The Comair crash reminds me...

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, so the slaved compass may be reading
different from the whiskey compass unless you apply the
compass correction card FOR-Steer to get a more accurate
setting for the HI. But the whiskey compass is not supposed
to have any error greater than 10 on any heading. Often the
compass is swung with the electrical and radios running. It
seems that swinging the compass should be done with the
electrical system dead and the radios off, that is when I'd
want the most accurate magnetic compass.

Why do you want your compass to be most accurate when your airplane
isn't being used?

Matt

Tony wrote:

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.

I actually do my final vacuum check just before I enter the clouds. And
one time several years ago, I caught that my vacuum was low. I started
an immediate descent to stay out of the layer and returned to the
airport. Turns out that a hose had come loose on the standby vacuum
system! The irony in that...

Matt

Jay Beckman wrote:

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.

With regards to a quiet(er) room, who is paying or who made the
arrangements shouldn't matter. You (rhetorical) are the one staying at the
hotel. At a minimum, you have power when you check in so assert yourself
at that point.

If you notice the hotel is next to the highway when you are being dropped
off/driving up in a rental car, request a room away from the highway at
check-in. If you didn't notice and suffer a lousy night's sleep, complain
the next morning and demand a new room.

If the hotel is surrounded by a highway and there are no quiet rooms or the
place is sold out, complain to your company travel agent or employee who
handles the travel arrangements so that next time they might look
elsewhere.

As part of a very large group of travelers all going to a location where
hundreds of thousands of spectators are also visiting, you are somewhat of
a unique case of business traveler, Jay. You probably exemplify the
phrase, "you get what you get."

--
Peter

Morgans wrote:
"Ross Richardson" wrote

Ross, check your settings. Is it possible that you are not posting with
plain text?

Did I do something wrong? I unclicked "send in HTML". My computer forgot
who I was a week ago Monday and I have been resetting everything back.
Some net etiquette that I was unaware of?

--

Regards, Ross
C-172F 180HP
KSWI

"Dudley Henriques" writes:

It can happen and has happened and will happen again as long as pilots don't
remember to physically check the runway heading by glancing at the DG or
HSI, or even the magnetic compass EVERY time they line up for takeoff. This
should be an automatic reflex action for a pilot, especially at busy
airports where runways are 30 degrees or less apart in direction.

That was my first thought too, especially after the news kept reporting
that the flight data was consistent with taking off from the short
runway.

I usually check my compass and reset my DG when I line up on the runway.
("usually" == "not when rolling onto a short soft strip") It'd be hard
to miss a 30 degree difference then.

I wonder if we'll see calls for scheduled service to require active
tower controllers.

--kyler

Them with the gold, makes the rules.
If your employer is buying, you stay where you're put.

OTOH your employer's gold is good leverage against the hotel, since it
represents repeat business. Your own gold ain't.

Jose
--
The monkey turns the crank and thinks he's making the music.
for Email, make the obvious change in the address.

It seems that swinging the compass should be done with the electrical system dead and the radios off, that is when I'd want the most accurate magnetic compass.
Why do you want your compass to be most accurate when your airplane isn't being used?

I think he means that when all the electrical systems (& DG) go south
but you're still "up there, wishing you were down here", is when you
want the mag compass to be dead on.

Jose
--
The monkey turns the crank and thinks he's making the music.
for Email, make the obvious change in the address.

Some net etiquette that I was unaware of?

If your computer is messing with your settings, you get a pass while you
figure it out and put the OS in its place. Posting should be in plain
text. HTML foists too much crap on users. But you are already aware of
this, as you unclicked "send in HTML". Maybe the OS overruled you again?

Jose
--
The monkey turns the crank and thinks he's making the music.
for Email, make the obvious change in the address.

"Kyler Laird" wrote in message
...

I wonder if we'll see calls for scheduled service to require active
tower controllers.


Active tower controllers?

Because it is in flight and has had a total electrical
failure, all I have to navigate with is my wrist watch and
the magnetic compass. In that case, I want the compass to
be the most accurate as possible. When the radios work, I
can use the VOR/GPS and even radar vectors, when all that is
dead, the compass will get you there IF it is accurate. A
10 degree error will but you off course 10 miles every 60
[57.3] miles you fly. If visibility is 5 miles an
inaccurate compass will leave you lost at sea. Maybe you
will find the coastline of the continent, but if you're hope
is land fall on an island, you need an accurate compass.



"Matt Whiting" wrote in message
...
| 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, so the slaved compass may be
reading
| different from the whiskey compass unless you apply the
| compass correction card FOR-Steer to get a more accurate
| setting for the HI. But the whiskey compass is not
supposed
| to have any error greater than 10 on any heading. Often
the
| compass is swung with the electrical and radios running.
It
| seems that swinging the compass should be done with the
| electrical system dead and the radios off, that is when
I'd
| want the most accurate magnetic compass.
|
| Why do you want your compass to be most accurate when your
airplane
| isn't being used?
|
| Matt