Technology is Incredible...

"Mxsmanic" wrote in message
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How does pressing "direct to" replace a detailed flight plan? What do
you do if the GPS fails?

It's a non-issue. If the GPS failed before flight, then plan the flight the
same way we were trained using the charts. If it fails during flight, more
than likely you're heading in the general direction and have some idea where
you are and how far to your next waypoint/airport, just pull out the
chart...

I've had a GPS in my plane the last 4 years. When I sold the plane, the
buyer didn't want my GPS so I took it out. He wanted me to fly the plane to
an airport that I hadn't been to before about 45 miles NE of here. I took
off without the GPS, headed NE and compared the chart to what I was seeing
on the ground. Found the airport without any problems. It would have been
nice to have access to a GPS but we can still fly without one.

Perhaps a greater miracle would be a cockpit quiet enough not to
require hearing protection.

Soundproofing a plane is possible but the added weight isn't worth it. A lot
easier/cheaper to install and use (ANR) headsets.

It's more expensive and complicated than it has ever been, in many
respects, even if certain aspects of actually flying in the cockpit
have become easier.

There's planes that fly with only an airspeed indicator, compass, slip/skid
indicator, engine gauges, and an altimeter. They fly fine without all the
radios, GPS, transponder, electrical system, ANR, etc.

"Greg B" wrote in message
...
Soundproofing a plane is possible but the added weight isn't worth it. A
lot
easier/cheaper to install and use (ANR) headsets.

Too bad the commercial flights don't issue ANR headphones for the passengers
on some flights... Grace has been flying back and forth to Toronto lately in
a Embraer RJ145 and according to her, they're rather noisy... Noisy enough
that 31 dB earplugs are required in the passenger compartment... Noisy
enough that she had to cup her hands over her earphones so that she could
hear the music from her MP3 player...

Greg B writes:

I've had a GPS in my plane the last 4 years. When I sold the plane, the
buyer didn't want my GPS so I took it out. He wanted me to fly the plane to
an airport that I hadn't been to before about 45 miles NE of here. I took
off without the GPS, headed NE and compared the chart to what I was seeing
on the ground. Found the airport without any problems. It would have been
nice to have access to a GPS but we can still fly without one.

Maybe you can fly without one, but is that true for all pilots?

Soundproofing a plane is possible but the added weight isn't worth it. A lot
easier/cheaper to install and use (ANR) headsets.

If you stop using props, most of the noise disappears.

There's planes that fly with only an airspeed indicator, compass, slip/skid
indicator, engine gauges, and an altimeter. They fly fine without all the
radios, GPS, transponder, electrical system, ANR, etc.

In certain places, at certain times.

--
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How does pressing "direct to" replace a detailed flight plan? What do
you do if the GPS fails?

*chuckle*

Then, my boy, we have to NAVIGATE! Every pilot is taught how to do
this, even if we'd rather just push "Direct to" and GO.

GPS has only failed me once, back when I had a Lowrance Airmap 300. I
took off solo from Maquoketa, IA in marginal VFR (after having some
upholstery work done on our old Warrior), and as I climbed to pattern
altitude I noticed that the GPS wasn't updating. It was just staring
at me stupidly, showing me stationary on the ground.

It was/is very unusual for me to fly solo, so I had some "three-handed
flying" to do while I messed around with the stupid thing, trying to
remember how to clear-start it whilst aviating into not the greatest
visibility and ceiling. After a few minutes, I just said "To hell with
it" and took up an approximate heading for home.

Somewhere en route I managed to get the thing to re-boot, and was quite
pleased to discover that I was precisely where I expected to be.
Straight-line navigation isn't all that hard, it's just inconvenient
compared to GPS.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Jay Honeck writes:

Then, my boy, we have to NAVIGATE! Every pilot is taught how to do
this, even if we'd rather just push "Direct to" and GO.

How often do they practice, just in case?

--
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On 2006-10-31, Mxsmanic wrote:
How does pressing "direct to" replace a detailed flight plan? What do
you do if the GPS fails?

Turn on the backup handheld unit?

If the GPS fails, you aren't lost - you're on course. Anyone with Jay's
experience should just be able to pick up the chart and eyeball it from
thereon in, and perhaps tune in a couple of VORs.

--
Yes, the Reply-To email address is valid.
Oolite-Linux: an Elite tribute: http://oolite-linux.berlios.de

Dylan Smith writes:

Turn on the backup handheld unit?

Are there handhelds certified for aviation use?

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If the GPS fails, you aren't lost - you're on course. Anyone with Jay's
experience should just be able to pick up the chart and eyeball it from
thereon in, and perhaps tune in a couple of VORs.

What MX doesn't understand (and, in fairness, it's not something non-
or new pilots often DO understand), is that an experienced pilot of a
well-equipped GA airplane has a plethora of navigational aids at
his/her disposal -- not just GPS.

I know before I flew I often wondered how in the *hell* those fellers
in the sky knew where they were! Now, with dual VORs, DME, two GPS
units on board, charts, experience, and two Mark Five eyeballs, it's
hard to imagine a scenario where I *could* get lost.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

On 2006-10-30, Jay Honeck wrote:
When I first started flying, flight planning was laboriously done with
a sectional chart and a pencil. I would carefully plot my course,
figure out VOR frequencies, plan waypoints where I could triangulate my
position with multiple navaids, and make note of visual checkpoints. It
could take 20 minutes to plan a 1-hour flight. It could take DAYS to
plan a multi-day, truly "cross-country" trip.

Even with manual flight planning, the time spent planning is more a
function of experience. I had about 1000 hours when I flew my Cessna 140
coast to coast in the United States. It was all done by hand, and by
looking out the window - the fun of the trip was partly in the
navigating.

It didn't take days to plan - indeed, planning took about as long as
reviewing the charts and drawing a line (which I like to do when using
GPS anyway, so I'm well aware of special use airspace). Also, with
experience, you can divert off track and not have to go back to where
you diverted - being able to match up ground features and map features
becomes vastly easier with practise, as does estimating intercept
courses and estimating ETE.

--
Yes, the Reply-To email address is valid.
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"Dylan Smith" wrote

I had about 1000 hours when I flew my Cessna 140
coast to coast in the United States. It was all done by hand, and by
looking out the window - the fun of the trip was partly in the
navigating.

It didn't take days to plan - indeed, planning took about as long as
reviewing the charts and drawing a line (which I like to do when using
GPS anyway, so I'm well aware of special use airspace).

How did you decide on stops, and such? Fuel would be nice to have at the
airports where you stop, no? g
--
Jim in NC