Flight to Florida -- The Cure for Winter

On Mar 31, 9:58 pm, "Jay Honeck" wrote:


BTW: Your point about using XM for preflight analysis isn't relevant, since
no one uses it for that. The strength of having live weather on board is
for in-flight decision making, not pre-flight briefings.


I turn on the XM on the 496 before I call the FSS, and see if the
picture they paint accords with what I'm seeing on the screen and what
I saw online on adds.

Consider it the XM calibration mode.

Dan Mc

WJRFlyBoy wrote in news:zi9wrnsq5wys
:

On Mon, 31 Mar 2008 08:50:10 -0700 (PDT), Dan wrote:

US Student pilots are required to have 3 hours "under the hood" before
the PPL practical.

Point me to that reg, please.


it's in 61



Bertie

On Mar 31, 10:16 pm, Bertie the Bunyip wrote:
WJRFlyBoy wrote in news:zi9wrnsq5wys
:

On Mon, 31 Mar 2008 08:50:10 -0700 (PDT), Dan wrote:

US Student pilots are required to have 3 hours "under the hood" before
the PPL practical.

Point me to that reg, please.

it's in 61

Bertie

He doesn't know what that is, bertie.

Part 61 isn't included in MSFS.


Dan Mc

John Smith wrote in news:jsmith-32A596.16182831032008
@news-server.columbus.rr.com:

In article ,
Bertie the Bunyip wrote:

I fly with lots of them nowadays. i have a differnt name for them.

Bertie

You call them Bertie, too?


Only the ones named Bertie.



Bertie

"Max" luv2^fly^99@cox.^net wrote in
:


"Bertie the Bunyip" wrote in message
.. .
Dan wrote in
news:300ce6bd-dc9c-40c7-8ad1-a1a09e90bae2
@c65g2000hsa.googlegroups.com
:

On Mar 30, 10:40 pm, "Jay Honeck" wrote:

That's funny. I just flew my family transcontinentally 2500 miles
in a single-piston-engine spam-can, all VFR, over a six day period,
during the most weather-variable time of year, using the best
technology available -- and you're saying that using this
technology makes me a "crayola-viator"?

You certainly are a Crayola-viator if you simply followed the
magenta line and avoided the yellow and the red.

Do those colors *mean* anything to you?

Dude -- I *design* new technologies for the US Navy in my current
engineering job.

BUT -- and please read carefully -- VFR or IFR pilots who cannot
already "know" in their heads what the XM is displaying are poor
pilots who lack the understanding of weather required to fly cross
country.



Exactly. All those toys are tools to be used to expand that picture,
not replace it. We're seeing more and more tits like this in the
profession and it scares me. When they're with me its fine, since I
can smack then when they're doing something I don't like, but a lot
of them are left seat now and the guy in the right subscribes to the
same sort of thing. The nav side is even more scary, IMO. I can
clearly see situational awareness decreasing as the pink string takes
over completely. Guys are starting to slavishly feed the boxes to
make the pink string do what they want without any real idea of where
it is taking them in real terms. This is basically what caused the
Cali accident.


You two need to get with Evelyn Wood for either a refund or a
refresher. Your reading speeds seem ok, but your comprehension skills
suck worse than your attitudes.


My comnprehension is perfect. It's the poasts that are defective.

Bertie

"Max" luv2^fly^99@cox.^net wrote in
:


"Bertie the Bunyip" wrote in message
.. .
"Maxwell" luv^2^fly^99@^cox.^net wrote in
:


"Bertie the Bunyip" wrote in message
.. .
"Jay Honeck" wrote in
news:moYHj.45940$TT4.1716@attbi_s22:

The XM -- as GPS -- should simply confirm what you already know.

I have re-read this absurd line a dozen times, and can find
absolutely no merit in any part of it.

It's because you're an idiot. Don't worry about it. Be happy.
Go play with your flight sim.



Doesn't the pathetic little narcissist inside you just love it when
people kill file you.


Yep,. BTW, was that a question? You forgot the question mark.

You always get the last word!!!!

Yes. Yes I do.


Cool! The poster child for drunken fat-fingered dyslexics is giving
lessons.

I've always given lessons.

Besides, it wasn't a question.


You see? Another lesson.


Bertie

buttman wrote in news:712be2fd-c86e-4a37-ba26-
:

On Mar 30, 8:01*pm, Dan wrote:

I guess it's here *-- a whole generation of pilots following magenta
lines

Whats the difference between following a magenta line on a GPS screen,
as opposed to a white needle on a CDI or a yellow needle on a HSI?

To you? nothing. You have no idea what you're doing in either case.


Bertie

Before XM weather and the kind, you had to tediously
transcribe information from airborne FSS weather breifings, HIWAS,
etc. onto a map or your head or whatever to determine where adverse
weather was. Now all the busy work is removed, so all you have to do
is look at the screen and it's all there. The flying is all the same.
Your weather avoidance piloting techniques are exactly the same. It's
just that information you use comes to you more efficiently.

It is that, and more.

When you can see the weather actually developing and changing ahead on your
route of flight, in nearly real-time, your understanding of the weather is
increased a hundred-fold over what is possible with a pre-flight weather
briefing.

Before, we had to "paint the picture" in our heads, based on old, static,
possibly hours-old information -- and HOPE that it hadn't changed from
predicted.

Now, we know. It's that easy.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

On 2008-04-01, Jay Honeck wrote:
By all reports, he had a great time. (And he took EIGHTEEN HUNDRED
pictures! Like, one every minute while he was there, for criminy's sake...)

Pixels are cheap. I learned that when I got my first serious digital
camera...it's easier to just blast away and sort them out later than to stop
and think about shooting. Sometimes, the results show it.
--
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 Mar 31, 10:23 pm, "Jay Honeck" wrote:

Now, we know. It's that easy.

Every once in a while you say something that makes me think, "Ok, this
guy might get it."

And then this...

Weather? Easy?

If you think XM is gonna save your ass as a VFR only pilot, please do
us all a favor and get your IFR and file so we look you up on
FlightAware and thereby know what airspace to avoid.

That you think XM absolves you of the hard work of comprehending the
weather and being able to predict it's effect on your flight is
downright scary. I have and use a 496 -- please tell me which function
you use to ensure you maintain VFR conditions?

There is none.

Think I'm being ridiculous?

Consider this Accident report excerpt from the Air Safety Foundation
(maybe you've heard of it?) TAA Special Report:

September 15, 2006; Cirrus SR20;
Maybell, Colorado; Likely cause: Inadequate preflight planning.

History of Flight
The private/instrument pilot and one passenger were enroute from
Tooele, Utah, to Lincoln, Nebraska. The pilot contacted air traffic
control and stated he needed a lower altitude, as he was encountering
icing conditions. Several altitude changes were assigned. Ultimately
the pilot was assigned a block altitude from 12,000 feet to 13,000
feet. The pilot reported serious icing conditions and the controller
cleared the pilot to an altitude of 11,000 feet. Shortly thereafter,
voice and radar communications with the airplane were lost.

The wreckage was located scattered over a 1.5 mile area between
Colorado and Wyoming. Evidence was consistent with a ground impact
deployment of the Cirrus's parachute recovery system, resulting in the
airplane being dragged by high winds. Examination of the airplane's
systems revealed no anomalies. Thunderstorm activity existed along
the route of flight along with severe icing and turbulence. The pilot
had not obtained a full weather briefing prior to the flight.

ASF Comments
Inadequate flight planning has long been a contributing factor in
weather-related accidents. It is possible that this pilot believed he
could rely on the onboard datalink capabilities of his advanced glass
cockpit to provide the weather information needed to safely complete
the flight.

MFDs have the ability to display a variety of weather products. Since
icing is one of the most difficult hazardous conditions to report and
forecast, this pilot may not have recognized that he was entering an
area with conditions favorable to the formation of airframe icing
until it was too late. Once the pilot lost control of the iced-up
plane, the whole airplane parachute system could have been used to
make a safe descent. It was not. The chute deployed due to impact
forces, and high surface winds dragged the aircraft on the ground for
more than 1.5 miles.


Dan Mc