I am building my own ATC simulator and for that purpose I need to include several instrument procedures. I have a problem with that particular one:
My problem is on KEA transition, the leg between "RDL 256 KEA" and "RDL 192 ATV" how should the transition be encoded in terms of ARINC-424 path terminator sequences.
Specifically it's the turn from the one leg to the other that bothers me: "RDL 256 KEA" seems to terminate on either 27 DME KEA or RDL 187 ATV. But then what? There is a 20 DME ATV on the next leg that spoils everything. CD (or Course to DME) is not a specific route over the ground so the previous turn won't be able to intercept it. I could either omit the CD part or insert another CR (course to radial) before the CD leg but then I'm not doing what the map says, I improvise. So my question is am I conceiving this wrong, or the IAC is ambiguous in this particular point?
So you fly the KEA transition like this:
As egid said, RDL 187 ATV is a lead radial which is a radial used only to tell you when to start a turn.
As far as 20 DME ATV, it is actually only used for the PELAG transition so you can ignore it in this case.
I am building my own ATC simulator and for that purpose I need to include several instrument procedures. I have a problem with that particular one: My problem is on KEA transition, the leg between... 256 KEA" seems to terminate on either 27 DME KEA or RDL 187 ATV. But then what? There is a 20 DME ATV on the next leg that spoils everything. CD (or Course to DME) is not a specific route over the ground so the previous turn won't be able to intercept it. I could either omit the CD part or insert another CR (course to radial) before the CD leg but then I'm not doing what the map says, I improvise
So the LOC/DME-E approach to KASE lists for the missed approach course to use the I-PKN localizer, but then there's a note 'course outbound is normal sensing'. Does that mean that in effect, this particular LOC is installed 'backwards' so when flying away from it you get normal indications? How common is this? Only for LOC-defined missed approaches?
I have a question regarding this Missed Approach Procedure Im in my final approach segment and reach DME 1.1 and the runway is not in sight so I start my Missed approach, how should it be executed? Since I have to hold I'd start a tear drop entry turning to heading 125° and then left turn intercepting 275° course inbound. This option sounds viable to me I first do a right 360° as charted (???) and going to the VOR and then starting probably a parallel entry into the hold. This doesn't sound viable to me Textual description is also clear about that 360° If it 1.) why would they chart
miles from WOKOL bearing approximately 320), and I had been cleared to WOKOL for the RNAV 36. I am assuming ATC did not explicitly tell me to do a procedure turn. What am I supposed to do when I get to WOKOL? The plate says NoPT, which is obviously a mistake. Do I still fly the course reversal? Do I whip into a 150 degree left turn over WOKOL as illustrated? Here are some relevant passages... when it is not required by the procedure, but must inform air traffic control and receive clearance to do so. If an instrument plate contains errors, am I still required to comply with them?
I know aircraft commonly have rotary actuators to extend and retract the flaps. I am not sure how many but I think I read two per flap on a 747. My question is what is the result if one actuator fails? I don't know if more then one needs to fail in order for a flap not to extend or retract. I am mostly wondering if could cause an aircraft turn-back because somebody told me it could. However... to landing that would be the other scenario and am not sure what the worst impact on a pilots ability to land would be (assuming one failed unit would prevent a flap extension?). Any experienced pilot
plane was fine, and I can't find any Part 61 regulations that are specific to experience in one make/model aside from adding an experimental aircraft as part §61.63(h)(1), which is what I assume the box is really for. Of course I'd rather test in my more-experienced plane, but I'm asking specifically for regulations here if Plan A falls through. Are there any regulations or headaches that I...I'm a student pursuing a US Private Pilot License, and recently scheduled my checkride. I've been training in a 1981 Piper Warrior (PA-28-161), but if its annual goes sour I may have to take my
So every once in awhile I see an article talking about the air traffic control strikes in Europe like this one: European air traffic controllers to strike. How does this affect me if I am flying to Europe? Do they just close the doors and all airspace becomes uncontrolled airspace? I'm guessing not, but that's what I envision when I hear that! What happens if they go on strike while I'm over the ocean on my way there?
, this again seems to be a not so huge problem. Maintenance and manufacturing is again fairly specialised and restricted to a smaller number of companies as compared to the general case. What...This is a followup to What is the measurement system used in the aviation industry? and related to this question from History. I can understand the arguments as to why adoption of SI units would not make sense for the general population, but aviation is a specialised business. All professionals are highly trained, and would (should) be well versed in both systems anyways, so the transition would
instruction acknowledgement? (Other than read back?) Is it possible that the reply is somehow on a different frequency? Is this just a problem with LiveATC? (One theory is that A/C leaves receiver coverage area...I enjoy tracking air traffic at my local KORD. I listen on LiveATC and use my private virtual radar setup to get "real-time" traffic info. I understand which instructions need to be read back by the pilots per this question however on more than one occasion I don't hear read back on critical vector info on departure, despite the visual confirmation of instruction (pilot making proper vector
are two examples of situations where it would be very useful, and both are real life clearances that I have gotten multiple times: Example 1 - KASE Clearance: N1234, Cleared for the VOR/DME-C... Runway 6 Circle Runway 1 Approach, cleared to land runway 1 If I fly the ILS (localizer and glideslope) until reaching circling minimums, especially in a category C or D airplane and with this runway layout, it will take a lot of room to turn right for a base leg to runway 1 and then turn back left to intercept final and lose the required altitude. Could you start the circle a little sooner