The Comair crash reminds me...

Peter R. wrote:
Emily wrote:
snip

Interstate traffic is tough, depending on how close it is to your window
and whether the roads are wet. I will say that the device would make it
much more tolerable, as the white noise will drown out most of the variable
sounds outside your window. It probably won't do anything with the noise
of trucks as they downshift right outside your window, though.

If it is that bad, you have no choice but to demand of the hotel management
to put you in a room away from the highway if they desire your recurring
business.

Hahaha...I tried that last month in a certain hotel that must have been
100 feet from the interstate. Unfortunately, it appears that when your
company forces you on the road with less than 12 hours notice, you're
kind of stuck with the room the hotel gives you.

It didn't help that I was so tired when I got there that I didn't even
notice the trucks until the next morning or that I'm used to sleeping
with an air filter on. Might have to keep looking for something with a
white noise feature.

"Emily" wrote in message news:E-

Hahaha...I tried that last month in a certain hotel that must have been
100 feet from the interstate.

Why don't you stay elsewhere?

"Bob Moore" wrote in message
. 122...
Jim Macklin wrote
The slaved compass is corrected so as many errors
(deviation) are corrected and variation is also corrected as
much as possible too,

SAY WHAT!!!! How does one fly an ATC assigned heading if VAR
has been 'corrected' out?

Probably the same way you do it when there's a wind. ATC assigns you a
heading. If that doesn't provide the track they want, they assign a new
one, adjusting for the error in the track.

They don't care what your heading indicator is telling you. They care that
you follow it consistently.

(Note: I don't actually know anything about how a slaved compass is
corrected...seems to me that variation and local deviation (that is, not due
to the aircraft installation itself) are not things one could usefully build
into a slaved compass. But assuming the slaved compass IS correcting for
all manner of things, there's no reason to believe it would cause a problem
with ATC).

Pete

Sorry didn't mean to say it like that, compass deviation
correction. I was thinking about the swinging process,
flying a heading on a cardinal course (government surveyed
roads on sections lines are true N-S-E and W. Variation is
applied when setting the HI to get the local magnetic, then
turns are made with the HI and the compass read to determine
the deviation.

Sorry for being tired when I misspoke.


"Bob Moore" wrote in message
. 122...
| Jim Macklin wrote
| The slaved compass is corrected so as many errors
| (deviation) are corrected and variation is also
corrected as
| much as possible too,
|
| SAY WHAT!!!! How does one fly an ATC assigned heading if
VAR
| has been 'corrected' out?
|
| Bob Moore

The flux valve is usually located well away from steel and
electrical components, so it avoids many deviation errors.
It also is designed to be more accurate and reduce turning
errors sent to the indicator.


"Peter Duniho" wrote in
message ...
| "Bob Moore" wrote in message
| . 122...
| Jim Macklin wrote
| The slaved compass is corrected so as many errors
| (deviation) are corrected and variation is also
corrected as
| much as possible too,
|
| SAY WHAT!!!! How does one fly an ATC assigned heading
if VAR
| has been 'corrected' out?
|
| Probably the same way you do it when there's a wind. ATC
assigns you a
| heading. If that doesn't provide the track they want,
they assign a new
| one, adjusting for the error in the track.
|
| They don't care what your heading indicator is telling
you. They care that
| you follow it consistently.
|
| (Note: I don't actually know anything about how a slaved
compass is
| corrected...seems to me that variation and local deviation
(that is, not due
| to the aircraft installation itself) are not things one
could usefully build
| into a slaved compass. But assuming the slaved compass IS
correcting for
| all manner of things, there's no reason to believe it
would cause a problem
| with ATC).
|
| Pete
|
|

Ross Richardson writes:
Be sure you set the DG to the magnetic compass before you turn onto the
runway and not do like some pilots I have seen. Line up on the runway
and set the compass.

DG? Oh yeah, directional gyro. Don't have one of those in any of the
Citabrias I have been learning to fly in... Just a compass. :-)

Chris

"Matt Whiting" wrote in message
...

I also hope everyone is checking their power indications, vacuum,
alternator, etc. as they commence the takeoff roll, especially if
launching into IMC.

Matt

First 10 feet into the takeoff roll as power comes up....always!!

Dudley

"John Gaquin" wrote in message
. ..

"Emily" wrote in message news:E-

Hahaha...I tried that last month in a certain hotel that must have been
100 feet from the interstate.

Why don't you stay elsewhere?


The key to waht Emily said was in the fact that her employer sent her on
business...the golden rule.

Them with the gold, makes the rules.

If your employer is buying, you stay where you're put.

Jay B

"Jim Macklin" wrote in message
news:_lOIg.6238$SZ3.83@dukeread04...
The flux valve is usually located well away from steel and
electrical components, so it avoids many deviation errors.
It also is designed to be more accurate and reduce turning
errors sent to the indicator.

But there's no way, absent some sort of absolute position information (eg
GPS) and a detailed database, to ascertain deviation due to local geology or
other external magnetic interference, nor due to magnetic variation (which
was Bob's point).

Of course, my point is that correcting those errors isn't relevant to ATC.
They don't care if your compass is actually right or not. They just care
that you can hold it to a specific heading. But I think it's fair to
comment on the statement that "the slaved compass is corrected so
as...variation is also corrected". That's clearly just not true, at least
in most installations (I suppose there's at least one GPS-based slaved
compass setup in which it is corrected...never say never...but generally,
this isn't used)

Pete

Dudley Henriques wrote:
"Matt Whiting" wrote in message
...

I also hope everyone is checking their power indications, vacuum,
alternator, etc. as they commence the takeoff roll, especially if
launching into IMC.

Matt

First 10 feet into the takeoff roll as power comes up....always!!

Dudley

And a final look around just before rotation. Somehow a long time ago
my checklist had an item added: "Is this airplane OK to fly?" to be
answered just before applying backpressure. For what it's worth, I keep
one ear free of the headset until aloft, I want to hear that the engine
and wind noises sound normal while still on the ground. 3000 feet of
runway gives my Mooney enough space to get to lift off speed, then down
to taxi speed, without breaking anything, and twice in my 2500 tt hours
found a reason well into the takeoff roll to abort the flight. Taking
off should NOT be automatic, it should be a concious decision made as
late in the process as is safe.