Getting confused with ATC order...Violation?

On Mon, 07 Apr 2008 03:14:28 +0200, Mxsmanic wrote:
One of the advantages of simulation is that it's not constrained by money
issues, which means that I don't have to fly tin cans over grass runways at
barely above walking speed.

While the idiot's in my kill file, I have to respond to this (which Larry
quoted)...

I'm about to drop a heart-stopping amount of money on my very own brand new
tin can which will fly over grass, or hard surfaced, runways at considerably
over walking speed. There's a simple reason that I'm doing it, and it's one
that you'll never understand until you've been up in a small airplane for
yourself. If you don't understand, there's no amount of explanation that
will help.
--
Jay Maynard, K5ZC http://www.conmicro.com
http://jmaynard.livejournal.com http://www.tronguy.net
Fairmont, MN (FRM) (Yes, that's me!)
AMD Zodiac CH601XLi N55ZC (ordered 17 March, delivery 2 June)

On Mon, 07 Apr 2008 03:14:28 +0200, Mxsmanic wrote:
Fake Mx Post.

On Apr 7, 4:11 pm, Jim Logajan wrote:
On Mon, 07 Apr 2008 03:14:28 +0200, Mxsmanic wrote:

Fake Mx Post.

An mx sim huh

Mxsmanic wrote in
:

Dave Doe writes:

No, you *know* you're flying a simulation, and the brain *knows*
that, and you *know* you can't get into *real* trouble.

Actually, intelligent people are able to get past this. Anyone who is
completely unable to forget that he is engaging in a simulation will
have a hard time getting any utility out of simulation at all.
Fortunately, like Method actors, smart simulator users do not
constantly tell themselves that it's a simulation but instead try to
pretend that it's real. When they do this successfully the usefulness
of the simulation is hugely enhanced.

One sees this problem in other domains where cognitive deficits exist.
A smart user of a video game will mentally set aside the unrealistic
aspects of the game and embrace the realistic ones, allowing for a
fuller virtual experience. A stupid user sees only what is actually
there, and cannot mentally bridge any gaps or overlook any anomalies,
and so no matter how much he plays the game, he never gets much out of
it.

Additionally, like most sim folk, you've probably done things very
differently from the real world (eg. you've mentioned you've flown
heavies). Well in real life, you start off doing a PPL. You don't
progress until you've done that.

That is irrelevant for purposes of ATC. However, as it happens, I
flew small aircraft in the sim first.

for eg, picture this: you've done 6 or 7 hours on your PPL.
"Yesterday" you did your first solo. "Today" you are on your own
(taxying out and everything) and doing your second solo session,
flying in a grass circuit in a busy aerodrome that has a parallel RWY
that heavies and other traffic are using.

I wouldn't normally fly at a busy aerodrome with seven hours of
experience, especially solo. I also don't like grass runways. You
don't say what type of aircraft you have in mind, but it sounds like
some sort of pokey little tin can that I wouldn't want to fly, not
even for training.

There are a couple other students (presumably) in the grass circuit
with you; you are happy that you are spacing yourself well and happy
with your touch-n-goes.

I wouldn't want to be in the grass circuit. I want pavement. I don't
want to fly with the po'folk.

Your hour's up and you advise full-stop on your downwind call. ATC
clear you "left base, number 2, 36, report sighting 73 on short
final". You read back and report traffic in sight. You fly a longer
downwind for the sealed RWY and turn base. You hear the 73 cleared
to land. You hear a call to other traffic, you're mentioned, and
they are number 3 (it's another 73). Then ATC call you are ask you
to keep your speed up.

I ask ATC for a precise speed restriction, and accept or refuse based
on what I consider that I can safely maintain. "Keep your speed up" is
vague and means nothing to me.

Getting nervous? You see on your base leg the #1 73's about to taxy
off the RWY, and looking to your right, you see the other 73's
powerful landing lights in the distance. Your begin your turn to
final, you were 70kts on base, but being told to "hurry it up" you've
pushed the nose forward and not taken more flaps.

I fly only a Baron and a Bonanza, and neither will be at 70 knots on
base. I won't be in a position where I have to "hurry it up" because
I won't accept speed restrictions that might make the flight unsafe.

You turn to final early as you're now
fast, at 450 AGL (you feel OK about that), your AS is now nearly
90kts. You hear ATC advising the 73 they're now #2 (to you). You're
now levelling a bit, power off, grabbing flaps, and configuring for
your approach and flare. (Did you remember carb heat? - oh well).
You're 150 AGL, speed's good, full flap. What's your next move?

Ninety knots is fine. I had full flaps long ago, so I'm not grabbing
them now. I have fuel injection. I descend to the runway, flare, and
touch down, and I turn at the next available taxiway after
decelerating.

You're imposing a long list of conditions that you've chosen
unilaterally. I don't accept those conditions, as I've explained
above. One of the advantages of simulation is that it's not
constrained by money issues, which means that I don't have to fly tin
cans over grass runways at barely above walking speed.


You don't fly, period, fjukktard.



Bertie

Mxsmanic wrote in
:



Actually, intelligent people are able to get past this.

Gee, Anthony. Now you've broadcast to the whole world why you will
never fly or, in fact, never make an intelligent post to a usenet
newsgroup. You just aren't an intelligent person!

On Apr 6, 9:14 pm, Mxsmanic wrote:

I fly only a Baron and a Bonanza, and neither will be at 70 knots on base. I
won't be in a position where I have to "hurry it up" because I won't accept
speed restrictions that might make the flight unsafe.

You really, really don't know what you're talking about.

You fly neither.



Dan McCormack

On Apr 6, 11:35 pm, wrote:

It isn't the real MX.

While the imitation of his style isn't bad, I would give it a B-, mostly
for effort.

For a fun game, how many words, phrases, and statements can you find the
real MX would never use or say.

There are some consistencies, so he must be a long time fan of MX.

My vote is that this is WJRFlyBoy.

He claimed to be leaving to go work on his PPL in one post, his ME in
another.

I think he simply HAS to post, and so will spoof other IDs just to be
able to say something, however worthless and spurious.

He's a monstrosity.


Dan McCormack

On Apr 3, 8:01 pm, RubberWatch wrote:
Hello-

I am a student pilot. I was out flying solo today and was instructed
by ATC to fly a heading of 210. I thought he said 110 and I flew on
that heading. He then told me it looks like your going the wrong
direction i need you to fly 210. I got a bit locked up and said 210.
I ended up on 210 but I really kinda got "mike fright".

Anyway, I just wanted to know if this would constitute a violation and
if I might receive something in the mail, etc? He later told me to
"resume own navigaion" and I did not know what that meant...I asked
him if I could do my airwork and he said resume on navigation meant I
can do anything I want.

He did not ask me to call a land line or anything like that, though
when I requested to change to my CTAF as I had the airport in site, he
said frequency change approved and squalk VFR when I am on the ground.

Any thoughts?
SD

After reading many of the posts below I see some very good advice.

I trained in Canada from a busy towered city airport and I found the
location helped with my ability to assess what was going on (and what
was directed at me and exactly what ATC wanted of me in particular),
and added to my radio IQ and confidence. It sounds like your
instructor has dropped the ball a bit. If you are flying to your
practice area solo you should have made this flight several times by
this point in your training, and you should have been doing all of the
radio work from the third trip to your practice area (with your
instructor helping you less and less from the second trip out to the
practice area). It seems that your radio and ATC knowledge needs some
work, and that perhaps your instructor has not delegated this
responsibility to you early and completely enough, and with enough
accuracy and confidence. Discuss this with your instructor. It is
dangerous for a student to be flying miles away from the home
aerodrome without good radio knowledge and confidence w.r.t. ATC. If
you are flying solo to your practice area then you should have by now
flown solo at your own aerodrome several times doing circuits, and
have passed some sort of written test about radio work I would
think. This is a requirement in Canada.

It does remind me of an incident in my training when the ex-military
ATC tower controller (we called him "Sarge"; he knew this and answered
to this name; he spoke quickly and had a sense of humour which could
confuse some students, but was patient with students and would spell
out complex instructions if you asked ... great guy), told me to
"maintain spacing from Dash-8 on straight-in final; report traffic in
sight and fly a right 270 to enter base and await further
instructions" ... this confused me and I asked "say again for
FFXX" ... he just repeated the same instructions. This started to
flumux me as I kept flying along on downwind toward the point where I
would usually turn base. I repeated myself getting nervous now
"...say again instructions for FFXX". I probably should have admitted
I didnt get it and say " XX Tower, please clarify instructions for
FFXX" but he figured it out for himself and explained "... FFXX; to
avoid extending your downwind past the noise sensitive area at your 10
o'clock just immediately turn your aircraft 270 degree to the right
which will put you on your base leg; report landing Dash-8 traffic and
Hercules now on long straight-in final in sight and report when
established on base." WOW! but at least I understood what he
wanted. Normally we would extend downwind 2 miles to allow spacing
for large landing aircraft (and avoid a small noise sensitive area
close to the airport), but this 3/4 of a circle turn kept me close to
the airport and would expedite my landing between the Dash-8 and the
Hercules (which he obviously knew about when he first made the call,
but I did not) rather than having to fly a 4 mile downwind extension
(!!!) and come in behind the Hercules. Point is ... ATC can confuse
at times ... ask for clarification if you are unsure of an
instruction.

Discuss what's going on with your instructor, especially your concerns
about your incident in detail. Never be afraid to use the words "say
again" and "please clarify instructions for ...", alert ATC to your
student status; get in the habit of reading back instructions and
clearances to ATC so any inconsistencies can be corrected before you
take (what might be the wrong) action, and make sure you debrief with
your instructor after every solo flight, especially if anything was
confusing during the flight or made you feel at all nervous.

Good luck.

On Apr 6, 11:37 am, Benjamin Dover wrote:
Mxsmanic wrote :

Dave Doe writes:

You don't know jack - there is simply no way you can simulate the
nervousness a student pilot might experience during flight and
conversation with ATC - sitting in front of a fuken computer.

The simulation works very well, since it involves most of the same
factors that produce nervousness.

Only to an asshole like you who doesn't know **** from shinola.

Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
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Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.
Anthony, you are one dumb piece of ****.

Is that you Jack Nicholson? How's the book coming along up at that
hotel in the mountains?

On Mon, 07 Apr 2008 03:35:03 GMT, wrote:


Sucker.

It isn't the real MX.

Thank you so much for pointing out what is most important to you. :-)