bp.blogspot.com/-TF8urh0PkHs/Tbh27-7726I/AAAAAAAAAbs/7-uizmwbu_k/s320/ipad-2-review-07.jpg" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><span class="Apple-style-span" style="font-size:large;">iPad - 2 not good enough for me</span></td></tr></tbody></table>Well, after reading all the hoopola about the iPad 2 using aviation applications, as well as watching a group of my friends showing their iPads to one another during lunch at the restaurant at Sky Manor Airport (N40) with so much enthusiasm, I got out my American Express card and ordered one. I got the black 32 GB AT&T verison with 3G plus WiFi. The total charge was $780.00.<br />The AT&T version is compatible with the cell phone systems in Europe but the Verizon one is not.<br />After waiting two weeks for its arrival, I opened it up with lots of anticipation. My first effort to get it up and running required me to set up a new AT&T data account. I chose the option offered of 250 mb for $14.99 per month. This took me an hour to make happen. I had some difficulty adjusting to the new touch screen keyboard and I made many typing errors including mis-spelling the name of the street I lived on 4 different times. This was the main reason it took me an hour to create the account.<br />The keyboard will<span class="Apple-style-span" style="font-family:arial;"> </span><span class="Apple-style-span" style="font-family:georgia;">not accept touch typing as a normal keyboard will do and the effort I spent to become able to touch type as a sophomore in high school is wasted with the iPad 2.<br />The fact that the iPad 2 had a 3g connec</span>tion capability meant I could connect to the internet while at my hangar at the airport. This was a big plus for me as I spent quite a bit of time at my hangar these days.<br />I had talked about the iPad with a couple of friends of mine who got the first version more than a year ago. Not one of them mentioned the difficulty in reading it in bright sunlight. I guess they never tried do that in their use of their iPads.<br />If you have an iPad, how do you live with the unreadability issue?<div>(UPDATE July 9, 2011) Apparently what I want is a display with a minimum of 1000 nits. What is a nit? <span class="Apple-style-span" style=" line-height: 16px; font-family:arial, sans-serif;"><span class="Apple-style-span" style="font-size:medium;">A </span><em style="font-weight: bold; font-style: normal; "><span class="Apple-style-span" style="font-size:medium;">NIT</span></em><span class="Apple-style-span" style="font-size:medium;"> is a measurement of light in candelas per meter square (Cd/m2) For an LCD monitor it is </span><em style="font-weight: bold; font-style: normal; "><span class="Apple-style-span" style="font-size:medium;">brightness</span></em><span class="Apple-style-span" style="font-size:medium;"> out of the front panel. </span></span><span class="Apple-style-span" style="font-size:medium;"> The specs for the iPad 2 reveal its maximum brightness is only 350 nits.</span></div>Captain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com6tag:blogger.com,1999:blog-6767290815195701188.post-88830961769751037202011-04-09T08:49:00.000-07:002011-04-09T08:51:35.877-07:00Comments to my Blog now possible for anyoneAs of today, I just enabled anyone to leave comments to my posts. Sorry for those of you who struggled to leave a comment in the past, but were not successful. I just discovered how to make it possible for anyone to leave them and have modified the blog to make it possible.<br />
Go ahead and leave a comment or two or three...<br />
Thanks!<br />
DickCaptain Richard P. Sianohttp://www.blogger.com/profile/08961486631424715626noreply@blogger.com3tag:blogger.com,1999:blog-6767290815195701188.post-6337393651524955942011-03-19T19:08:00.000-07:002011-03-19T19:10:03.201-07:00Pictures of renovated TWA Terminal 5 at JFK courtesy of the New York Times Magazine<div class="separator" style="clear: both; text-align: center;"><a href="https://lh4.googleusercontent.com/-brE646hT1RY/TYVXpCHWZ3I/AAAAAAAAAaY/FtZw1mmEOcw/s1600/Screen+shot+2011-03-19+at+9.23.24+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="200" src="https://lh4.googleusercontent.com/-brE646hT1RY/TYVXpCHWZ3I/AAAAAAAAAaY/FtZw1mmEOcw/s320/Screen+shot+2011-03-19+at+9.23.24+PM.png" width="320" /></a></div><br />
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