Why don't voice radio communications use FM?

On Sun, 10 Sep 2006 07:24:58 +0200, Mxsmanic
wrote:

B A R R Y writes:

You're not "flying". You're playing a computer game.

It's odd how many real pilots become soaked with sweat while playing
such computer "games."

That is because most of us are used to tactile feed back. The
"seat-of-the-pants" feel experienced by most pilots is not there. As
I spend time on both I do notice the difference, but it doesn't bother
me.

The opposite would be to put a low timer in instrument conditions with
light flicker, or turbulence could cause a case of the leans or worse
yet a case of vertigo. Probably the worst is in instrument training
where you are under the hood on nice warm/hot days with lots of
thermals and your VOR approaches are a step down to 500 AGL or ILS
down to 200 AGL. Great way to turn green in a hurry.

Actually you can do the same while simming with three large screens so
you have all the visual cues and no physical. Eyes and sense of
balance don't agree...instant queasy. IMAX theatres are a good
example of this.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

On Sun, 10 Sep 2006 07:28:36 +0200, Mxsmanic
wrote:

RK Henry writes:

No, you can't. Feeling the movement is entirely the point.

That's a matter of individual preference. For instrument flight,
feeling the movement is not only unnecessary, but potentially
hazardous, if it distracts attention from what the instruments are
saying.

If you could fly the airplane by reference to the instruments
without feeling movement, then instrument training would be easy.

It is.

But it doesn't work like that in the real world. The airplane
inherently imparts accelerations that are inconsistent with the
indications of the instruments.

He's correct, particularly in training. You are down low, it's hot,
and you are getting bounced around. Light and shadow play tricks such
as flying through light cumulus. The light flickers and is brighter on
one side than the other. Our minds tell us that brighter is up, but
it's usually off to one side.

I have a great photo that was shot by a friend from the back seat in a
Cherokee 180 when we were IFR in actual IMC. It was a relatively thin
layer of cumulus that wasn't supposed to be there according to the
forecast. At any rate, every one in the plane appears to be leaning
until you look at the AI. The two of us in front are aligned with the
AI while the photographer was the one with the "leans".


Which ones?

AI, TC, and DG. Both light and motion can give inputs to the body
that conflict with any or all of these three instruments. It takes
time, but you, or rather your mind, become acclimated to accepting the
instruments as input rather than the bodily senses as it does when
flying VFR.



Part of the training process is learning to ignore the
sensations and trust the instruments.

That rather conflicts with the preceding statement, doesn't it? If
the instruments don't accurately indicate accelerations, why trust
them?

Mainly it's because it's not a just matter of acceleration but the
summation of a multitude of inputs. For instance, I can put a plane
through a barrel roll while holding positive G all the way through. If
a passenger were not looking outside they would never know we had
rolled a complete 360 degrees. Bob Hoover used to do that with a glass
of water setting on the glare shield and the water stayed pretty much
level in the glass even when inverted. I'm not and never will be the
pilot Bob is.

You can also do a loop and maintain positive G all the way around.
What the person will feel is a pull up, a feeling of leveling off
(when inverted) and a feeling of pulling up again as you start down
the back side of the loop.

The really strange part about a loop for some one who gets used to the
motion is it often feels like the earth did a loop around you instead
of you doing a loop above the earth. In the G-III that would be a
maximum of about 4 1/2 Gs when the nose reaches a point about 45
degrees before level flight at the end of the loop.

I used to do a lot of photography. I shot road rallies for several
years and spent some time tied onto a helicopter. The pilot would
bank and use his own down wash to stop and hang there momentarily.
(gun ships do the same). Instead of me feeling like I was tipping
forward it was as if the earth tipped up in front of us.


It can be very difficult for the untrained pilot to make this
mental adjustment in the seconds before making a crater in the
ground, which is why getting the training beforehand is so important.

Like I said, the idea is to trust the instruments.

That is extremely difficult to do when your body is telling you
otherwise even when everything in the plane is working right. Add to
that a case of vertigo and your thinking gets stuck in the mud. It
takes a lot of conditioning before your mind is willing to accept the
input from the instruments over what your body is telling you. Add to
that the work load of climbing or descending to the proper altitude
and turning to the proper heading let alone holding heading and
altitude and it can become a high pressure environment at times. Some
never make that transition.

I fly high performance. I've let a lot of other pilots fly the Deb.
It's a rare pilot who has been flying fixed gear planes that wont soon
have the Deb doing 2Gs out of the bottom and zero over the top in a
PIO. They are used to looking at the VSI. That doesn't work in
slippery airplanes. More than one has had me saying to my self: I will
not get sick in my own airplane... I..will.. not...get ... sick...
in... my ... own airrrr...plane....

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

On Sun, 10 Sep 2006 07:37:58 +0200, Mxsmanic
wrote:

snip
I guess the easiest way to sum it up: I like siming, but I love flying
IRL.

You must be independently wealthy and retired if you can actually

No and yes in that order although I started flying many years ago.
Comfortable? Maybe, but my wife and I don't always agree on that.
Wealthy in the monetary sense? No. Retired? Yes.

afford to fly in real life. And even then, it's unlikely that you
have your own 737 that you can fly around whenever you're in the mood.

I like something a bit more responsive than a 737:-))
http://www.rogerhalstead.com/833R/833R_frame.htm

Building something even faster and more responsive.
I tried to hook to www.newglasair.com but it's not responding tonight.

At any rate this is a link to my builders diary.
http://www.rogerhalstead.com/G3_files/GIII_Diary.htm If you go to the
table of contents on my home page there is a non frames version. I
haven't accomplished much on it this summer.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

On Sun, 10 Sep 2006 02:27:37 GMT, Larry Dighera
wrote:

On Sat, 09 Sep 2006 20:20:42 +0200, Mxsmanic
wrote in :

If you want to fly military aircraft, you're out of luck
unless you started at age 20 and ...

Not really:

http://www.combataircraft.com/aircraft/tl39.aspx
Designed and built by Aero Vodochody in Czechoslovakia, the L-39C
is a tandem-seat, single engine jet warbird, originally designed
to be a pilot trainer. The L-39 Albatros has been flown by
numerous Eastern European air forces since 1974. Many L-39s are
now owned privately throughout the world. The L-39 is considered
to be one of the most popular jet warbirds in the world.


And to think I almost purchased one of these (relatively low time and
in good shape) plus a brand new spare engine still in the can less
than 10 years ago for about the same price I paid for the Debonair.
THAT would have been a *good* investment!


snip
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

On Sun, 10 Sep 2006 00:08:22 GMT, B A R R Y
wrote:

On Sat, 09 Sep 2006 11:18:14 +0200, Mxsmanic
wrote:

You need up to 7 KHz or so for sibilants and some other phonological
features which are occasionally phonemic. This high-end response
makes it possible to distinguish between 'f' and 's' in
communications.

Then you won't be able to tell them apart as communications in general
is tailored to operate between 200 to 300 Hz and about 2500 to 3000
Hz. Response is just about nil at 7KHz, but the hearing in my left
ear is down 80 db at 8 KHz. OTOH at a useless 60 Hz its about a plus 8
to 10 db compared to normal. Right one is pretty good. Now if I could
only get rid of the ringing.:-))


Explain how you can tell the difference on the telephone. I know I
certainly can,, and multiplexing pretty much limits telephone calls @
3500 hz.

Telephone is pretty much zip for signal above 3 KHz let alone 3.5.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

In article ,
Thomas Borchert wrote:

You must be independently wealthy and retired if you can actually
afford to fly in real life.

That's just more bull****. Try visiting your local airport and have a
look around.

Bad advice. He would be a danger to himself and those around him.

--
Bob Noel
Looking for a sig the
lawyers will hate

Mxsmanic wrote:
B A R R Y writes:

You're not "flying". You're playing a computer game.

It's odd how many real pilots become soaked with sweat while playing
such computer "games."

Uh, not many. We realize how DRASTICALLY different MSFS and real flying
area.

Mxsmanic wrote:
Dave Stadt writes:

Thanks for providing that information. Guess I'll sell the airplane and go
play with my simulator.

It's a personal choice, and a matter of economics. If you have lots
of money and time, being a real pilot becomes more practical, if that
interests you.

Believe what you want but MSFS is a toy and nothing more.

Believe what you want, but MSFS is a simulator.

Have you flown a real simulator? Ever? If the answer is no, then
again, you have zero idea what you area talking about.

Do me a favor. Get an instructor and rent an airplane for an hour.
Have him let you fly some holds and approaches under the hood. Then
come back here and post his comments regarding your flying? Please?

Mxsmanic wrote:
RK Henry writes:

No, you can't. Feeling the movement is entirely the point.

That's a matter of individual preference. For instrument flight,
feeling the movement is not only unnecessary, but potentially
hazardous, if it distracts attention from what the instruments are
saying.

You still need to feel the movement. The important part is IGNORING it,
something which you would not be able to do with MSFS experience.

Thomas Borchert wrote:
Mxsmanic,

It's also the most frustrating. Hours to get to the airport, hours to
get past the paranoia of incompetent security staff, another hour to
get aboard, another hour waiting to leave the gate, a short period in
the air with tons of traffic all around, above, and below you, and
then another couple of hours at the other end.

Coudln't agree less. If, after that "short period in the air", I arrive
6000 miles from where I usually live, the exitment is all worth it. But
I take it you're not much into real life.

Actually, I agree with him on the "hours to get past the paranoia of
incompetent security staff". The rest of it is just hyperbole. But are
you really surprised?