Nordatlantik ohne FMC

[castla]

Hallo

 

Kürzlich bin ich mit der Cessna Golden Eagle von Flight1 von Island nach Grönland (Narsarsuaq) geflogen; ein Leg meiner Atlantiküberquerung. Da gibt es ja neben den bekannten NAT auch noch die sog. Blue-spruce-routes, wo jederzeit Navigation mit NDB oder VOR möglich sein sollte, wie geschrieben steht. Dies für Flugzeuge, die über kein FMC verfügen. Zwar hat die Golden Eagle mit dem GPS Garmin 530 ein ausgezeichnetes Navigationsinstrument. Aber ich wollte eigentlich völlig altmodisch nach VOR und NDBs fliegen. Zwischen Island und Grönland hatte ich aber sehr lange keinen Empfang solcher Funkfeuer, obschon ich auf FL 250 war. Ich bin da einfach nach Gutdünken resp. Atlantic Orientation Chart geflogen.

 

Kann mir jemand bestätigen, dass auch auf den Blue Spruce Routen nicht immer Kontakt zu einem Funkfeuer besteht?

 

Gruss

Tom

[blackswan]

Hallo Tom

 

Ich habe da mal was gefunden was dich interessieren könnte.

 

Die „problemlosen blauen Strecken“ – so eine annähernde Übersetzung des englischen Begriffes – wurden so definiert, daß der Empfang von NDB- und VOR-Sendern jederzeit gewährleistet ist. Mit ihrer Hilfe auf die „konventionelle“ Art und Weise, also ohne Langstreckennavigationssystem geflogen werden kann. Die Routen sind ebenfalls für Maschinen geeignet, die nicht über höhere und hohe Reichweiten verfügen.

 

Hier die (Teil-)Strecken:

 

1. Großbritannien - Island

 

1.1 STORNOWAY VOR (STN 115.10 MHz) oder BENBECULA VOR (BEN 113.95 MHz) – N61 00.0 W010 00.0 – ALDAN – KEFLAVIK VOR (KEF 112.00 MHz)

...Routing mit gewährleisteter VHF-Kommunikation

 

1.2 STORNOWAY VOR (STN 115.10 MHz) oder BENBECULA VOR (BEN 113.95 MHz) – N61 00.0 W 010 00.0 – N61 00.0 W012 34.0 - ALDAN – KEFLAVIK VOR (KEF 112.00 MHz)

...Routing mit gewährleisteter HF-Kommunikation

 

1.3 SHANNON VOR (SHA 113.00 MHz) oder MACHRIHANISH VOR (MAC 116.00 MHz) oder BELFAST VOR (BEL) oder GLASGOW VOR (GOW) – N57 00.0 W010 00.0 – N60 00.0 W015 00.0 – N61 00.0 W016 30.0 – BREKI – KEFLAVIK VOR (KEF 112.00 MHz)

...Routing mit gewährleisteter HF-Kommunikation

 

 

2. Island – Grönland (- Canada)

 

2.1 KEFLAVIK VOR (KEF 112.00 MHz) – EMBLA – N63 00.0 W030 00.0 – N61 00.0 W040 00.0 - PRINS CHRISTIAN SUND NDB (OZN 372 kHz)

 

2.2 KEFLAVIK VOR (KEF 112.00 MHz) – GIMLI – KULUSUK NDB (DA 377 kHz) – SONDRE STROMFJORD NDB (SF 382 kHz) – FROBAY VOR (YFB 117.40 MHz)

 

 

 

3. Grönland – Canada

 

3.1 PRINS CHRISTIAN SUND NDB (OZN 372 kHz) – N59 00.0 W050 00.0 – PRAWN – NAIN NDB (YDP 247 kHz)

 

3.2 PRINS CHRISTIAN SUND NDB (OZN 372 kHz) – N59 00.0 W050.00.0 – PORGY – HOPEDALE NDB (HO 378 kHz)

 

3.3 PRINS CHRISTIAN SUND NDB (OZN 372 kHz) – N58 00.0 W050 00.0 – LOACH – GOOSE BAY VOR (YYR 117.30 MHz)

 

General

 

Navigation in the North Atlantic, or in any oceanic area for that matter, is considerably more difficult than over land. There are no landmarks, and short range navigational aids (VOR/NDB) are few and far between. Your aircraft should be equipped with some type of Long Range Navigation (LRNS) equipment for your flight. Loran C, a popular type of area navigation in many parts of the world, is NOT reliable in all areas of the North Atlantic because of poor ground wave signal coverage in some areas. This statement contradicts some maps depicting Loran C ground wave coverage, but experience demonstrates that you should NOT use Loran C as your sole means of area navigation in the North Atlantic, except in certain areas. For these reasons and due to the decommissioning of Loran C stations in the region, we cannot publish Loran C coverage charts for the NAT. The United States and Canada have approved GPS for use in the Ocean under certain conditions (see Chapter 3, Navigation Equipment).

 

The use of a self-contained navigation system INS/IRS is recommended.

 

On the Northern routes it is important to note the pronounced magnetic variation--up to approximately 40 to 45 degrees - and the "pull" this variation has on your compass. When performing turns or accelerations, this "pull', termed the "dip effect", causes your compass to turn slower than you are used to in the lower latitudes.

 

Even with a sophisticated navigation system such as GPS, it is still essential to maintain good navigation practices. Do not just blindly follow the numbers; awareness of the azimuth of the sun, cross-checking with other NAVAIDs and disposition of contrails from high level traffic are all obvious but many errors have occurred which could have been prevented had the pilot shown more awareness.

 

Route Concerns

 

There are a few VOR/NDB routes in the North Atlantic. These routes are sometimes known as "Blue Spruce" routes and are depicted on navigation charts from Jeppesen and other sources (see Chart # 1). Other than the Blue Spruce routes, there is little NAVAID coverage at the low altitudes in the NAT. The chart in this manual depicting radio coverage is calculated based on theoretical coverage; actual coverage may be considerably less than that shown, and these charts should by no means be used for navigational purposes.

 

Ich hoffe das hat dir irgendwie weitergeholfen...

 

g tobi

[blackswan]

EDIT

 

PARTIAL OR COMPLETE LOSS OF NAVIGATION/FMS CAPABILITY BY AIRCRAFT HAVING STATE APPROVAL FOR UNRESTRICTED OPERATIONS IN MNPS AIRSPACE

 

Some aircraft carry triplex equipment (3 LRNSs) and hence if one system fails, even before take off, the two basic requirements for MNPS Airspace operations may still be met and the flight can proceed normally. The following guidance is offered for aircraft equipped with only two operational LRNSs:

 

One System Fails Before Take-Off

 

The pilot should consider:

 

delaying departure if timely repair is possible;

 

obtaining a clearance above or below MNPS Airspace;

 

planning on the special routes known as the ‘Blue Spruce’ Routes, which have been established for use by aircraft suffering partial loss of navigation capability. These are:

 

- (Stornoway/Benbecula) STN/BEN – 61°N 10°W – ALDAN – KEF (Keflavik)

 

(VHF coverage exists. Non HF equipped aircraft can use this route)

 

- (Stornoway/Benbecula) STN/BEN – 60°N 10°W – 61°N 12°34'W – ALDAN – KEF (Keflavik) (HF is required on this route)

 

- (Shannon/Machrihanish/Belfast/Glasgow) SHA/MAC/BEL/GOW – 57°N 10°W – 60°N 15°W – 61°N 16°30'W – BREKI – KEF (Keflavik)

 

(HF is required on this route)

 

- (Keflavik) KEF – EMBLA – 63°N 30°W – 61°N 40°W – OZN (Prins Christian Sund)

 

- (Keflavik) KEF – GIMLI – DA (Kulusuk) – SF (Sondre Stromfjord) – YFB (FROBAY)

 

- (Prins Christian Sund) OZN – 59°N 50°W – PRAWN – NAIN

 

- (Prins Christian Sund) OZN – 59°N 50°W – PORGY – HO (Hopedale)

 

- (Prins Christian Sund) OZN – 58°N 50°W – LOACH – YYR (Goose Bay)

 

The following special routes may also be flown without an LRNS (i.e. with only short-range navigation equipment such as VOR, DME, ADF), but it must be noted that State approval for operation within MNPS Airspace is still necessary:

 

- (Flesland) FLS - VALDI - MY (Myggenes) - ING (Ingo) - KEF(Keflavik)

 

(UN623 from FLS to VALDI and G3 thereafter)

 

- (Sumburgh) SUM - SIDER - AB (Akraberg) - MY (Myggenes)

 

(UG11 from SUM to SIDER and G11 thereafter)

 

Such use of the foregoing routes is subject to the following conditions:

 

sufficient navigation capability remains to ensure that MNPS accuracy and the ICAO Annex 6 (Chapter 7 of Parts I and II) requirements for redundancy can be met by relying on short-range navaids;

 

a revised flight plan is filed with the appropriate ATS unit;

 

an appropriate ATC clearance is obtained.

 

(Further information on the requisite procedures to follow can be obtained from Section RAC 1-1-5 to 1-1-8 in AIP Iceland and in Section RAC 11.22 in AIP Canada.)

 

Note: detailed information (including route definitions and operating procedures), which enables flight along other special routes within MNPS Airspace, may be found in relevant AIPs. This is specifically so, for aircraft operating without 2 LRNSs between Iceland and Greenland and between Greenland and Canada.

 

One System Fails Before the OCA Boundary is Reached

 

The pilot must consider:

 

landing at a suitable aerodrome before the boundary or returning to the aerodrome of departure;

 

diverting via one of the special routes described previously;

 

obtaining a reclearance above or below MNPS Airspace.

 

One System Fails After the OCA Boundary is Crossed

 

Once the aircraft has entered oceanic airspace, the pilot should normally continue to operate the aircraft in accordance with the Oceanic Clearance already received, appreciating that the reliability of the total navigation system has been significantly reduced.

 

The pilot should however,

 

assess the prevailing circumstances (e.g. performance of the remaining system, remaining portion of the flight in MNPS Airspace, etc.);

 

prepare a proposal to ATC with respect to the prevailing circumstances (e.g. request clearance above or below MNPS Airspace, turn-back, obtain clearance to fly along one of the special routes, etc.);

 

advise and consult with ATC as to the most suitable action;

 

obtain appropriate reclearance prior to any deviation from the last acknowledged Oceanic Clearance.

 

When the flight continues in accordance with its original clearance (especially if the distance ahead within MNPS Airspace is significant), the pilot should begin a careful monitoring programme:

 

to take special care in the operation of the remaining system bearing in mind that routine methods of error checking are no longer available;

 

to check the main and standby compass systems frequently against the information which is still available;

 

to check the performance record of the remaining equipment and if doubt arises regarding its performance and/or reliability, the following procedures should be considered:

 

- attempting visual sighting of other aircraft or their contrails, which may provide a track indication;

 

- calling the appropriate OAC for information on other aircraft adjacent to the aircraft’s estimated position and/or calling on VHF to establish contact with such aircraft (preferably same track/level) to obtain from them information which could be useful. e.g. drift, groundspeed, wind details.

 

The Remaining System Fails After Entering MNPS Airspace

 

The pilot should:

 

immediately notify ATC;

 

make best use of procedures specified above relating to attempting visual sightings and establishing contact on VHF with adjacent aircraft for useful information;

 

keep a special look-out for possible conflicting aircraft, and make maximum use of exterior lights;

 

if no instructions are received from ATC within a reasonable period consider climbing or descending 500 feet, broadcasting action on 121.5 MHz and advising ATC as soon as possible.

 

Note: this procedure also applies when the remaining system gives an indication of degradation of performance, or neither system fails completely but the system indications diverge widely and the defective system cannot be determined.

 

Complete Failure of Navigation Systems Computers

 

A characteristic of the navigation computer system is that the computer element might fail, and thus deprive the aircraft of steering guidance and the indication of position relative to cleared track, but the basic outputs of the IRS (LAT/LONG, Drift and Groundspeed) are left unimpaired. A typical drill to minimise the effects of a total navigation computer system failure is suggested below. It requires the carriage of a suitable plotting chart.

 

use the basic IRS/GPS outputs to adjust heading to maintain mean track and to calculate ETAs.

 

draw the cleared route on a chart and extract mean true tracks between waypoints.

 

at intervals of not more than 15 minutes plot position (LAT/LONG) on the chart and adjust heading to regain track.

 

Note: the AERAD Charts NAT 1 and NAT 2 at 1:8.5 Million scale; the AERAD Charts AT(H)2 and AT(H)3 at 1:5 Million; and the JEPPESEN North/Mid Atlantic Plotting Chart (1:8.75 Million) are considered suitable for this purpose.

 

http://www.gulfstreamcontractpilot.com/north_atlantic_mnps_airspace.htm

 

g tobi

[castla]

Danke Tobi

 

Folgender Ausschnitt erklärt wohl mein Problem am besten:

 

The chart in this manual depicting radio coverage is calculated based on theoretical coverage; actual coverage may be considerably less than that shown, and these charts should by no means be used for navigational purposes.

 

Obschon ich die Blue Spruce Route von Island zum Prinz Christian Sund geflogen bin habe ich über lange Strecken weder ein VOR noch ein NDB-Signal empfangen.

 

Gruss

Tom

[blackswan]

hallo tom

 

Ich denke das stimmt so nicht ganz...

 

Real sollte immer ein Kontakt zu VOR oder NDB auf den Blue Spruce Routen möglich sein.

 

Was folgendes Zitat zeigt.

 

Die „problemlosen blauen Strecken“ – so eine annähernde Übersetzung des englischen Begriffes – wurden so definiert, daß der Empfang von NDB- und VOR-Sendern jederzeit gewährleistet ist.

 

Vor deinem zitierten Satz steht ja

 

Other than the Blue Spruce routes, there is little NAVAID coverage at the low altitudes in the NAT

 

Das würde dann ja heissen das auf NICHT Blue Spruce Routen eine ziemlich magere NAVAID Abdeckung vorhanden ist.

 

Möglicherweise sehe ich das aber auch falsch :D

 

g tobi

[castla]

Ähem..... ääh.... natürlich siehst Du das richtig. Habe zu schnell und selektiv gelesen.

 

Aber! Ich habe in drei Jahren Flightsim-Erfahrung noch nie ein VOR gesehen, dass wesentlich weiter als aus 200nm empfangen werden konnte, geschweige denn ein NDB. Von Iceland nach Grönland oder von Grönland nach Canada ist es aber weiter als 500nm. Wie soll da der Empfang mindestens eines Funkfeuers immer gewährleistet sein?????

 

Anybody help, please.

Tom

[blackswan]

Solche VORs oder NDBs habe ich im Flightsim auch noch nie gesehen.

 

Ich weiss auch nicht ob man im Scenerydesign die Reichweite von VORs und NDBs angeben kann.

 

Da müsste man dann nach möglicherweise vorhandenen Nord Atlantik Szenerien suchen.

 

g tobi

 

EDIT

 

Die Reichweite von NDBs sind real von den folgende Punkten abhängig

 

Frequenz

Sendeleistung

atmosphärischen Bedingungen

topographischen Bedingungen

 

Diese Punkte werden vom Flightsim sowieso nicht berücksichtigt.

 

Für das VOR habe ich hier ein PDF Dokument gefunden

 

http://www.navtec.de/personen/acf/dd/dd_vor1.pdf