My morning

bLizZuE

bLizZuE

Calling for engine starts en français
7 am departure from Torreon, Mexico. Departure procedure via outbound radial to 7 DME then join the 10 DME arc. Hand flew with reference to the VOR using the RMI for the arc.

Joined the outbound radial just in time to see the sun rise over the mountains.

I. Love. My. Job.
 
bLizZuE said:
7 am departure from Torreon, Mexico. Departure procedure via outbound radial to 7 DME then join the 10 DME arc. Hand flew with reference to the VOR using the RMI for the arc.

Joined the outbound radial just in time to see the sun rise over the mountains.

I. Love. My. Job.
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Done that very departure. The only thing that sucks about it is the 0430 van in the morning. Sounds like you lucked out with a nice "late" show. :beer:
 
bLizZuE said:
7 am departure from Torreon, Mexico. Departure procedure via outbound radial to 7 DME then join the 10 DME arc. Hand flew with reference to the VOR using the RMI for the arc.

Joined the outbound radial just in time to see the sun rise over the mountains.

I. Love. My. Job.
Click to expand...
Is there another way to do it? (And don't say turn twist time tuck or whatever that madness is.)
 
SpiraMirabilis said:
Is there another way to do it? (And don't say turn twist time tuck or whatever that madness is.)
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The RMI is the easiest way to do it! I don't know how Eagle works, but XJT wouldn't allow us to use magenta needles for that type of departure. Had to be green needles (i.e., raw VOR data). You could always have the NFP keep track of the magenta needles on his side, though. The PF had to be in green.
 
I also don't know what these fuschia needles or forest green needles mean. I've only flown turboprops mang! The most advanced instrument on the Dash-8 was a mechanical flight director. I assume one means RNAV / FMS and the other doesn't though. I wonder why they won't let you fly the arc RNAV. Would that be too accurate for them? ;)
 
SpiraMirabilis said:
Is there another way to do it? (And don't say turn twist time tuck or whatever that madness is.)
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If the DME increases, turn another 10 or so towards the station. If it gets smaller, stay on your heading until it increases again.

Wash rinse repeat.
 
KSCessnaDriver said:
Use the magenta line? :D
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1FD2, Heading push, NAV, A/THR, Levers climb, AP1 :bandit:

I also don't know what these fuschia needles or forest green needles mean. I've only flown turboprops mang! The most advanced instrument on the Dash-8 was a mechanical flight director. I assume one means RNAV / FMS and the other doesn't though. I wonder why they won't let you fly the arc RNAV. Would that be too accurate for them?
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Until my instrument rating I didn't fly an airplane with RNAV. Now I can't get away from them...

I think there's a certain amount of en-route safety you can get from being a little (smidge) off route centerline...the fanatical precision of GPS might actually be less safe for the enroute environment—very good at converting near misses into hit.
 
SpiraMirabilis said:
I also don't know what these fuschia needles or forest green needles mean. I've only flown turboprops mang! The most advanced instrument on the Dash-8 was a mechanical flight director. I assume one means RNAV / FMS and the other doesn't though. I wonder why they won't let you fly the arc RNAV. Would that be too accurate for them? ;)
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Generally white/pink/fuchsia is long range (RNAV/GPS) and green is short range (VOR) nav. For us, unless the procedure is built into the FMS database (ie, a VOR approach that has an overlay or an RNAV departure) we can't fly anything that requires navigation using long range. The departure out of DCA is a good example. It requires tracking the 328 radial up the river and around P56. Even though we can build the 328 radial into the FMS because it isn't a preloaded procedure it has to be flown in green needles, using the actual VOR. The NFP can use white needles but the guy actually flying can't.

Kind of strange, but that's how we are certified in the Arctic RJ.
 
BobDDuck said:
Generally white/pink/fuchsia is long range (RNAV/GPS) and green is short range (VOR) nav. For us, unless the procedure is built into the FMS database (ie, a VOR approach that has an overlay or an RNAV departure) we can't fly anything that requires navigation using long range. The departure out of DCA is a good example. It requires tracking the 328 radial up the river and around P56. Even though we can build the 328 radial into the FMS because it isn't a preloaded procedure it has to be flown in green needles, using the actual VOR. The NFP can use white needles but the guy actually flying can't.

Kind of strange, but that's how we are certified in the Arctic RJ.
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That is typical even in little planes (I.E, G1000, GX30). Well, at least for final approach courses... IIRC most of the little plane IFR GPS's can be used for DPs and STARS even if they are charted as VOR/DME. I'd have to look at Garmin and FAA TSO documentation again though-it's been a while since I taught it.
 
Nick said:
I miss that Mexico flying.

Sounds like a pleasant morning!
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Did you miss the sarcasm tag....I can't stand flying in Mexico. Customs, non-radar, full procedures = a lot of work.

Bob at least you have the option to fly some RNAV/FMS departure and arrivals. Our planes can do but we don't have it in our ops specs so we are RNAV enroute only. That really pisses a lot of controllers off that we deal with.
 
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