argh -- flight plan routes

I have not tried this. I fly out of a field (PAO) where I get my
clearance from ground control, when I call for taxi instructions. I've
never called them with the engine off, saying "hey, I'll just sit here
and call back for taxi when I understand this clearance." Could try it.
Usually, there is no need, as another poster mentioned, there will
always be a "hold for release" during which I'll be sure to have time
to persue my charts leisurely.

My CFII actually had us shut down in the runup area once or twice, as
we were told we'd be waiting 20 minutes or so. I thought that it was
not allowed to shut down in a movement area, but he thought otherwise.
We debated it, but I could not find the reg.

I think an interesting twist on the route clearance discussion is that
we all tend to do most of our instrument training and fooling around in
fair weather, which in the SF Bay Area, means a northwesterly wind and
all the bay airports are on the "Northwest Plan." However, when the
weather is actually low and you're IFR "for real" because you need to
be, it's much more likely to be the "Southeast Plan." The low-altitude
routings for slow aircraft are definitely different. (don't know about
other a/c).

So, in my last case, I think I was just surprised that even though what
I had filed was something I had seen before, I got something different,
and it was because we had a real howler of a storm cooking. (This was
last Sunday afternoon/evening.)

Specifically, I was coming back to Palo Alto from Fresno. I had filed:
FRES5.ECA V195 SUNOL V334 SJC. What I got was RDR VEC V230 PANOS V485
GILRO. This was about the same distance, but took me over higher
terrain. I had filed for 4000, but this route necessitated 8000, which
was a drag because freezing level was 9000 in the area, and I did
indeed pick up some ice. Interesting how approach is very accomodating
in getting you down lower when you actually *have* ice, though not so
much when you're on the ground telling them that you might get it.

All that said, it was a truly lovely flight. In and out of the clouds
the whole way, night, rain on and off sometimes heavy, visibility
varying from 20 miles to nothing, etc. My pax got a little nervous when
I was using the flashlight to check the wings, but other than that, we
had a great time -- all culminating in a greaser landing at PAO in a
healthy crosswind.

-- dave

wrote:
I have not tried this. I fly out of a field (PAO) where I get my
clearance from ground control, when I call for taxi instructions. I've
never called them with the engine off, saying "hey, I'll just sit here
and call back for taxi when I understand this clearance." Could try
it.

That's what I usually do. Call up, get my clearance, tell the guy
I'll call back for taxi in 5. In cold weather, I'll usually start up
first, mostly to give the engine more time to warm up before I get going.

My CFII actually had us shut down in the runup area once or twice, as
we were told we'd be waiting 20 minutes or so. I thought that it was
not allowed to shut down in a movement area, but he thought otherwise.
We debated it, but I could not find the reg.

Typically, the runnup area is not a movement area. Is there a dashed
line setting it off from the rest of the taxiway? In any case, I
can't think of any regulation which says you can't shut your engine
off, as long as you maintain a radio watch. You could do this by
keeping one radio on, or even with a handheld. Of course, you can
even shut down the radios if the controller gives you permission to go
off the frequency.

Specifically, I was coming back to Palo Alto from Fresno. I had filed:
FRES5.ECA V195 SUNOL V334 SJC. What I got was RDR VEC V230 PANOS V485
GILRO. This was about the same distance, but took me over higher
terrain. I had filed for 4000, but this route necessitated 8000, which
was a drag because freezing level was 9000 in the area, and I did
indeed pick up some ice. Interesting how approach is very accomodating
in getting you down lower when you actually *have* ice, though not so
much when you're on the ground telling them that you might get it.

Keep in mind that while they may be as accomodating as possible, if
there's terrain below you, that limits how accomodating they can be.
The idea of being at the MOCA and picking up ice in a no-ice piston
single doesn't sound like a lot of fun to me.

My CFII actually had us shut down in the runup area once or twice, as
we were told we'd be waiting 20 minutes or so. I thought that it was
not allowed to shut down in a movement area, but he thought otherwise.
We debated it, but I could not find the reg.

Couldn't you just turn off the master switch so the hobbs stops, and
kept the engine running?

Couldn't you just turn off the master switch so the hobbs stops, and
kept the engine running?

Hobbs usually runs on oil pressure. The master wouldn't kill it.
However, I got bitten by an airplane whose hobbs ran on the master. I
turned the master on to get clearances and such before starting the
motor, and noticed the hobbs clicking away with the engine off.

Jose
--
Get high on gasoline: fly an airplane.
for Email, make the obvious change in the address.

On 1 Apr 2005 20:20:17 -0800, wrote:

My CFII actually had us shut down in the runup area once or twice, as
we were told we'd be waiting 20 minutes or so. I thought that it was
not allowed to shut down in a movement area, but he thought otherwise.
We debated it, but I could not find the reg.

Couldn't you just turn off the master switch so the hobbs stops, and
kept the engine running?


Hobbbs meters are driven by oil pressure.

Not necessarily.
Correctly, it is an oil pressure switch. When oil pressure exceeds a
preset value, the switch closes a contact, permitting current to flow.
On some installations, the Hobbs is wired directly to the DC buss which
is energized when the Master is turned on.
My experience is that High Performance aircraft use the oil pressure
switch and fixed pitch, under 200 hp aircraft use the Master switch.

wrote:
Hobbs meters are driven by oil pressure.

Mine is activated by the squat switch on the left gear leg.

"jsmith" wrote in message =
news
Not necessarily.
Correctly, it is an oil pressure switch. When oil pressure exceeds a=20
preset value, the switch closes a contact, permitting current to flow.
On some installations, the Hobbs is wired directly to the DC buss =
which=20
is energized when the Master is turned on.
My experience is that High Performance aircraft use the oil pressure=20
switch and fixed pitch, under 200 hp aircraft use the Master switch.
=20
wrote:
Hobbs meters are driven by oil pressure.

[My hobbs meter] is activated by the squat switch on the left gear leg.

Cool. You don't have to pay for taxi time.

Jose
--
Get high on gasoline: fly an airplane.
for Email, make the obvious change in the address.

"Jose" wrote in message =
m...
[My hobbs meter] is activated by the squat switch on the left gear =
leg.
=20
Cool. You don't have to pay for taxi time.
=20
Jose

I pay for *everything* about my airplane.
But yes, you got the idea right, Jose.
Taxi time doesn't add to airframe, engine, or propeller hours.