AOPA Pilot Magazine - March 1958 - (Page 69) 121.S will bq d f c by CAA to their M a , in the following order of priorim (1) local control, (2) a preach W , and (3) departure control. ~t Assignmeit of the frequencies 118.1- and (!XI the frequM<s"WQned to fa.- mnaicationa and cro~a-flheeldnginterdirties that ywi use the most. The Air- sections. At thia point, some may ask: "Why tnan'a Gttide, *#a Facilities or the Jeppesen charts will .give you the answer to part of thia question while the table ~cmmpaaytegthis article Micatae the number of assignments that each channel has in the United States* Since new assignments are (ionstantly bwag made, some changes in {he relative order will occur as time goes o . In n fact, CAA implementation of this baaic plan will wvas some cit-5 in itself. To summartee, the W K package" ia y a m transmitter in conjuflctitm with a suitable receiver will provide coi~inuications with ( I ) all dyil control towers, ( 2 ) all CAA conundcatiens. stations, (3) all Unicorn stations, W radar facilities as outlined above, and (6) milikwy control towers on an emergency basis. The "IFR paclmge'? and a anitable receiver will provide thesame coverage with the notable difference that most m m t m i c a t i q a a E e and more convenient because of the Simplex operation in addMon, commdatim will be provided with mopt ot the apprdacht^ontrol and d ~ ~ t r positions in control towers and with a number of sector control positions in Air Route Traffic Control centers. Good operating practice dictates that two receiwra be used for IFK, fay navigawfe tional goidace and the &her for corn- politan areas with multiple major airports, it may not be possible to implement the plan 100 per cent In saeh event, departure control would be the first to geâ some other frequency not in the basic group. At some locations, some. of the basic group w n be found in i ARTC miters. However, it is physically impossible to include all centera in the basic plan When aircraft are establishing cornmanication with a ground facility, and the reply 19 desired on a frequency different from that used by the aircraft, the reply frequency shoald be stated i n the initial call-up. Fbr example: "BAIiTIMORE RADIO THIS IS BONANZA ONE THREE K, REPLY ON 1 2 2 2., OVER." In the event of radio transmitter failure when in the vicinity of a tower, tune in to the tower frequency and circle the airport. The controller 'will give you a call as soon aa he spots you and will issue appropriate instmction~ In the event of 8 receiver failure, call the toww and inform them of TOOT situation and your intentions. Request their approval by means of a green light. If a red light comes up, look around for other traffic, recheck the wind and try it again. Emphasizmg the importance of equip ping year aircraft -frith V@F, AQPA has been informed that the CAA hw o to start shutting- down thair present gmrd on 3623.5 kilocycles at the d i est practicable date. This, of course, will remove one universal canmtanica- some locations, such aa large metro- should I have all frequencies i the n 1 F R package*when I can legally operate IFS with only three or four?"It is true that you legally operate IFE with only a few frequeaciea, but the pilot who deliberately flio IF@ into an area of heavy traffic, wjthout at least the basic IFB group, will create a traffic jam that should provide a monttmeiirtal answer to Mg question. There are exceptions to h o s t any rule, and one that applies to Qua plan has to do w t the airplane that baa a ih very narrow sphere o operations. In f othfir words, i you osfrate only into f one or two airports of the l~ busy category, then two, three, w p d l y four, frequencies might well serve aM. your needs even for IFB operation. The basic frequency plan was devetoped to serve the needs of the average general aviation pilot who may want to operate throughout the country. You can use only the part of it that you need for your particular operation; or you can nec it all and add as many other ol frequencies as possible to give you amplete flexibility and ease of operation. The new schedules are not the complete answer to the frequency problem, but they are the best we have been able to work o a t to date, SOT ft 4 For The Best In All Phases of Fiighf Training "Take A Heading For Reading Aviation Service, in&." Â¥ twos channel. The ^4,000 question today is: '^How many channels should I put ID toy plane if I y t complete ewerage on CTery frequency that CAA has implemented or is likely to implement?'* No one in Wasbinetwt, or e l b e r e , hasthe answer in precise figures. At present, them are approximately 76 channels available for assignment to air traffic control facilities; however the situation changes almost daily aa new frequencies are bronght into play. I t appears that 90 channels should be sufficient for covwage on a 160 kc spaced basis for meral yeara to come. The CAA already i s planning toward 50 kc spaced channels, which will, of 6oÂ¥arse double the number of channels available for assignment. A secondary problem arises hi conneetion with die choice of additional frequenciea if yovx aircraft transmitting equipment h&a 8 capacity o f more than the basic plan, but less than the total being used 'by CAA. For example, some aircraft with two or more transmitters have capabilities of 36, 4 , 56, 60, of 2 @tone cornparabIe number of channels. Factors to be considered in aeleeting additional crystal8 for your aircraft are; (1) the frequency limitation of the get; (3) the frapienciea that are assigned to the greatest number of places, We specialize in instrument training. Link TminerÑCrou or Individual Ground SchooULS on Reading's Controlled Airport. Numerous ELS, OMNI, IF, & GCA fodiMes In local Area. Also, CAA Approved Coufses for Primary, Commercial, Flight Instructor Ratings. Near by Lodgings. FOR DETAILS WRITE: Reading Aviation Service, fnc. P. 0. Box 7 2 0 7 Reading, P a m . , Or Phone: FR-5855 1 NORTH CENTRAL STATES BEST EQUIPPED FACILITY SERVING Public Miwwrntil A i r m o t h EHSTHIBUTOR FOR: ¥ C W U I r Lm0bH CMliià MAINTENANCE INSPECTIOM CONVERSION E~NIM1h61m h& 41 -hRC * w r m EllÑnlm b r a D m AvWhM # d b nw ENGINEERING Manufacturers of the Super Wester. Distributor for Aero Commander Aircraft, North Dakota, South Dakota, Minnesota, Iowa and 'Wisconsin Wold Chamberlain Field Minwwik MARCH, 1958
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