Thank you for your replies.
Quote:Question 1: The route information is contained in the IFR clearance the pilots receive while still at the gate. The flight plan is filed before the flight crews even get to the airplane. If there are no changes to the filed flight plan, ATC will use the term "Cleared as Filed". If things do change at the last minute, modern FMCs have the ability to switch procedures quickly.
Ah so another words the pilots know what climb is assigned via the flight plan before they get the clearance and when I hear tower say the climb during take off clearance its more of a reminder?
Quote:Question 2: This particular departure procedure is known as a vector departure. The first note on the graphical depiction says "NOTE: RADAR REQUIRED". This is because navigation to WAVEY is provided via radar vectors from ATC. Once vectored to WAVEY, ATC will usually say "Resume own navigation" which means that the pilots will continue down the flight plan on their own, without radar vectors.
My mistake, I meant for 31L and 31R >.<. I am familiar with vector departures and I do fly them, dunno why I thought the climbs were for 22L and 22R.
No wonder why my last flight felt a bit odd haha.
Quote:Question 3: If taking off on 22L/R, this departure procedure doesn't require any VORs at all until you get to your en-route fix. If you put together the text on the textual description it reads "TAKE-OFF RUNWAYS 22L/R: Climb heading 225, maintain 5,000 feet, Thence via vectors to assigned route/fix. Expect clearance to filed altitude/flight level ten minutes after departure."
Same as I wrote above, I missed the 31L 31R Title and thought they were all for 22L and 22R.
Quote:The Canarise climb is for runways 31L/R only. It can work with one VOR and DME, but would be easier with two VORs. Modern airliners and business jets use inertial navigation systems that alleviate a lot of the workload of tuning radios and navigation. However, in high workload situations, the pilot and copilot will divide up responsibilities such as navigation and radio communication.
I am indeed familiar with Inertial Systems and Navigation, makes life so much easier when you have a lot going on.
Do you have any recommendations on how I should program in the procedure? I finally figured out how to add in manual radials into the FMC so normally what I have been doing is this.
1. First I set the departure to 31R wich adds a way point .8 miles from the end of the runway which is used as a climb reference and has an altitude restriction at climb thrust call. (This is very nice to help visualize a safe climb out procedure and provides a nice reference to when to begin turn to the departure vector.)
2. Next I add a waypoint to CRI wich adds a DIRECT TO - CRI entry.
3. I enter CRI/176/2 and CRI/176/20 which draws a 176 radial out of CRI for 22 miles with a 2 mile mark. 22 Miles is more then enough for me to follow before the ATC vectors me to WAVEY.
4. I set up nav 1 radio to CRI and set the course to 176, set nave 2 to jfk and set the DME to Nav 2
That way I can manually fly the departure while watching the Nav display for turn cues and cross referencing the VOR display with the line drawn by the FMC for double precision. Can't be safe these days.
Now another question I have is lets say i don't have an FMC and I have only one nav radio. (hypothetically). Would it be wise to tune into the JFK vor first, then at 3 DME tune into CRI set the course and make the turn while flying? I see where a copilot is very handed
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- Aiden