Altimeter accuracy

On Wed, 9 May 2007 09:45:04 -0700, "Al G" wrote:


"Ron Rosenfeld" wrote in message
.. .
On Tue, 8 May 2007 09:03:07 -0700, "Al G" wrote:

We once had a 182 and pilot approved for the 150' DH for
fog seeding.

That wouldn't happen to have been in Medford, OR?
--ron

*Ding*, We have a winner!

It was indeed. United Airlines hired us to "Clear it up". $15/hr for
Night/Single Engine/IFR below minimums. My wife later bought me some "Small
Flowers" from Wal-Mart, so I would always have "Mini-Mums".

Al G


I have waited many an early morning for the fog to clear. (Our kids used
to live in Ashland). Once or twice I noted the Cessna taking off, when the
commercial jets couldn't land.
--ron

"Ron Rosenfeld" wrote in message
...
On Wed, 9 May 2007 09:45:04 -0700, "Al G" wrote:


"Ron Rosenfeld" wrote in message
. ..
On Tue, 8 May 2007 09:03:07 -0700, "Al G"
wrote:

We once had a 182 and pilot approved for the 150' DH for
fog seeding.

That wouldn't happen to have been in Medford, OR?
--ron

*Ding*, We have a winner!

It was indeed. United Airlines hired us to "Clear it up". $15/hr for
Night/Single Engine/IFR below minimums. My wife later bought me some
"Small
Flowers" from Wal-Mart, so I would always have "Mini-Mums".

Al G


I have waited many an early morning for the fog to clear. (Our kids used
to live in Ashland). Once or twice I noted the Cessna taking off, when
the
commercial jets couldn't land.
--ron

The conditions had to be just right. 25-31 degrees F, and the heavier
the fog the better. We would fly a 150' pass, and dribble about a 1/2 pound
of crushed dry ice over the centerline, making several passes. Within 5
minutes, it was snowing. Within 15-20, most of the fog was on the ground,
and RVR's went from -600 to 6000. The 182 would build ice while doing the
low passes, but the normal 90-270 was done above pattern altitude where it
was 40 F and the ice would leave. We had an "Unofficial" backcourse/Loc only
with a 150' DH as well. The Loc/Dme was at the far end of MFR's 14 ILS, so
it gave us a distance to the approach end of our backcourse. We figured if
the engine went, we would just keep the energy up and shoot one of the
approaches. We actually did this under the hood for practice, and I once did
it with the GADO inspector who authorized me, on board. Sounds pretty dumb
now. At the time it was just like going out for touch & go's, except you
couldn't see anything outside.

Al G