AOPA Pilot Magazine - March 1958 - (Page 54) ANNOUNCING NW E activate 120.7 me on October 1 as fec- GEARS 1 CESSNA'S 1 MANUFACTUREO BY PIASECKI AIRCRAFT CORP. 1 I 1 Does not interfere with taxi control Has been adopted by the Marine Corps for their Cessna OE's Has been adopted by the Beech Aircraft Corp. for their Super E 18's FOR INFORMATION WRITE The Safety Gear That GeissGeors, Inc. 3350 Tonnymn St., N. W. Washington 15, D. C. ommended, because off delays in crystal procurement and some problems with respect to the availability of transmitting equipment at some of the stations. Our engineera are working on this, and we expect to have some definite information concerning its magnitude in the near future. The "VFR plan" was agreed to between CAA and AOPA and confirmed by a letter dated June 18, 1967, from the Director, Office of Air Traffic Control, to AOPA. The BTCA paper on this subject was completed by SC-66 in its meeting of July 29, and submitted to the Executive Committee. The AOPA proposal for a so-called "basic IFR package," a6 you know, does not meet the commulucatiom requirements associated with the control of all airspace at high altitudes and the expanded air route traffic control radio communications program. However, assignment of control tower frequencies will be made within the 118.1-121.3 mc portion of (he VHF hand to the extent possible, and the "basic IFR package'' will be a big- help hi improving IFR communications with control towem The efforts of AOPA i developing the n "VFR package" and the basic "IFR package" are greatly appreciated. Incidentally, I think you can help us tremendously with pilot education in radio discipline. I just can't get over how stupid it is when you hear a pilot in a $100,000 airplane, undoubtedly w t a load of high-priced passengers, ih fumbling around and not even being able to find a Victor airway route shown on a map. Now, this is the kind of thing I hear in the air, not once, but many times. You're forcing the CAA into tire untenable position of h v ing to provide additional frequencies merely because you're abuaing the spectram we have by not using the channels properly. Now there i s another thing I look ton 'Unfortunately, there wont be a cure for some time; however, I think a lot of this information should be taken off voice channels and pat on telemeters. I am talking now about the military and the airlines. I think eventually we can eliminate a lot of this by putting them off on an entirely different frequency band and have that information trans* fitted automatically-ultimately with data l n . ik Law-Frequency Service F [là A tower'f low-frewenev tromsd t # !~ the S w 0 0 k G band W a s T8h cently discontinued by the CAA p m m neat& amd fw the first time. This was done at the idlewilfl tower. We were aa# e and reassured that this acMow hy wd CAA was not part of the nationwide p h n wtd that it was due solely awl exdueively to the fact that Idlm'Id had a 'pec~,liar v , ~ w ~ wngestian pmbami aI lew that requived this actiwt. Not long &/fay this happened, however, an air- port manager a V h i m a awnmineed h that the CAA had just advised him that all low-frequemsy service operated by the C f i in t0wÇT would be shut down ' i n the war future" What is the CAA's actual policy in. this matter! FllTE - W S I C S , im i i 14VDC lo 28VDC TRANSISTORIZED Power Converter Designed to Operate Light Aircraft WEIGHT SPECIFICATIONS PC4 Cenv*rtÈ wlth shock m w a t 1 If. 7 ox. 28VDC GLIDESLOPE RECEIVERS k d h r t i o n of u UOHT WEIGHT, md COMPACT PC-6 p ridf aBVOC p o w r mpp(y h aittiuft with 14 VDC ¥h frical q i ~ m lnstruimnt* a d attfr mquIpmMit mqulring CTVBC and up to JO Watt* of powr can bà o p w d ~ n ~ . SIZE Wtdrti ttofdil Input teh BECnilCAL . .. 1-54" . .. 3%" .. . 4%" 4.5 Amp. 28 VDC OtoTJAMP. . .. HAVOC .SO to Output . . . has bÑ tranitaoriud to powid* inaxhnwn ralabihy and parfannonc*. Periodic mdntuanc* b m a t n c w ~ l r y no moving port* am ¥mployo to r w b thà <à ~ w conmnian. r [h* P C 4 It is not the intent or policy of CAA to discontinue the use of low and medium frequencies for direct; controlIer/pilot voice radio communication8 in airport traffic control service aa long aa t e e s a real need for the service. Howhr' ever, wherever possible, in the interest of economy, we'd like to get out of this operating area. This policy is subject to continuing review and we're currently working with AOPA representatives to determine just where red need exists. It is probable that L/MF service will be discontinued at some locations after consultation with AOPA and other general aviation interests. It ha8 been determined that it is no longer necessary to provide atand-by (spare) L/MF transmitters i towers n and combined station/towers, a policy ttiat is being followed. Experience gained over past years and the dependability of the present equipment have convinced UB of this, Possibly this is what the Virginia airport manager referred to in his announcement "that the CAA had just advised him that all lowfrequency service operated by the CAA i towers would be shut down in the n near future." The quoted statement, however, ia incorrect, END b THE AOPA PILOT
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