Aussie Waypoints
WayPoint
Eg: the real world location of waypoints like Bambi, Woody, Damon an many
others.
Graham
WayPoint
"WayPoint" <waypoint@spam_with_eggs_sunny_side_up.thanks.luv> wrote in
message news:%fI8o.5132$Yn5....@en-nntp-14.dc1.easynews.com...
Preferable on a map - thanks
G
BJ
"WayPoint" <waypoint@spam_with_eggs_sunny_side_up.thanks.luv> wrote in
message news:UhI8o.4202$Ua4....@en-nntp-09.dc1.easynews.com...
G
Both VFR and IFR waypoints available free via the ERSA on the Airservices
website but I have not seen any free maps and in any case the waypoints
would be so clustered on a map it would be a real search to find them.
If I look in my GPS or my Flight Planner I can get them plus map but that's
no help to you.
If you are looking for those around your location you could purchase the
relevant ERC or the TAC from the Airservices shop over internet - quite
cheap and shows the routes as well.
cheers
Brian
WayPoint
"BJ" <ra...@iinet.net.au> wrote in message
news:B8KdnTejx4rW_v7R...@westnet.com.au...
Thanks BJ, I was looking mainly for the waypoints in the southern part of
Queensland - so
buying a couple or three maps looks like the way to go.
Cheers
Graham
BJ
"WayPoint" <waypoint@spam_with_eggs_sunny_side_up.thanks.luv> wrote in
message news:H%J8o.15152$iV7....@en-nntp-15.dc1.easynews.com...
Order ERC L 3/4 (one chart) and TAC 1/2 (one chart) and your cup will
runneth over! If you are going near a pilot shop drop in and save the
postage.
If you want to try an alternative, go to the Airservices website, "Flying
Guides and Publications" and open "DAP" where if you click on "Aerodrome
Procedure Charts" and go to e.g. Brisbane - you will find all the arrivals
and departures for the heavies, SID being departures, STAR being arrivals.
As light humour if you check the waypoints for the SINNK FIVE ARRIVAL you
will find, reading R to L, three well linked waypoints that speak the
truth - LEAKY, BOATS, SINNK.
enjoy
Brian
terry
If you go to "straight and level downunder" ( a forum for pilots and
aviation enthusiasts ) , you can download my excel flight planner ,
( AUSNAV) which has over 1500 airfields and VFR waypoints , which you
can select from a drop down menu. and get your distance, wind
corrected headings etc from it , as well as have them plot on an
outline of Aus. Here is the link
http://www.straightandleveldownunder.net/phpBB3/index.php
( no registration required to access the download ). alternatively
happy to email it to you if you request.
Terry
David Varidel
> aviation enthusiasts ) , you can download my excel flight planner ,
> ( AUSNAV) which has over 1500 airfields and VFR waypoints , which you
> can select from a drop down menu. and get your distance, wind
> corrected headings etc from it , as well as have them plot on an
> outline of Aus. Here is the link
>
> http://www.straightandleveldownunder.net/phpBB3/index.php
>
> ( no registration required to access the download ). alternatively
> happy to email it to you if you request.
Thank you Terry!
Cheers,
David
WayPoint
"terry" <tfm...@iprimus.com.au> wrote in message
news:1c5b9dbc-a672-4c7a...@s24g2000pri.googlegroups.com...
Hi Terry thanks for that - I'll definately look into that.
All the best
Graham
WayPoint
lol
Thanks Brian :-)
Graham
Sylvia Else
Presumably so that you can avoid them, since they'd tend to be places
where GA traffic is denser than normal.
Sylvia.
WayPoint
"Sylvia Else" <syl...@not.here.invalid> wrote in message
news:8ci7fs...@mid.individual.net...
I don't (can't afford to) fly real aircraft these days Sylvia. :-(
In younger days I did a lot of flying, but health and $$$ beats me these
days.
I just listen to 126.0 (et al) on the scanner, which seems to cover a fair
percentage of the aircraft in Queensland
that are west of the Great Dividing Range.
It's interesting to follow various aircraft around the countryside.
I can match up the VH call from the CASA register plus listening to their
reporting points I can get a fair idea of who they are
and where they are going.
Some of the waypoint names don't currently mean much to me unless I have a
map in front of me.
It's about all I can do these days.
Kind regards
Graham
Sylvia Else
You have my commiserations. Still, that at least obviates the concern I
raised.
Sylvia.
BJ
"Sylvia Else" <syl...@not.here.invalid> wrote in message
Syl
The basics of waypoints for VFR pilots are:
1. Avoid IFR waypoints and routes as a generality, and
2. Use VFR waypoints - often they are mandated e.g. for entry to Essendon.
Before everyone screams about the dangers of converging at one point, the
alternatives need to be considered - e.g. if you don't converge there, where
are you likely to meet up? The Class D proposal for GAAP that allows wagon
wheel entries means the aircraft will converge anywhere within the zone
instead of flowing insensibly from reporting points - that's why those in
the know still go via the VFR points 9and get cleared).
Somewhere in my archives I have several overseas studies that support
converging at waypoints indirectly - because they point out that should an
accident occur, aircraft that meet at small closing angles have much more
chance of survival.
The BK accident at 2RN may have caused some confusion - I have pointed out
to ATSB, after discussion with Airservices, that the literature shows THREE
locations for 2RN and the only one with the correct location is out of date!
Another reason for VFR waypoints is to separate opposing traffic.
Happy to expand. Not helped by this flu and headache though.
cheers
Brian
WayPoint
"terry" <tfm...@iprimus.com.au> wrote in message
news:1c5b9dbc-a672-4c7a...@s24g2000pri.googlegroups.com...
If I have any questions is it ok to contact you via Chris R.'s site??
Graham
Sylvia Else
Mandated waypoints for access to airfields are at least places where
people would know there would be other aircraft about. In theory, pilots
should remain equally vigilant at all times, but pilots are human.
Sylvia
WayPoint
"Sylvia Else" <syl...@not.here.invalid> wrote in message
It helps to fulfill a need.
G
WayPoint
"Sylvia Else" <syl...@not.here.invalid> wrote in message
> On 13/08/2010 11:10 AM, BJ wrote:
>> "Sylvia Else"<syl...@not.here.invalid> wrote in message
>> The basics of waypoints for VFR pilots are:
>> 1. Avoid IFR waypoints and routes as a generality, and
>> 2. Use VFR waypoints - often they are mandated e.g. for entry to
>> Essendon.
>
> Mandated waypoints for access to airfields are at least places where
> people would know there would be other aircraft about. In theory, pilots
> should remain equally vigilant at all times, but pilots are human.
>
> Sylvia
Regarding vigilance.
Slight side track here:
(1)
Commercial aircraft on heading (say) 180 @ 6000 feet - IFR, radar identified
etc
Smaller C172 at unverified 6300 feet. VFR, no flight plan, no squawk, no
radio contact, nothing!! On an exact track and reciprocal heading.
Brisbane Centre was vigilant & advised the IFR flight, who moved 5 mile to
the right of track and was shortly heard to visually identify the VFR
flight.
Even as a non flyer these days - the number of VFR, no flight plan flights
that are heard on a daily basis is a bit frightening.
Graham
Paul Saccani
<waypoint@spam_with_eggs_sunny_side_up.thanks.luv> wrote:
>Regarding vigilance.
>Slight side track here:
>
>(1)
>Commercial aircraft on heading (say) 180 @ 6000 feet - IFR, radar identified
>etc
>Smaller C172 at unverified 6300 feet. VFR, no flight plan, no squawk, no
>radio contact, nothing!! On an exact track and reciprocal heading.
>Brisbane Centre was vigilant & advised the IFR flight, who moved 5 mile to
>the right of track and was shortly heard to visually identify the VFR
>flight.
>
>Even as a non flyer these days - the number of VFR, no flight plan flights
>that are heard on a daily basis is a bit frightening.
The VFR 172 should be cruising at either 5500 or 7500 ±100 feet.
Where is the 6300 feet coming from?
Cheers,
Paul Saccani,
Perth,
Western Australia
BJ
"Paul Saccani" <sac...@pc.jaring.my> wrote in message
news:onrb665qtoedolqd8...@4ax.com...
My though exactly - having just risen again from bed with this flu.
I have noted a Jabiru and a C172 are hard to tell from each other at a
distance :-)
cheers
Brian
WayPoint
Paul
The height was a report made by Brisbane to the IFR aircraft - "Unverified
6300 feet" (their words)
The odd/even thousands requirement depending on direction flown, I remember
from younger days.
How they determine that height I have really no idea, though I have heard
that terminology used a lot
when referring to VFR aircraft that they have identified and they have no
flight plan info.
RADAR signature maybe??
Graham
WayPoint
"WayPoint" <waypoint@spam_with_eggs_sunny_side_up.thanks.luv> wrote in
message news:Qur9o.29933$iV7....@en-nntp-15.dc1.easynews.com...
Would Brisbane have reported the incident to ATSB?
Possibly it was Monday 9th August or Tuesday 10th IIRC
G
Paul Saccani
<waypoint@spam_with_eggs_sunny_side_up.thanks.luv> wrote:
>The height was a report made by Brisbane to the IFR aircraft - "Unverified
>6300 feet" (their words)
>The odd/even thousands requirement depending on direction flown, I remember
>from younger days.
From much younger days, I still think qaudrential was better,
especially for tracks close to north/south, where a degrees error in
track could result in the same altitude for reciprocal tracks with the
ICAO system. Of course, the easy answer is to avoid tracks close to
north/south.
>How they determine that height I have really no idea, though I have heard
>that terminology used a lot
>when referring to VFR aircraft that they have identified and they have no
>flight plan info.
>
>RADAR signature maybe??
I'm not sure what you heard. Maybe it was actually the VFR aircraft
sqauwking its height, but not being in communication with Brisbane,
that height would be unverified. Civil ATC radars don't have height
finding and aren't real flash with plan view of primary returns of GA
aircraft either. It could have just been a 1600 sqauwk on mode C.
Most Australian C172 have a height encoding transponder, and as you
know, we are supposed to use them if fitted.
Most of the time, you could expect a C172 to be sqauwking its height,
even OCTA, but also, most of the time, a C172 would not be under ATC
control and that transponder height would be unverified.
BJ
Paul
The burning question is still - how positive was the identifiction as a
C172????
One thing I learned very early in my PPL was the quad, then hemi, rules to
which I clung (except stress of wx but even then broadcasted 'non-standard')
above 5000' including climbing/descending calls.
There have been a lot of non-VH aircraft noted above 5000' (legitimate for
stress of wx or terrain safety but hardly necessary in some of the locations
noted in company up to 9000')
cheers
Brian
Paul Saccani
>The burning question is still - how positive was the identifiction as a
>C172????
Waypoints your man... I get the impression that this ID came from the
IFR flight.
>One thing I learned very early in my PPL was the quad, then hemi, rules to
>which I clung (except stress of wx but even then broadcasted 'non-standard')
>above 5000' including climbing/descending calls.
>There have been a lot of non-VH aircraft noted above 5000' (legitimate for
>stress of wx or terrain safety but hardly necessary in some of the locations
>noted in company up to 9000')
Indeed. Were you close enough to see the rego? Some of the types are
on both registries. But as RAA aren't, in the normal course of
events, allowed above 5000', I wonder how much attention is given to
hemi rules during training. I know it is in the sylabus, but does it
get emphasised enough.
OTOH, people who violate the height rules in the first place are just
the kind of souls who wouldn't give a damn about the hemi rules
either, so it may have nothing to do with training at all.
Still, probably a good reason to get rid of the 5,000' limit....
Say, Brian, on a tangent - as I read the Class D rules, I think RAA
only pilots (as opposed to dual VH and RAA pilots) are allowed in when
the aerodrome is untowered. Have I interpreted that correctly, or did
I miss something?
BJ
Paul
One I had not thought through and reflecting on it my answer is technically
YES actually NO.
This flu is not helping my thought processes but here we go using JK as your
example.
1. When untowered, airspace reverts to Class G.
2. Therefore, if able to enter JK from adjoining Class C - it is a CTAF and
as such is technically available for use by pilots rated RAA only.
BUT
3. The CASA decree was that the TWR operate during hours of daylight.
4. There is no NVFR for RAA only pilots.
5. So, depending on the TWR conformity with daylight hours there may (or may
not) be a small sliver of time when an entry or departure could be made
under CTAF conditions.
BUT
6. The airport owner also gets to require certain conditions and one such
for JK is "aircraft must use call signs in accordance with AIP" (which I
don't think envisages RAA callsigns).
FINALLY
7. It is a security controlled airport so an ASIC would also be needed.
So I think the answer remains that an exemption is needed to get in and out!
As another tangent, one final issue coming out of the GAAP to D that I did
ensure was locked in before I retired (22May) was that PPL with the old
"GAAP" endorsement (but without a full CTA endorsement) would not be denied
access to the new D GAAP. Happily that is there.
cheers
Brian