Knowing when you are overflying something

"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.

"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?

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

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

"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.

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.

--
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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.

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"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

--
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"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.

"Mxsmanic" wrote in message
news
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?