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#71
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In article ne.com,
Andrew Gideon wrote: Roy Smith wrote: My club has the CNX-80 in four of our planes now. It's a cool radio, but there is certainly a learning curve. I've got about 25 hours behind box now, and havn't learned everything there is to know about it yet. Nice club. Where's this, again? - Andrew White Plains. www.wfc-hpn.org. |
#72
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On Sat, 24 Apr 2004 18:05:19 -0400, Roy Smith wrote:
Outbound course or outbound heading? Course. The wind was from the west. Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA) |
#73
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Jon Kraus wrote in message ...
Thanks Bob... I figured the same thing... I hear that most people have never been asked to hold anywhere... how about you? JK On my first flight as PIC under IFR, I was #3 for the approach into a non-towered airport in Center airspace. No radio comms with Center once you start to descend inbound from the FAF, have to cancel on the ground through FSS. Layer from about 1000 AGL to 4000 AGL. Think I had to hold? Oh, yes, and let's not get sloppy either, planes over and under me. I think it all depends upon where you fly. If you're flying all the time into airports where radar conditions permit vectors to final, seems a lot of controllers just send you all over the sky instead of issuing holds (though I think you'll still get 'em if the weather is truly bad). OTOH, if you're flying a lot where vectors to final aren't an option but the airport sees a fair bit of traffic, holding shouldn't come as a shock any time the wx makes an IAP necessary. I'll be surprised if I go through the year without another hold. And frankly, I'd rather just hold than get vectored all over creation, told to circle a couple times, that kind of thing. If I hold with an EFC time and I lose comm, I know where I am, what I'm supposed to do, and when I'm supposed to do it. Cheers, Sydney |
#74
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#75
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Andrew Sarangan wrote:
Jon Kraus wrote in : Funny Mark.... my DE busted his IFR ride on the hold too... He said hold wasn't even close to being racetrack shaped or anywhere near the racetrack :-) Like others have said this doesn't mean anything in the big picture.... Thanks again. JK When you have a crosswind, the hold will not be a race track pattern. The outbound should not be parallel to the inbound if there is a crosswind. Bless you, Andrew. I was about to jump in and say the same thing. The idea that holding patterns are supposed to be racetrack-shaped is commonly held and is a source of difficulty in doing holds well. I'm not an instructor of any kind, but I've been instrument rated for a few years and have flown as safety-pilot with a lot of different instrument pilots doing holds for currency. I often see pilots trying to make the outbound leg parallel to the inbound leg, and it just doesn't work that way when there's a wind blowing across the inbound course. Pilots with GPS seem to be particularly prone to this error. Think about the turn radius on the downwind turn versus the turn radius on the upwind turn, and you'll see why the outbound and inbound legs can't be parallel. Dave Remove SHIRT to reply directly. |
#76
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Dave Butler wrote:
Andrew Sarangan wrote: Jon Kraus wrote in : Funny Mark.... my DE busted his IFR ride on the hold too... He said hold wasn't even close to being racetrack shaped or anywhere near the racetrack :-) Like others have said this doesn't mean anything in the big picture.... Thanks again. JK When you have a crosswind, the hold will not be a race track pattern. The outbound should not be parallel to the inbound if there is a crosswind. Bless you, Andrew. I was about to jump in and say the same thing. The idea that holding patterns are supposed to be racetrack-shaped is commonly held and is a source of difficulty in doing holds well. I'm not an instructor of any kind, but I've been instrument rated for a few years and have flown as safety-pilot with a lot of different instrument pilots doing holds for currency. I often see pilots trying to make the outbound leg parallel to the inbound leg, and it just doesn't work that way when there's a wind blowing across the inbound course. Pilots with GPS seem to be particularly prone to this error. Think about the turn radius on the downwind turn versus the turn radius on the upwind turn, and you'll see why the outbound and inbound legs can't be parallel. Well, they COULD be, but it would be a lot of work and you couldn't use standard rate turns. You'd have to turn at a very slow rate upwind and very fast downwind! Matt |
#77
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In article , Dave Jacobowitz wrote:
I did make some mistakes on the checkride. One of which was flying on a vector right through the FAC on a partial-panel VOR-A approach to TCY. I was behind the plane, had not dialed in the OBS as quickly as I should have, when I did, the needle was already on the wrong side. I caught the problem right away, correcting right away, and said so out loud. The rest of the approach was sloppy by my standards, but within PTS limits. Still, the DE could have failed me right then and there. He elected not to. Luck. Not luck. In my experience, most examiners give you one mulligan, unless they think you're otherwise marginal. Despite this, IME, most people crash and burn (not literally, I hope!) on at least one checkride in their lives. I failed the IFR checkride first time around despite getting my mulligan. Went back, did a bit more practice, then passed. It builds character. There's just something about checkrides. There sure is. Morris (oh, no, not another character-building experience) |
#78
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John R Weiss wrote:
While holding may be infrequent, it usually comes up at an inopportune time when it does come up. So, it's worth keeping up your skills. I've recently had to do a "360 for spacing" on approach into HKG, and have had to hold a couple times at Point Reyes on arrival into SFO (B747). Also, holding is a good technique when you're not quite ready to start an approach IMC; just ask for a turn or 2, and get yourself prepared after established. Here's another nice holding trick that my IFR instructor taught me. If you are concerned about (unforecast) ice in a cloud layer that you have to climb through, or if you have to fly over water directly after takeoff, ask for a climbing hold at a navaid close to the airport (it's called a "shuttle climb" in Canada, but I don't think the U.S. has a term for it) until you either get above the clouds or get to a safe gliding altitude for flying over the water. If you do start picking up ice during the climb, you'll be either lined up for an approach (if you're holding over the IAF) or right over the airport. I think that this is a normal IFR departure procedure for some airports in mountain country, but I have no mountain flying experience. To the original poster, I am very sorry to hear that you busted the first part of the checkride, but you should be proud of yourself for going on and finishing (and passing everything else). You've proven to yourself that if something goes wrong in a real-life flight some day, you won't get distracted and fall to pieces, but will keep focussed and finish your flight safely: that might be a lifesaver. All the best, David |
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