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#231
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Confusion about when it's my navigation, and when it's ATC
Buck Murdock writes:
Until you have done more than one of the above, you ARE NOT QUALIFIED to make comparisons amongst them. Qualifications on USENET are never certain. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#232
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Confusion about when it's my navigation, and when it's ATC
Rick Branch writes:
A friend of mine is a pilot for an international cargo carrier, and he does play with MSFS. He just loves to fly a 747 off of a grass strip that is about half a mile from his (real) house. The grass strip is in the MSFS database, so he uses it. (I guess it beats pretending to drive to the airport.) I didn't think that 747s could be used with grass strips. I know some other airliners can be used on unpaved strips, although it may require special option packages. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#233
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Confusion about when it's my navigation, and when it's ATC
TxSrv writes:
Brilliant. How do we get there in the first place? If it's above the ceiling of the aircraft, you don't. Barring extraordinary ridge lift in winter-cold air, and maybe that would be insufficient, how do we get to FL 300 like I've done in MSFS in a 172? You don't. The point is that, since you cannot test the real aircraft at that altitude, you don't really know how it would behave. And so you don't necessarily know if the simulation is accurate or not. Simulation allows you to magically place the aircraft at that altitude. In real life, you'd have to climb to that altitude. The only exception might be a drop from a larger aircraft, which would indeed allow you to test it at high altitudes. It's hard to see any use for that, however, beyond satisfaction of curiosity. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#234
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Confusion about when it's my navigation, and when it's ATC
Newps writes:
BZZT, try again. Which flight path is followed in a forward slip? -- Transpose mxsmanic and gmail to reach me by e-mail. |
#235
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Confusion about when it's my navigation, and when it's ATC
Newps writes:
Steeeeeerike two. Why? The intended flight path is aligned with the centerline of the runway, and in fact that is the flight path followed; there is no deviation. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#236
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Confusion about when it's my navigation, and when it's ATC
Sam Spade writes:
The King Air, on autopilot, will not maintain the set vertical speed if the IAS drops below 120 knots or so. It will nose-dive and crash. Not so with a real King Air. Does the King Air allow you to set a vertical speed? What happens on the real aircraft? Cross winds on autopilot are not handled correctly on an RNAV approach. Which autopilot? What does it do incorrectly? Strong winds aloft dramatically affect IAS in a holding pattern, which is wrong beyond belief. I'll have to look. That is my short list. I don't recall ever flying the King Air, but I'll try to remember to look at the other things the next time the opportunity arises. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#237
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Confusion about when it's my navigation, and when it's ATC
-----BEGIN PGP SIGNED MESSAGE-----
Hash: SHA1 Sam Spade wrote: A Guy Called Tyketto wrote: This would be a company policy, no? Because it could still be done in any other aircraft outside your company. You must be another non-pilot? Right now, no. I'm working on that. doing all the studying I can and taking notes from you who already are pilots before taking the plunge myself. I want to be ready before I take that step. 91.129 A large or turbine-powered airplane approaching to land on a runway served by an instrument landing system (ILS), if the airplane is ILS equipped, shall fly that airplane at an altitude at or above the glide slope between the outer marker (or point of interception of glide slope, if compliance with the applicable distance from clouds criteria requires interception closer in) and the middle marker; and (3) An airplane approaching to land on a runway served by a visual approach slope indicator shall maintain an altitude at or above the glide slope until a lower altitude is necessary for a safe landing. I understand now. I was more familiar with the .65 than the FARs. Thank you for the enlightenment. BL. - -- Brad Littlejohn | Email: Unix Systems Administrator, | Web + NewsMaster, BOFH.. Smeghead! | http://www.wizard.com/~tyketto PGP: 1024D/E319F0BF 6980 AAD6 7329 E9E6 D569 F620 C819 199A E319 F0BF -----BEGIN PGP SIGNATURE----- Version: GnuPG v1.4.6 (GNU/Linux) iD8DBQFFn0d5yBkZmuMZ8L8RAsPnAKDW6Rh51rT87+3Sm5snUp h5RaOj4ACdH8aF 6n7O8d2g4dtC7Mtg2fvXBj0= =VJlq -----END PGP SIGNATURE----- |
#238
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Confusion about when it's my navigation, and when it's ATC
-----BEGIN PGP SIGNED MESSAGE-----
Hash: SHA1 Mxsmanic wrote: Sam Spade writes: That just isn't so. Jet aircraft are required to remain on, or above, the ILS G/S whether on an ILS approach or on a visual approach. But doesn't one normally fly below the glide path in order to intercept it? Depends. There are times when you pick up the glideslope at or a bit above the appropriate altitude before it is totally intercepted. Case in point: ILS 25L and 24R at LAX, ILS 25L at Vegas. At the company I worked for, failure to tune and identify the ILS for a visual approach to an ILS runway was a check-ride bust. So it's a company policy, but not a FAR. However, such a policy does not surprise me. Why deprive oneself of the information from the ILS just because it is a visual approach? You really don't get it. No-one is depriving anyone from the readouts an ILS approach has. Because you're on a visual approach however, it is the pilot's responsibility for separation, not ATC's. ATC can tell you to join the runway localizer and track it inbound, but still to expect a visual approach. Just because an airport has a runway with an instrument approach does not always mean you will use that runway. Like I said before.. I'd hate to see how you'd get into some place like LAS when the 19s and 7s are in use, or PSP when the 13s are in use. Let me ask this.. Granted, you will have more issues to deal with when/if it happens, but what would you do if you were on approach to an airport, and you lost your entire panel? According to your very post above, you'd be deprived of your precious ILS.. I hope you know how to land a plane without anything. BL. - -- Brad Littlejohn | Email: Unix Systems Administrator, | Web + NewsMaster, BOFH.. Smeghead! | http://www.wizard.com/~tyketto PGP: 1024D/E319F0BF 6980 AAD6 7329 E9E6 D569 F620 C819 199A E319 F0BF -----BEGIN PGP SIGNATURE----- Version: GnuPG v1.4.6 (GNU/Linux) iD8DBQFFn0ouyBkZmuMZ8L8RAoEhAKCyUWd0jhOzy8Vs6epbuP bFboptpgCgtU2A pqlzJGxUDPTkoswCaSlpxKU= =DYAi -----END PGP SIGNATURE----- |
#239
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Confusion about when it's my navigation, and when it's ATC
A Guy Called Tyketto writes:
Depends. There are times when you pick up the glideslope at or a bit above the appropriate altitude before it is totally intercepted. Case in point: ILS 25L and 24R at LAX, ILS 25L at Vegas. It must be awkward, since the glide slope constantly descends, and you'd have to chase it downward. I also seem to recall reading that some autopilot systems will only capture correctly from beneath. They expect the glide path to descend towards them. I haven't tested this in simulation, and of course there's no guarantee that the simulation would be accurate on such a small detail, but I'll have to try it sometime. ATC can tell you to join the runway localizer and track it inbound, but still to expect a visual approach. I haven't heard that. I'll have to listen for it. Just because an airport has a runway with an instrument approach does not always mean you will use that runway. Like I said before.. I'd hate to see how you'd get into some place like LAS when the 19s and 7s are in use, or PSP when the 13s are in use. It hasn't happened to me thus far. Let me ask this.. Granted, you will have more issues to deal with when/if it happens, but what would you do if you were on approach to an airport, and you lost your entire panel? According to your very post above, you'd be deprived of your precious ILS.. I hope you know how to land a plane without anything. In VMC, I'd continue visually. In IMC, I'd have to find a place where I could land visually. It depends on exactly which instruments I've lost. If I have nothing at all and I'm in IMC, the outlook is grim. In VMC, it would be challenging but doable. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#240
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Confusion about when it's my navigation, and when it's ATC
Nomen Nescio writes:
Since you've never flown a real aircraft AT ALL, you have no way of knowing whether the simulation is accurate or not. The real aircraft cannot climb to that altitude, so _nobody_ knows whether the simulation is accurate or not. -- Transpose mxsmanic and gmail to reach me by e-mail. |
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