lionel wrote:
If you genuinely think it is a safety issue, then head to https://e2.aviationreporting.eu/reporting and report it. At least at the Luxembourg level, we were explicitly instructed by the head of the accident investigation authority to report systemic issues that we identify before they create accidents or incidents. Especially if you have a Croatian licence, your report will go to the Croatia authority, while e.g. mine would go to the Luxembourg authority and would be one step removed (the Luxembourg authority would have to forward it to the Croatian authority).
I did it with detail explanation and I uploaded plate for ILS Y to RW22 at LDZA with clearly marked problematic DME. As I wrote previously, I reported it few times directly to responsible organization (Crocontrol) without any success. We’ll see what will happen now but I somehow doubt anyone will react.
Peter wrote:
This reminds me of a conversation with the then head of CAA charting. I asked him why doesn’t he publish terminal charts so they can be used in the cockpit. His reply was that the CAA is not in the business of competing with commercial providers!!!
Taking that beyond the UK border, I suspect that many national authorities (most in some parts of the world?) publish charts because they are required to by ICAO, and the people doing so are just going by the book. They have zero interest in the usability of the charts.
Airborne_Again wrote:
It is also possible that the same ILS frequency is used for both opposing runway ends (although I don’t know if that happens in Europe)
Liverpool EGGP
lionel wrote:
I don’t remember that Garmin GNS “W” navigators (which are still decent and able to do any approach the others can, including LPV) have a frequency database? Or is it only that nobody ever bought it on the planes that I flew?
The GNS430 does (I just checked in the Pilot’s Guide), so I don’t see why the GNS430W would not. There is no separate frequency database – it’s part of the regular navigation database.
Airborne_Again wrote:
Any decent IFR navigator should have the frequency in its database
I don’t remember that Garmin GNS “W” navigators (which are still decent and able to do any approach the others can, including LPV) have a frequency database? Or is it only that nobody ever bought it on the planes that I flew?
Vladimir wrote:
SkyDemon always shows the charts in portrait mode in the PDF viewer. I couldn’t find an option to rotate the chart, so it’s not comfortable to read it in flight. One option would be to download the PDF file (SkyDemon on PC or Autorouter) and open it in an alternative viewer.
As far as I remember (I didn’t renew my subscription last year), SkyDemon allows to export (“share”) the PDF to any PDF viewer. Or was that only on Android?
Emir wrote:
However, I always wander who decided that it’s great idea to omit DME frequency from chart below (and from other Croatian AIP plates where DME is not colocated with VOR e.g. LSJ DME at LDLO), especially where this DME is primary navaid to check distance in localizer approach.
If you genuinely think it is a safety issue, then head to https://e2.aviationreporting.eu/reporting and report it. At least at the Luxembourg level, we were explicitly instructed by the head of the accident investigation authority to report systemic issues that we identify before they create accidents or incidents. Especially if you have a Croatian licence, your report will go to the Croatia authority, while e.g. mine would go to the Luxembourg authority and would be one step removed (the Luxembourg authority would have to forward it to the Croatian authority).
Please?
Vref wrote:
his is much more consistent better in Garmin Pilot.
On the other hand, Garmin Flitecharts is consistently late by one cycle when the charts change. See https://www.euroga.org/forums/flying/15222-garmin-flitecharts-outdated-information/
Vref wrote:
The GP route generator and autorouter are basically the same
Not “basically”, Garmin Pilot uses Autorouter, and pays for that.
Airborne_Again wrote:
It is also possible that the same ILS frequency is used for both opposing runway ends (although I don’t know if that happens in Europe) and in that case checking the ID is the only reliable means of knowing that the correct transmitter is used.
Southend EGMC, for example.
Vladimir wrote:
According to my training and daily SOPs, that’s not “handy”, it’s mandatory.
Not only to check that the correct frequency has been set, but also to check that the facility is working correctly. If it is transmitting but not operational, then the id signal will be turned off.
It is also possible that the same ILS frequency is used for both opposing runway ends (although I don’t know if that happens in Europe) and in that case checking the ID is the only reliable means of knowing that the correct transmitter is used.
