Knowing when you are overflying something

[Mxsmanic]

How do you know when you are exactly overflying a specific spot on the ground?
It's it just a matter of knowing your particular aircraft, or are there tricks
that can help to determine this? I know you can look off the tip of your wing
to see if you're abeam something (such as a runway), but how can you tell when
you're right over something? I presume there's no way to look straight down
from most aircraft, and it seems like the view over the nose is often several
miles away.

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[Erik]

Mxsmanic wrote:

> How do you know when you are exactly overflying a specific spot on the ground?
> It's it just a matter of knowing your particular aircraft, or are there tricks
> that can help to determine this? I know you can look off the tip of your wing
> to see if you're abeam something (such as a runway), but how can you tell when
> you're right over something? I presume there's no way to look straight down
> from most aircraft, and it seems like the view over the nose is often several
> miles away.
>

Crossing mid-field, you guess. If you tell everyone that you're going
to cross mid-field at 2000' and you're off a bit, they don't shoot you
down. You're just telling everybody where (in general) you are so that
they know where to look.

If I really need to know if I'm directly over something, I take into
account the wind and my velocity and start dropping golf balls and watch
where they land. Of course, by the time they hit the ground, I've
probably moved a couple hundred feet or so which then requires more golf
balls. It's a never-ending battle.

If you are trying to find yourself, use the VORs and triangulate
yourself on the sectional. This won't tell you exactly where you are,
but it'll tell you pretty close to where you were when you took the angles.

[Ardup]

Mxsmanic > wrote in
:

> How do you know when you are exactly overflying a specific spot on the
> ground?

You look kdown and there is is, moron.

[Orval Fairbairn]

In article >,
Mxsmanic > wrote:

> How do you know when you are exactly overflying a specific spot on the ground?
> It's it just a matter of knowing your particular aircraft, or are there tricks
> that can help to determine this? I know you can look off the tip of your wing
> to see if you're abeam something (such as a runway), but how can you tell when
> you're right over something? I presume there's no way to look straight down
> from most aircraft, and it seems like the view over the nose is often several
> miles away.

You roll inverted and look straight "up". ;>)

[Jim Stewart]

Orval Fairbairn wrote:
> In article >,
> Mxsmanic > wrote:
>
>> How do you know when you are exactly overflying a specific spot on the ground?
>> It's it just a matter of knowing your particular aircraft, or are there tricks
>> that can help to determine this? I know you can look off the tip of your wing
>> to see if you're abeam something (such as a runway), but how can you tell when
>> you're right over something? I presume there's no way to look straight down
>> from most aircraft, and it seems like the view over the nose is often several
>> miles away.
>
> You roll inverted and look straight "up". ;>)

LOL. I nominate this as the "best reply to Anthony"
for the week.

[Gig 601XL Builder]

Mxsmanic wrote:
> How do you know when you are exactly overflying a specific spot on
> the ground? It's it just a matter of knowing your particular
> aircraft, or are there tricks that can help to determine this? I
> know you can look off the tip of your wing to see if you're abeam
> something (such as a runway), but how can you tell when you're right
> over something? I presume there's no way to look straight down from
> most aircraft, and it seems like the view over the nose is often
> several miles away.

I know you aren't going to like this answer Anthony but it just isn't that
critical that you pass over a specific point. Close enough is good enough.

So how do you get close enough you ask. Let's say you are flying from A to C
you want to pass over B. As you are approaching B you notice that D is
pretty much perpendicular to your course in line with B. So you head towards
B and keep D the same distance away.

Now there are special situations like aerial mapping or non-guided munitions
that will require better positioning but in those cases you would have
specialized equipment.

[Maxwell]

"Mxsmanic" > wrote in message
...
> How do you know when you are exactly overflying a specific spot on the
> ground?
> It's it just a matter of knowing your particular aircraft, or are there
> tricks
> that can help to determine this? I know you can look off the tip of your
> wing
> to see if you're abeam something (such as a runway), but how can you tell
> when
> you're right over something? I presume there's no way to look straight
> down
> from most aircraft, and it seems like the view over the nose is often
> several
> miles away.
>

Why would a pilot care?

[Bertie the Bunyip[_2_]]

Jim Stewart > wrote in
:

> Orval Fairbairn wrote:
>> In article >,
>> Mxsmanic > wrote:
>>
>>> How do you know when you are exactly overflying a specific spot on
>>> the ground? It's it just a matter of knowing your particular
>>> aircraft, or are there tricks that can help to determine this? I
>>> know you can look off the tip of your wing to see if you're abeam
>>> something (such as a runway), but how can you tell when you're right
>>> over something? I presume there's no way to look straight down
>>> from most aircraft, and it seems like the view over the nose is
>>> often several miles away.
>>
>> You roll inverted and look straight "up". ;>)
>
> LOL. I nominate this as the "best reply to Anthony"
> for the week.
>

Do you think he's standging on his head with his little rudder pedals
balanced on his feet?

[Mxsmanic]

Erik writes:

> If I really need to know if I'm directly over something, I take into
> account the wind and my velocity and start dropping golf balls and watch
> where they land. Of course, by the time they hit the ground, I've
> probably moved a couple hundred feet or so which then requires more golf
> balls. It's a never-ending battle.

Seriously?

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[Erik]

Maxwell wrote:
> "Mxsmanic" > wrote in message
> ...
>
>>How do you know when you are exactly overflying a specific spot on the
>>ground?
>>It's it just a matter of knowing your particular aircraft, or are there
>>tricks
>>that can help to determine this? I know you can look off the tip of your
>>wing
>>to see if you're abeam something (such as a runway), but how can you tell
>>when
>>you're right over something? I presume there's no way to look straight
>>down
>>from most aircraft, and it seems like the view over the nose is often
>>several
>>miles away.
>>
>
>
> Why would a pilot care?
>
>

You don't want to pelt noncombatants with errant golf balls!

[Mxsmanic]

Gig 601XL Builder writes:

> I know you aren't going to like this answer Anthony but it just isn't that
> critical that you pass over a specific point. Close enough is good enough.

No, that sounds fine to me, if it's fine to everyone else. In general I don't
think I'd worry too much about what is exactly beneath me as long as I know
what's directly in front of me (since it will soon be beneath me, and anything
now beneath me was in front of me a short time ago). If I'm directly over
something, I'm either hitting it or it's not a concern.

> So how do you get close enough you ask. Let's say you are flying from A to C
> you want to pass over B. As you are approaching B you notice that D is
> pretty much perpendicular to your course in line with B. So you head towards
> B and keep D the same distance away.

I'll keep this in mind.

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[Mxsmanic]

Maxwell writes:

> Why would a pilot care?

When reporting position, or when following instructions to "cross XYZ at
6000," or whatever. Or when giving the location of a family in distress next
to their SUV below.

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[Twenty 2 One]

Mxsmanic > wrote in
:

> Erik writes:
>
>> If I really need to know if I'm directly over something, I take into
>> account the wind and my velocity and start dropping golf balls and
>> watch where they land. Of course, by the time they hit the ground,
>> I've probably moved a couple hundred feet or so which then requires
>> more golf balls. It's a never-ending battle.
>
> Seriously?

idiot

[Elevensees]

Mxsmanic > wrote in
:

> Erik writes:
>
>> If I really need to know if I'm directly over something, I take into
>> account the wind and my velocity and start dropping golf balls and
>> watch where they land. Of course, by the time they hit the ground,
>> I've probably moved a couple hundred feet or so which then requires
>> more golf balls. It's a never-ending battle.
>
> Seriously?
>

Idiot

[Gig 601XL Builder]

Mxsmanic wrote:
> Gig 601XL Builder writes:
>
>> I know you aren't going to like this answer Anthony but it just
>> isn't that critical that you pass over a specific point. Close
>> enough is good enough.
>
> No, that sounds fine to me, if it's fine to everyone else. In
> general I don't think I'd worry too much about what is exactly
> beneath me as long as I know what's directly in front of me (since it
> will soon be beneath me, and anything now beneath me was in front of
> me a short time ago). If I'm directly over something, I'm either
> hitting it or it's not a concern.

Then I really have to ask, "Why in God's name did you ask the fraking
question?"

[Erik]

Mxsmanic wrote:

> Maxwell writes:
>
>
>>Why would a pilot care?
>
>
> When reporting position, or when following instructions to "cross XYZ at
> 6000," or whatever. Or when giving the location of a family in distress next
> to their SUV below.
>

Reporting position is all about just letting people know what direction
to look for you. I'm not IFR, but I've never heard anyone get a request
to cross a particular point, I have heard them tell pilots to turn
left/right to a particular heading.

If I tell an airport that I'm 6 miles east inbound and will enter a 45
for downwind, they know what direction to look, they generally know the
area and what approach I'm going to use to enter the pattern. I never
say my altitude unless I'm crossing over an airport or in a situration
where there's a high likelyhood of having company close by. Coming into
a pattern, your altitude changes a lot. Do not be one of these people
that call every damn thing you do.

I don't care if you were at 3000 and are going to 2000. If you call
that you're entering the pattern, I care where you are and how you're
entering. I already know your altitude (should be) is at TPA by the
time you get there. If you call that you're leaving the pattern, I
don't care where you're going. You can say that you're departing to the
north or whatever, but there's plenty of people out there that make
completely useless calls. I'm departing to the north. Now I'm heading
north at 2500. Now I'm 5 miles north of the airport. Now I'm at 3000.
I DON'T CARE GO AWAY.

If you were directly overhead of an SUV and a family, you wouldn't see
them. You'd really make a turn around a point and look for landmarks
around them.

[Maxwell]

"Mxsmanic" > wrote in message
...
> Erik writes:
>
>> If I really need to know if I'm directly over something, I take into
>> account the wind and my velocity and start dropping golf balls and watch
>> where they land. Of course, by the time they hit the ground, I've
>> probably moved a couple hundred feet or so which then requires more golf
>> balls. It's a never-ending battle.
>
> Seriously?
>

Yeah, seriously, who cares?

[Maxwell]

"Erik" > wrote in message
...
>>
>
> You don't want to pelt noncombatants with errant golf balls!


I suppose. As long as I can miss farmer John's house with a sick sack, I'm
good to go.

[Maxwell]

"Mxsmanic" > wrote in message
...
> Maxwell writes:
>
>> Why would a pilot care?
>
> When reporting position, or when following instructions to "cross XYZ at
> 6000," or whatever. Or when giving the location of a family in distress
> next
> to their SUV below.
>

It's never that critical if you are reporting a position to some form of
ATC. Anything within a couple miles will do on VFR. IFR you have VOR and
DME, and ATC understands their accuracy.

Estimating a ground position would usually be given from a ground reference.
Using road section lines you can estimate to a 1/2 or 1/4 mile pretty well.
Just report something like 2.5 miles west of the river, railroad tracks,
general store, etc.

The only time you need to look straight down is while skydiving. Then you
are looking through an open door, and with very little experience you can
judge to a couple hundred feet from 10,500. The parachute does the rest.

[gpaleo]

[Crap snipped]

Your tenacity is astounding, second only to your inventiveness to bait the
unsuspecting.
What do you do in real life?
Nevermind, just a rhetorical question.

[Mxsmanic]

Gig 601XL Builder writes:

> Then I really have to ask, "Why in God's name did you ask the fraking
> question?"

Because I may have to say "over XYZ" when reporting my position, or heed
instructions from ATC to "cross XYZ" and I wanted to know how to figure out
when I'm actually over something. I don't recall asking it in God's name,
however.

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[Mxsmanic]

Erik writes:

> Reporting position is all about just letting people know what direction
> to look for you.

Telling them that you're crossing the XYZ VOR or the football stadium is one
way to do that.

> I'm not IFR, but I've never heard anyone get a request
> to cross a particular point, I have heard them tell pilots to turn
> left/right to a particular heading.

I've regularly heard "cross XYZZY at or below 12000."

> Do not be one of these people
> that call every damn thing you do.

Why not? You can never be too aware of your situation.

> I don't care if you were at 3000 and are going to 2000.

Someone who is at 2000 and things I'm still at 3000 might care a lot.

> ... but there's plenty of people out there that make
> completely useless calls. I'm departing to the north. Now I'm heading
> north at 2500. Now I'm 5 miles north of the airport. Now I'm at 3000.
> I DON'T CARE GO AWAY.

If you were in their path, you'd care a lot.

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[Mxsmanic]

Maxwell writes:

> The only time you need to look straight down is while skydiving. Then you
> are looking through an open door, and with very little experience you can
> judge to a couple hundred feet from 10,500. The parachute does the rest.

I think I'll pass on that. Like many real pilots, I'm afraid of heights.

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[Jim Logajan]

Mxsmanic > wrote:
> Because I may have to say "over XYZ" when reporting my position, or
> heed instructions from ATC to "cross XYZ" and I wanted to know how to
> figure out when I'm actually over something.

Your question is answered in the AIM under en-route procedures.

[george]

On Apr 19, 7:29 am, Erik > wrote:
> Mxsmanic wrote:
> > Maxwell writes:
>
> >>Why would a pilot care?
>
> > When reporting position, or when following instructions to "cross XYZ at
> > 6000," or whatever. Or when giving the location of a family in distress next
> > to their SUV below.
>
As its mad mixedup who never gets into an aircraft the situation will
never arise.
The golfball drops get first prize

[Erik]

Mxsmanic wrote:

> Maxwell writes:
>
>
>>The only time you need to look straight down is while skydiving. Then you
>>are looking through an open door, and with very little experience you can
>>judge to a couple hundred feet from 10,500. The parachute does the rest.
>
>
> I think I'll pass on that. Like many real pilots, I'm afraid of heights.
>

Somehow I'm not empathising any more.

[Erik]

Mxsmanic wrote:

> Erik writes:
>
>
>>Reporting position is all about just letting people know what direction
>>to look for you.
>
>
> Telling them that you're crossing the XYZ VOR or the football stadium is one
> way to do that.
>
>
>>I'm not IFR, but I've never heard anyone get a request
>>to cross a particular point, I have heard them tell pilots to turn
>>left/right to a particular heading.
>
>
> I've regularly heard "cross XYZZY at or below 12000."
>
>
>>Do not be one of these people
>>that call every damn thing you do.
>
>
> Why not? You can never be too aware of your situation.
>
>
>>I don't care if you were at 3000 and are going to 2000.
>
>
> Someone who is at 2000 and things I'm still at 3000 might care a lot.
>
>
>>... but there's plenty of people out there that make
>>completely useless calls. I'm departing to the north. Now I'm heading
>>north at 2500. Now I'm 5 miles north of the airport. Now I'm at 3000.
>> I DON'T CARE GO AWAY.
>
>
> If you were in their path, you'd care a lot.
>

Has anyone used the word douchebag yet?

[Maxwell]

"Mxsmanic" > wrote in message
...
> Maxwell writes:
>
>> The only time you need to look straight down is while skydiving. Then you
>> are looking through an open door, and with very little experience you can
>> judge to a couple hundred feet from 10,500. The parachute does the rest.
>
> I think I'll pass on that. Like many real pilots, I'm afraid of heights.
>

Well hell, that's certainly no surprize, but it was a complete answer to you
question. If you don't like it, take it over to rec.aviation.student where
it belonged in the first place. Cuz you will never be a pilot either, and
until you do, you won't even be a student.

[C J Campbell[_1_]]

On 2007-04-18 12:02:54 -0700, Erik > said:

> Maxwell wrote:
>> "Mxsmanic" > wrote in message
>> ...
>>
>>> How do you know when you are exactly overflying a specific spot on the ground?
>>> It's it just a matter of knowing your particular aircraft, or are there tricks
>>> that can help to determine this? I know you can look off the tip of your wing
>>> to see if you're abeam something (such as a runway), but how can you tell when
>>> you're right over something? I presume there's no way to look straight down
>>> from most aircraft, and it seems like the view over the nose is often several
>>> miles away.
>>>
>>
>>
>> Why would a pilot care?
>>
>
> You don't want to pelt noncombatants with errant golf balls!

A golf ball (or anything else) doesn't drop straight down. You have to
release it before you reach your target as it continues to move forward
at the speed of the aircraft.

Best if you can get a wind report from the ground just before you
arrive in the area. Then you can use your E6B (You knew that thing had
to be good for something, right?) to compute how far forward the ball
will travel before hitting the ground, assuming you know the rate of
fall and the altitude of the aircraft. You then use the E6B to compute
the amount of wind drift for that period of time and you also have to
allow for the fact that the ball will decelerate its forward movement
due to wind resistance as it falls. But the hard part is figuring out
the rate of fall, which has to be determined experimentally. After that
the rest is easy.

Using a scale diagram of the target area with prominent features
marked on it (or, heck, an aerial photo works, too), you can then
quickly plot the forward distance to the target, mark that on the map,
plot the wind vector, mark that on the map, and use landmarks to put
you directly over the drop point. Best to use a point in front of you
that you will always be able to see during the bomb run, and a side
point that can be seen from the plane anywhere in the DZ.

Best to work in a team of two. One guy flies the plane and the other
plots the drop and actually drops the ball. As you approach the target
area you run through the drop checklist -- 10 minutes to drop, descend
to final drop altitude, 5 minutes to drop, flaps, gear, winds, plot,
line up the aircraft on the aiming reference (or offset by the amount
calculated by the bombardier), open the window, start time from lateral
visual reference (note that you do not choose a lateral visual
reference for the actual drop point -- too hard -- but instead you have
a fixed reference about a minute before the drop and time from that),
30 seconds to drop, 15 seconds to drop, 10 seconds to drop, 5, 4, 3, 2,
1, PICKLE (or GREEN LIGHT, if you have one, for DROP) or NO DROP (you
don't want these two commands to sound the same), time to the end of
the drop zone (assuming you are dropping a bunch of golf balls), STOP
DROP (or RED LIGHT, if you have one), clean, climb, turn, take evasive
action, etc.

There are some safety considerations. You don't want the golf ball
hitting your tail or denting a strut, so you have to lower the ball out
the window or door as much as possible and then drop it straight down.
Don't throw it forward; you might hit the prop. If you can mark the
target with a bright orange piece of plastic and have people on the
ground to keep innocent bystanders away, that is also good, but
military necessity must rule. You generally do not want to drop from
lower than 500' AGL. You don't want to go hitting any trees.

Not that I have done this or given it much thought. :-)
Okay, I was a navigator/bombardier on C-130 Hercules planes, and had
one of the most consistently accurate drop records in our wing. But
aside from that....

So, bottom line, the only reason you need to know you are over an exact
point is indeed if you are going to drop something (or photograph
something straight down) and the way you tell you are there is to line
up on two objects in front -- so that they are line with each other --
and two objects in line with each other to the side. Roads work well.
So do utility lines, fences, buildings, and rows of crops or trees. Man
likes straight lines, and that makes it easier for other men to drop
things on him.
--
Waddling Eagle
World Famous Flight Instructor

[Erik]

C J Campbell wrote:

> Not that I have done this or given it much thought. :-)
> Okay, I was a navigator/bombardier on C-130 Hercules planes, and had one
> of the most consistently accurate drop records in our wing. But aside
> from that....
>
> So, bottom line, the only reason you need to know you are over an exact
> point is indeed if you are going to drop something (or photograph
> something straight down) and the way you tell you are there is to line
> up on two objects in front -- so that they are line with each other --
> and two objects in line with each other to the side. Roads work well. So
> do utility lines, fences, buildings, and rows of crops or trees. Man
> likes straight lines, and that makes it easier for other men to drop
> things on him.

Hmmm. So my golf ball accuracy can become far better. So basically,
make crosshairs with landmarks, then calculate forward travel and
wind. Check.

My neighbor's car is in real trouble now.

[Maxwell]

"Erik" > wrote in message
...
>C J Campbell wrote:
>
>> Not that I have done this or given it much thought. :-)
>> Okay, I was a navigator/bombardier on C-130 Hercules planes, and had one
>> of the most consistently accurate drop records in our wing. But aside
>> from that....
>>
>> So, bottom line, the only reason you need to know you are over an exact
>> point is indeed if you are going to drop something (or photograph
>> something straight down) and the way you tell you are there is to line up
>> on two objects in front -- so that they are line with each other --
>> and two objects in line with each other to the side. Roads work well. So
>> do utility lines, fences, buildings, and rows of crops or trees. Man
>> likes straight lines, and that makes it easier for other men to drop
>> things on him.
>
> Hmmm. So my golf ball accuracy can become far better. So basically,
> make crosshairs with landmarks, then calculate forward travel and
> wind. Check.
>
> My neighbor's car is in real trouble now.
>

Just stick with CJ, he'll have you dropping par in no time.

[Gig 601XL Builder]

Maxwell wrote:

> Well hell, that's certainly no surprize, but it was a complete answer
> to you question. If you don't like it, take it over to
> rec.aviation.student where it belonged in the first place. Cuz you
> will never be a pilot either, and until you do, you won't even be a
> student.

R.A.Student is the last place in the world we want Anthony to post. Please
don't suggest that again.

[Capt. Geoffrey Thorpe]

"Erik" > wrote in message
...
<...>
>If I really need to know if I'm directly over something, I take into
>account the wind and my velocity and start dropping golf balls and watch
>where they land. Of course, by the time they hit the ground, I've probably
>moved a couple hundred feet or so which then requires more golf balls.
>It's a never-ending battle.


Bowling balls work better:

http://youtube.com/watch?v=Uai1JCbLXa0
(about 2:30 into the video)

--
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.

[Maxwell]

"Mxsmanic" > wrote in message
...
> How do you know when you are exactly overflying a specific spot on the
> ground?
> It's it just a matter of knowing your particular aircraft, or are there
> tricks
> that can help to determine this? I know you can look off the tip of your
> wing
> to see if you're abeam something (such as a runway), but how can you tell
> when
> you're right over something? I presume there's no way to look straight
> down
> from most aircraft, and it seems like the view over the nose is often
> several
> miles away.
>


Hey stupid, why do you cross post everything? Are you so half whitted you
don't even know where to ask you silly assed questions?

[Maxwell]

"Gig 601XL Builder" <wrDOTgiaconaATsuddenlink.net> wrote in message
...
> Maxwell wrote:
>
>> Well hell, that's certainly no surprize, but it was a complete answer
>> to you question. If you don't like it, take it over to
>> rec.aviation.student where it belonged in the first place. Cuz you
>> will never be a pilot either, and until you do, you won't even be a
>> student.
>
> R.A.Student is the last place in the world we want Anthony to post. Please
> don't suggest that again.

I can understand your feelings, and just noticed the whole thread is cross
posted any way.

It would be a lot better question for the sim groups.

[Capt. Geoffrey Thorpe]

"Erik" > wrote in message
...
<...>
> Hmmm. So my golf ball accuracy can become far better. So basically,
> make crosshairs with landmarks, then calculate forward travel and
> wind. Check.
>
> My neighbor's car is in real trouble now.
>

<http://cgi.ebay.com/NORDEN-BOMBSIGHT-Rate-End-Computer-Manual-and-Book_W0QQitemZ110104630178QQihZ001QQcategoryZ585QQ rdZ1QQssPageNameZWD1VQQcmdZViewItem>


--
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.

[C J Campbell[_1_]]

On 2007-04-18 14:02:31 -0700, Erik > said:

> C J Campbell wrote:
>
>> Not that I have done this or given it much thought. :-)
>> Okay, I was a navigator/bombardier on C-130 Hercules planes, and had
>> one of the most consistently accurate drop records in our wing. But
>> aside from that....
>>
>> So, bottom line, the only reason you need to know you are over an exact
>> point is indeed if you are going to drop something (or photograph
>> something straight down) and the way you tell you are there is to line
>> up on two objects in front -- so that they are line with each other --
>> and two objects in line with each other to the side. Roads work well.
>> So do utility lines, fences, buildings, and rows of crops or trees. Man
>> likes straight lines, and that makes it easier for other men to drop
>> things on him.
>
> Hmmm. So my golf ball accuracy can become far better. So basically,
> make crosshairs with landmarks, then calculate forward travel and
> wind. Check.
>
> My neighbor's car is in real trouble now.

Grasshopper, the acme of skill is not in hitting your neighbor's car
with a golf ball. The acme of skill is hitting the sunroof of your
neighbor's car with the golf ball.

Of course, when we lived in McCormick Woods, we had golf balls in our
driveway all the time. So we would not have noticed one dropped from an
airplane. A tomato, however...
--
Waddling Eagle
World Famous Flight Instructor

[Sylvain]

Mxsmanic wrote:

> How do you know when you are exactly overflying a specific spot on the
> ground?

an instructor of mine in the past who was amused that I couldn't find a
spot that was directly under the aircraft, took the control and we went
interted. The spot was then clearly visible (despite all the accumulated
junk long forgotten on the floor/under the seats that was now
accumulating on the canopy). He did however made it clear that this was
not the standard procedure expected of the students; planing ahead of
time and looking for the spot before getting there was the preferred MO.

--Sylvain

[Erik]

Capt. Geoffrey Thorpe wrote:
> Bowling balls work better:
>
> http://youtube.com/watch?v=Uai1JCbLXa0
> (about 2:30 into the video)

THAT is cool.

[C J Campbell[_1_]]

On 2007-04-18 14:17:11 -0700, "Capt. Geoffrey Thorpe" <The Sea Hawk at
wow way d0t com> said:

> "Erik" > wrote in message
> ...
> <...>
>> If I really need to know if I'm directly over something, I take into
>> account the wind and my velocity and start dropping golf balls and watch
>> where they land. Of course, by the time they hit the ground, I've probably
>> moved a couple hundred feet or so which then requires more golf balls.
>> It's a never-ending battle.
>
>
> Bowling balls work better:
>
> http://youtube.com/watch?v=Uai1JCbLXa0
> (about 2:30 into the video)

Car bowling is even better. Maybe that is what we need for Anthony --
find him a car bowling add-on to MSFS. He might have so much fun with
it that he would stop posting here...
--
Waddling Eagle
World Famous Flight Instructor

[C J Campbell[_1_]]

On 2007-04-18 14:26:29 -0700, "Capt. Geoffrey Thorpe" <The Sea Hawk at
wow way d0t com> said:

> "Erik" > wrote in message
> ...
> <...>
>> Hmmm. So my golf ball accuracy can become far better. So basically,
>> make crosshairs with landmarks, then calculate forward travel and
>> wind. Check.
>>
>> My neighbor's car is in real trouble now.
>>
>
> <http://cgi.ebay.com/NORDEN-BOMBSIGHT-Rate-End-Computer-Manual-and-Book_W0QQitemZ110104630178QQihZ001QQcategoryZ585QQ rdZ1QQssPageNameZWD1VQQcmdZViewItem>

Now,
>
that could come in real handy for flour bombing contests.
--
Waddling Eagle
World Famous Flight Instructor

[ManhattanMan]

Maxwell wrote:
> "Gig 601XL Builder" <wrDOTgiaconaATsuddenlink.net> wrote in message
> ...
>> Maxwell wrote:
>>
>>> Well hell, that's certainly no surprize, but it was a complete
>>> answer to you question. If you don't like it, take it over to
>>> rec.aviation.student where it belonged in the first place. Cuz you
>>> will never be a pilot either, and until you do, you won't even be a
>>> student.
>>
>> R.A.Student is the last place in the world we want Anthony to post.
>> Please don't suggest that again.
>
> I can understand your feelings, and just noticed the whole thread is
> cross posted any way.
>
> It would be a lot better question for the sim groups.

Gargle with 50/50 solution of clorox and draino - thank you..............

[Dave Doe]

In article >,
says...
> How do you know when you are exactly overflying a specific spot on the ground?
> It's it just a matter of knowing your particular aircraft, or are there tricks
> that can help to determine this? I know you can look off the tip of your wing
> to see if you're abeam something (such as a runway), but how can you tell when
> you're right over something? I presume there's no way to look straight down
> from most aircraft, and it seems like the view over the nose is often several
> miles away.

If you nose hard over and point directly down. The dent in the ground
will indicate your position.

--
Duncan

[Dudley Henriques[_2_]]

"Orval Fairbairn" > wrote in message
...
> In article >,
> Mxsmanic > wrote:
>
>> How do you know when you are exactly overflying a specific spot on the
>> ground?
>> It's it just a matter of knowing your particular aircraft, or are there
>> tricks
>> that can help to determine this? I know you can look off the tip of your
>> wing
>> to see if you're abeam something (such as a runway), but how can you tell
>> when
>> you're right over something? I presume there's no way to look straight
>> down
>> from most aircraft, and it seems like the view over the nose is often
>> several
>> miles away.
>
> You roll inverted and look straight "up". ;>)

Actually Orval, I've used this method on occasion :-)) This is the exact
procedure for a vertical show reversal using a Reverse half Cuban .
Dudley Henriques

[Orval Fairbairn]

In article <2007041815161219336-christophercampbell@hotmailcom>,
C J Campbell > wrote:

> On 2007-04-18 14:17:11 -0700, "Capt. Geoffrey Thorpe" <The Sea Hawk at
> wow way d0t com> said:
>
> > "Erik" > wrote in message
> > ...
> > <...>
> >> If I really need to know if I'm directly over something, I take into
> >> account the wind and my velocity and start dropping golf balls and watch
> >> where they land. Of course, by the time they hit the ground, I've probably
> >> moved a couple hundred feet or so which then requires more golf balls.
> >> It's a never-ending battle.
> >
> >
> > Bowling balls work better:
> >
> > http://youtube.com/watch?v=Uai1JCbLXa0
> > (about 2:30 into the video)
>
> Car bowling is even better. Maybe that is what we need for Anthony --
> find him a car bowling add-on to MSFS. He might have so much fun with
> it that he would stop posting here...

Use it on our resident ignoranus "jgrove"!

[Mxsmanic]

Maxwell writes:

> Hey stupid, why do you cross post everything?

I don't cross-post everything, but in the case of this question, I thought
there might be more answeres in rec.aviation.piloting, but the question might
also be of interest to students.

--
Transpose mxsmanic and gmail to reach me by e-mail.

[Mxsmanic]

Sylvain writes:

> an instructor of mine in the past who was amused that I couldn't find a
> spot that was directly under the aircraft, took the control and we went
> interted. The spot was then clearly visible (despite all the accumulated
> junk long forgotten on the floor/under the seats that was now
> accumulating on the canopy). He did however made it clear that this was
> not the standard procedure expected of the students; planing ahead of
> time and looking for the spot before getting there was the preferred MO.

Was this an aerobatic aircraft?

--
Transpose mxsmanic and gmail to reach me by e-mail.

[[email protected]]

On Apr 18, 1:40 pm, Mxsmanic > wrote:
> How do you know when you are exactly overflying a specific spot on the ground?

For VFR pilots:

If you can see the ground, it's easy.

If you can't see the ground (night), and you don't have a GPS, you
trust your navigation log.

Otherwise, here's a tip that works EVERY time:

If you're with a CFI, and he pulls the power to simulate an engine-out
condition, then it is absolutely guaranteed that you're over a runway
or something very similar to one.

;)

Kev

[Jim Stewart]

wrote:
> On Apr 18, 1:40 pm, Mxsmanic > wrote:
>
>>How do you know when you are exactly overflying a specific spot on the ground?
>
>
> For VFR pilots:
>
> If you can see the ground, it's easy.
>
> If you can't see the ground (night), and you don't have a GPS, you
> trust your navigation log.
>
> Otherwise, here's a tip that works EVERY time:
>
> If you're with a CFI, and he pulls the power to simulate an engine-out
> condition, then it is absolutely guaranteed that you're over a runway
> or something very similar to one.
>
> ;)

My experience is that it's right behind me...

[Maxwell]

"Mxsmanic" > wrote in message
...
> Maxwell writes:
>
>> Hey stupid, why do you cross post everything?
>
> I don't cross-post everything, but in the case of this question, I thought
> there might be more answeres in rec.aviation.piloting, but the question
> might
> also be of interest to students.
>

Do you really think there are certified pilots around here trying to figure
out how to tell when they are over something. Geeez!

[Maxwell]

"Mxsmanic" > wrote in message
...
> Sylvain writes:
>
>> an instructor of mine in the past who was amused that I couldn't find a
>> spot that was directly under the aircraft, took the control and we went
>> interted. The spot was then clearly visible (despite all the accumulated
>> junk long forgotten on the floor/under the seats that was now
>> accumulating on the canopy). He did however made it clear that this was
>> not the standard procedure expected of the students; planing ahead of
>> time and looking for the spot before getting there was the preferred MO.
>
> Was this an aerobatic aircraft?
>

Well I sure if he thought that was any of your business, he would have told
you now wouldn't he.

[Maxwell]

"Mxsmanic" > wrote in message
...
> Sylvain writes:
>
>> an instructor of mine in the past who was amused that I couldn't find a
>> spot that was directly under the aircraft, took the control and we went
>> interted. The spot was then clearly visible (despite all the accumulated
>> junk long forgotten on the floor/under the seats that was now
>> accumulating on the canopy). He did however made it clear that this was
>> not the standard procedure expected of the students; planing ahead of
>> time and looking for the spot before getting there was the preferred MO.
>
> Was this an aerobatic aircraft?

What difference does that make junior?

[Sylvain]

Mxsmanic wrote:

> Was this an aerobatic aircraft?

how would I know, I was a student. Now that you mention it,
may be not. But I made it back (me and most of my lunch).

--Sylvain

[Alan Gerber]

In rec.aviation.student Jim Stewart > wrote:
> > Otherwise, here's a tip that works EVERY time:
> >
> > If you're with a CFI, and he pulls the power to simulate an engine-out
> > condition, then it is absolutely guaranteed that you're over a runway
> > or something very similar to one.

> My experience is that it's right behind me...

You know, this hardly ever happened to me for most of my training. My
pre-solo pattern work involved losing the engine abeam the numbers quite a
few times, but almost everything after that was over a field or something.

When it happened on my checkride, I was kind of surprised that there was
an actual runway down there.

.... Alan
--
Alan Gerber
PP-ASEL
gerber AT panix DOT com

[muff528]

"Mxsmanic" > wrote in message
...
> Sylvain writes:
>
>> an instructor of mine in the past who was amused that I couldn't find a
>> spot that was directly under the aircraft, took the control and we went
>> interted. The spot was then clearly visible (despite all the accumulated
>> junk long forgotten on the floor/under the seats that was now
>> accumulating on the canopy). He did however made it clear that this was
>> not the standard procedure expected of the students; planing ahead of
>> time and looking for the spot before getting there was the preferred MO.
>
> Was this an aerobatic aircraft?
>

It is now! ;o)
Also, I remember a jump pilot a few years ago who liked to do barrel-rolls
in a 182. I recall that he was pretty good since we were sitting on the
floor and
didn't slide around much. This may not be THAT unusual for a 182 but is was
for me.

[Mxsmanic]

Maxwell writes:

> Do you really think there are certified pilots around here trying to figure
> out how to tell when they are over something.

Sometimes I wonder if there are any pilots here at all.

--
Transpose mxsmanic and gmail to reach me by e-mail.

[Mxsmanic]

Maxwell writes:

> What difference does that make junior?

If the aircraft is not designed for aerobatic flight, inverted flight is
reckless. I wouldn't want a reckless flight instructor.

--
Transpose mxsmanic and gmail to reach me by e-mail.

[Danny Deger]

"Mxsmanic" > wrote in message
...
> How do you know when you are exactly overflying a specific spot on the
> ground?
> It's it just a matter of knowing your particular aircraft, or are there
> tricks
> that can help to determine this? I know you can look off the tip of your
> wing
> to see if you're abeam something (such as a runway), but how can you tell
> when
> you're right over something? I presume there's no way to look straight
> down
> from most aircraft, and it seems like the view over the nose is often
> several
> miles away.
>

When flying the F-4E in the Air Force, we would often update the INS by
flying over a ground point and hitting a button to tell the INS we were over
the point. To do this, I would roll to 90 degrees for a few seconds so we
could see the point as we crossed over it.

I think for VORs the rule is when the to/from indicator switches and for
TACAN is was when the DME stops decreasing.

Danny Deger

> --
> Transpose mxsmanic and gmail to reach me by e-mail.

[Maxwell]

"Mxsmanic" > wrote in message
...
> Maxwell writes:
>
>> What difference does that make junior?
>
> If the aircraft is not designed for aerobatic flight, inverted flight is
> reckless. I wouldn't want a reckless flight instructor.
>

More nonsense moron, wrong again.

[Maxwell]

"Mxsmanic" > wrote in message
...
> Maxwell writes:
>
>> Do you really think there are certified pilots around here trying to
>> figure
>> out how to tell when they are over something.
>
> Sometimes I wonder if there are any pilots here at all.

Yeah I know, you seem to spend a lot of wondering, don't you?

[Blanche]

I look out the window.

[Bertie the Bunyip[_2_]]

Mxsmanic > wrote in
:

> Maxwell writes:
>
>> Do you really think there are certified pilots around here trying to
>> figure out how to tell when they are over something.
>
> Sometimes I wonder if there are any pilots here at all.

Bwawhahwhahwh!

Like you'd know the difference.


Berti e

[Bertie the Bunyip[_2_]]

Mxsmanic > wrote in
:

> Maxwell writes:
>
>> What difference does that make junior?
>
> If the aircraft is not designed for aerobatic flight, inverted flight is
> reckless. I wouldn't want a reckless flight instructor.

You don;t want to fly so you don't want a flight instructor at all,
fjukkwit.


Bertie

[Russ and/or Martha Oppenheim]

Fly an ultralight with no floor, and look straight down.

Martha

"Mxsmanic" > wrote in message
...
> How do you know when you are exactly overflying a specific spot on the
ground?
> It's it just a matter of knowing your particular aircraft, or are there
tricks
> that can help to determine this? I know you can look off the tip of your
wing
> to see if you're abeam something (such as a runway), but how can you tell
when
> you're right over something? I presume there's no way to look straight
down
> from most aircraft, and it seems like the view over the nose is often
several
> miles away.
>
> --
> Transpose mxsmanic and gmail to reach me by e-mail.

[Peter Dohm]

"Alan Gerber" > wrote in message
...
> In rec.aviation.student Jim Stewart > wrote:
> > > Otherwise, here's a tip that works EVERY time:
> > >
> > > If you're with a CFI, and he pulls the power to simulate an engine-out
> > > condition, then it is absolutely guaranteed that you're over a runway
> > > or something very similar to one.
>
> > My experience is that it's right behind me...
>
> You know, this hardly ever happened to me for most of my training. My
> pre-solo pattern work involved losing the engine abeam the numbers quite a
> few times, but almost everything after that was over a field or something.
>
> When it happened on my checkride, I was kind of surprised that there was
> an actual runway down there.
>
> ... Alan
> --
> Alan Gerber
> PP-ASEL
> gerber AT panix DOT com

Whereas examiners tend to be old instructors, this reminds me of the "Cat
and Duck" theory.

Peter <g>

[Gig 601XL Builder]

Maxwell wrote:

> I can understand your feelings, and just noticed the whole thread is
> cross posted any way.
>
> It would be a lot better question for the sim groups.

Agreed

[Erik]

wrote:
> On Apr 18, 1:40 pm, Mxsmanic > wrote:
>
>>How do you know when you are exactly overflying a specific spot on the ground?
>
>
> For VFR pilots:
>
> If you can see the ground, it's easy.
>
> If you can't see the ground (night), and you don't have a GPS, you
> trust your navigation log.
>
> Otherwise, here's a tip that works EVERY time:
>
> If you're with a CFI, and he pulls the power to simulate an engine-out
> condition, then it is absolutely guaranteed that you're over a runway
> or something very similar to one.
>
> ;)
>
> Kev
>

Probably DIRECTLY over a runway so that you can't see it.

[flypaper]

Mxsmanic wrote:
> How do you know when you are exactly overflying a specific spot on
> the ground? It's it just a matter of knowing your particular
> aircraft, or are there tricks that can help to determine this? I
> know you can look off the tip of your wing to see if you're abeam
> something (such as a runway), but how can you tell when you're right
> over something? I presume there's no way to look straight down from
> most aircraft, and it seems like the view over the nose is often
> several miles away.

Got to spot view, or simply hit keyboard #5 for the down view
hth moron

[Al G[_1_]]

"C J Campbell" > wrote in message
news:2007041813510751816-christophercampbell@hotmailcom...
> On 2007-04-18 12:02:54 -0700, Erik > said:
>
>> Maxwell wrote:
>>> "Mxsmanic" > wrote in message
>>> ...
>>>
>>>> How do you know when you are exactly overflying a specific spot on the
>>>> ground?
>>>> It's it just a matter of knowing your particular aircraft, or are there
>>>> tricks
>>>> that can help to determine this? I know you can look off the tip of
>>>> your wing
>>>> to see if you're abeam something (such as a runway), but how can you
>>>> tell when
>>>> you're right over something? I presume there's no way to look straight
>>>> down
>>>> from most aircraft, and it seems like the view over the nose is often
>>>> several
>>>> miles away.
>>>>
>>>
>>>
>>> Why would a pilot care?
>>>
>>
>> You don't want to pelt noncombatants with errant golf balls!
>
> A golf ball (or anything else) doesn't drop straight down. You have to
> release it before you reach your target as it continues to move forward at
> the speed of the aircraft.
>
Damn good stuff snipped...


>
> Not that I have done this or given it much thought. :-)

> --
> Waddling Eagle
> World Famous Flight Instructor
>

Our EAA chapter has a blue tarp that we use as a target for "flour
bombing".
Actually we use gypsum in an ice cream bag. The tarp remains unscathed after
many years of use. In fact, standing directly on the aim point might be the
safest spot.

Al G

[Bertie the Bunyip[_2_]]

Mxsmanic > wrote in
:

>
> Why not? You can never be too aware of your situation.
>

Look at what's talking.


Bertie

[Barney Rubble]

Bingo, you've discovered our dirty little secret! Oh shucks. Oh well, no
pilots here, just a bunch of wannabees who can't give straight answers to
inane questions, sorry you had to discover this. Hopefully you will stop
asking all these questions of people who are obviously not worth to answer
you. Do let the door hit your ass on the way out.


"Mxsmanic" > wrote in message
...
> Maxwell writes:
>
>> Do you really think there are certified pilots around here trying to
>> figure
>> out how to tell when they are over something.
>
> Sometimes I wonder if there are any pilots here at all.
>
> --
> Transpose mxsmanic and gmail to reach me by e-mail.

[Brian[_1_]]

The more typical way is to look at section lines (i.e roads and feild
bounderies). When 2 intersecting roads are pointed directlty at you
then you are over the intersection of the two roads.

Basic line geomeotry. It is not hard to tell when a road is pointed
directly at you.

Brian

[[email protected]]

In rec.aviation.piloting Mxsmanic is a Troll > wrote:
> >How do you know when you are exactly overflying a specific spot on the ground?

> Nordon made a device for just this reason...

No, they didn't.

Nordon made a device to predict when to drop an object based on
altitude, speed, wind conditions, and the aerodynamic properties
of the object dropped, such that when you drop the object it lands
on a specific point.

--
Jim Pennino

Remove .spam.sux to reply.

[Mxsmanic]

Brian writes:

> The more typical way is to look at section lines (i.e roads and feild
> bounderies). When 2 intersecting roads are pointed directlty at you
> then you are over the intersection of the two roads.
>
> Basic line geomeotry. It is not hard to tell when a road is pointed
> directly at you.

It should work perfectly--provided that two convenient roads or other lines
happen to intersect at exactly the position you are overflying.

--
Transpose mxsmanic and gmail to reach me by e-mail.

[TheSmokingGnu]

Russ and/or Martha Oppenheim wrote:
> Fly an ultralight with no floor, and look straight down.

Referred to colloquially as a "hang glider". :P

TheSmokingGnu

[Mark]

Mxsmanic > wrote:

>How do you know when you are exactly overflying a specific spot on the ground?
>It's it just a matter of knowing your particular aircraft, or are there tricks
>that can help to determine this? I know you can look off the tip of your wing
>to see if you're abeam something (such as a runway), but how can you tell when
>you're right over something? I presume there's no way to look straight down
>from most aircraft, and it seems like the view over the nose is often several
>miles away.

Go inverted and look straight up.

[[email protected]]

In rec.aviation.piloting Mxsmanic > wrote:
> Brian writes:

> > The more typical way is to look at section lines (i.e roads and feild
> > bounderies). When 2 intersecting roads are pointed directlty at you
> > then you are over the intersection of the two roads.
> >
> > Basic line geomeotry. It is not hard to tell when a road is pointed
> > directly at you.

> It should work perfectly--provided that two convenient roads or other lines
> happen to intersect at exactly the position you are overflying.

Or you are in control of the airplane and make it go exactly over
the road intersection.

--
Jim Pennino

Remove .spam.sux to reply.

[george]

On Apr 19, 4:19 pm, Bertie the Bunyip > wrote:
> Mxsmanic > wrote :
>
> > Maxwell writes:
>
> >> Do you really think there are certified pilots around here trying to
> >> figure out how to tell when they are over something.
>
> > Sometimes I wonder if there are any pilots here at all.
>
> Bwawhahwhahwh!
>
> Like you'd know the difference.
>
Has he considered how most of the posters here have no problems with
each others posts?

And yet Mxsmanics posts cause great merriment amongst most here.

The mark of some-one out of their depth

[Gig 601XL Builder]

Mark wrote:

>
> Go inverted and look straight up.


There's that damn echo again.

[Bertie the Bunyip[_2_]]

george > wrote in
oups.com:

> On Apr 19, 4:19 pm, Bertie the Bunyip > wrote:
>> Mxsmanic > wrote
>> :
>>
>> > Maxwell writes:
>>
>> >> Do you really think there are certified pilots around here trying
>> >> to figure out how to tell when they are over something.
>>
>> > Sometimes I wonder if there are any pilots here at all.
>>
>> Bwawhahwhahwh!
>>
>> Like you'd know the difference.
>>
> Has he considered how most of the posters here have no problems with
> each others posts?
>
> And yet Mxsmanics posts cause great merriment amongst most here.
>
> The mark of some-one out of their depth
>

I think he's in just the right depth, myself. Over his head.


Bertie

[Gary[_2_]]

On Apr 18, 1:40 pm, Mxsmanic > wrote:
> How do you know when you are exactly overflying a specific spot on the ground?
> It's it just a matter of knowing your particular aircraft, or are there tricks
> that can help to determine this? I know you can look off the tip of your wing
> to see if you're abeam something (such as a runway), but how can you tell when
> you're right over something? I presume there's no way to look straight down
> from most aircraft...

Pick up the monitor, and mark the spot under it on your desk with a
pencil.

[Capt. Geoffrey Thorpe]

"Al G" > wrote in message
...
>
<...>>
>
> Our EAA chapter has a blue tarp that we use as a target for "flour
> bombing".
> Actually we use gypsum in an ice cream bag. The tarp remains unscathed
> after
> many years of use. In fact, standing directly on the aim point might be
> the safest spot.
>
> Al G

Apparently not:
http://www.alexisparkinn.com/photogallery/Videos/plane_hits_reporter.wmv

--
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.

[Al G[_1_]]

"Capt. Geoffrey Thorpe" <The Sea Hawk at wow way d0t com> wrote in message
news:OqmdnXUdvLeao7TbnZ2dnUVZ_judnZ2d@wideopenwest .com...
> "Al G" > wrote in message
> ...
>>
> <...>>
>>
>> Our EAA chapter has a blue tarp that we use as a target for "flour
>> bombing".
>> Actually we use gypsum in an ice cream bag. The tarp remains unscathed
>> after
>> many years of use. In fact, standing directly on the aim point might be
>> the safest spot.
>>
>> Al G
>
> Apparently not:
> http://www.alexisparkinn.com/photogallery/Videos/plane_hits_reporter.wmv
>
> --
> Geoff
> The Sea Hawk at Wow Way d0t Com
> remove spaces and make the obvious substitutions to reply by mail
> When immigration is outlawed, only outlaws will immigrate.
>
Whoa. Well, we do drop from a little higher alt. (500' min).

Looks like they missed him with the flour bombs, and hit him with the
aircraft.

Now hitting things with the aircraft I can do...

Al G

[Happy Dog]

"Mxsmanic" > wrote in message
...
> How do you know when you are exactly overflying a specific spot on the
> ground?
> It's it just a matter of knowing your particular aircraft, or are there
> tricks
> that can help to determine this? I know you can look off the tip of your
> wing
> to see if you're abeam something (such as a runway), but how can you tell
> when
> you're right over something? I presume there's no way to look straight
> down
> from most aircraft,

There is, idiot.

m

[DR]

Dudley Henriques wrote:
> "Orval Fairbairn" > wrote in message
> ...
>> In article >,
>> Mxsmanic > wrote:
>>
>>> How do you know when you are exactly overflying a specific spot on the
>>> ground?
>>> It's it just a matter of knowing your particular aircraft, or are there
>>> tricks
>>> that can help to determine this? I know you can look off the tip of your
>>> wing
>>> to see if you're abeam something (such as a runway), but how can you tell
>>> when
>>> you're right over something? I presume there's no way to look straight
>>> down
>>> from most aircraft, and it seems like the view over the nose is often
>>> several
>>> miles away.
>> You roll inverted and look straight "up". ;>)
>
> Actually Orval, I've used this method on occasion :-)) This is the exact
> procedure for a vertical show reversal using a Reverse half Cuban .
> Dudley Henriques
>

LOL You showoff!

Cheers

[Dudley Henriques[_2_]]

"DR" > wrote in message
...
> Dudley Henriques wrote:
>> "Orval Fairbairn" > wrote in message
>> ...
>>> In article >,
>>> Mxsmanic > wrote:
>>>
>>>> How do you know when you are exactly overflying a specific spot on the
>>>> ground?
>>>> It's it just a matter of knowing your particular aircraft, or are there
>>>> tricks
>>>> that can help to determine this? I know you can look off the tip of
>>>> your wing
>>>> to see if you're abeam something (such as a runway), but how can you
>>>> tell when
>>>> you're right over something? I presume there's no way to look straight
>>>> down
>>>> from most aircraft, and it seems like the view over the nose is often
>>>> several
>>>> miles away.
>>> You roll inverted and look straight "up". ;>)
>>
>> Actually Orval, I've used this method on occasion :-)) This is the exact
>> procedure for a vertical show reversal using a Reverse half Cuban .
>> Dudley Henriques
>
> LOL You showoff!
>
> Cheers

:-)))
DH