Knowing when you are overflying something

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

"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?


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.

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

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

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...

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

"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

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.

"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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