Airbus question
06-08-2009, 10:47 AM
#11
Gets all holidays off
Joined APC: Feb 2005
Position: Retired UPS 767 Captain, SDF Z
Posts: 431
Although UPS doesn't fly that far north or south yet, I feel an ANC-CGN leg in the MD-11s future. Soon we'll be training polar grid nav, but our ops specs would need a tweek first.
06-10-2009, 10:15 AM
#13
Line Holder
Joined APC: Apr 2007
Posts: 55
Soon, almost every aircraft flying over water will require GPS. As the airspace RNP (required navigational performance) goes below 10nm, gps will be required to take advantage of the compressed clearance requirements, etc.
Our MD11s and 747-400s (and soon our 767s?) combine the gps information with CPDLC (controller pilot data link communication) and ADS (automatic dependent surviellance) on many over water (and some over land) routes. The controller can see me on his virtual radar screen (using my ADS info) and we talk to each other via digital sat comm messaging. No more HF, except for the mandatory SELCAL check! All position reports are sent automatically, and the controller sets the update rate for ADS, and it automatically changes to a rapid update mode if I vary my route or altitude by a predetermined amount (or hit the ADS emergency button).
The FANS system works really well in the long range enroute system.
Canadian controllers use the ADS portion while we're flying over remote central to northwest canada enroute to/from Anchorage. We don't have to make position reports any more, and the Canadians don't have to spend huge amounts of $$(Canadian) on remote radar sites.
I would not be suprised if the last VOR was decommisioned during my flying career (and I'm 50). NDBs are basically gone, and the 2+ million dollars spent on each VOR stations 15 year expected lifetime adds up.
I have no idea if the doomed Air France flight was broadcasting an ADS position to any controller.
Our MD11s and 747-400s (and soon our 767s?) combine the gps information with CPDLC (controller pilot data link communication) and ADS (automatic dependent surviellance) on many over water (and some over land) routes. The controller can see me on his virtual radar screen (using my ADS info) and we talk to each other via digital sat comm messaging. No more HF, except for the mandatory SELCAL check! All position reports are sent automatically, and the controller sets the update rate for ADS, and it automatically changes to a rapid update mode if I vary my route or altitude by a predetermined amount (or hit the ADS emergency button).
The FANS system works really well in the long range enroute system.
Canadian controllers use the ADS portion while we're flying over remote central to northwest canada enroute to/from Anchorage. We don't have to make position reports any more, and the Canadians don't have to spend huge amounts of $$(Canadian) on remote radar sites.
I would not be suprised if the last VOR was decommisioned during my flying career (and I'm 50). NDBs are basically gone, and the 2+ million dollars spent on each VOR stations 15 year expected lifetime adds up.
I have no idea if the doomed Air France flight was broadcasting an ADS position to any controller.
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