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#31
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#32
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WIth my Six, I've found that opening the floor vent about half way and turning
the cup to the front avoids the hot foot while at the same time keeping from freezing out the back seat passengers. Perhaps that would work in the smaller CHerokees as well? David Megginson wrote: writes: My Cherokee probably has the potential of keeping things warm, but the air leaks elsewhere make it chilly. Seems like while your shoulders, neck, and arms are freezing from a draft, you simultaneously smell burning rubber from down by the rudder pedals.... I *feel* the burning down in my feet, even through boots and two pair of socks -- that's why I eventually have to turn the heat down. All the best, David -- --Ray Andraka, P.E. President, the Andraka Consulting Group, Inc. 401/884-7930 Fax 401/884-7950 http://www.andraka.com "They that give up essential liberty to obtain a little temporary safety deserve neither liberty nor safety." -Benjamin Franklin, 1759 |
#33
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Ray Andraka writes:
WIth my Six, I've found that opening the floor vent about half way and turning the cup to the front avoids the hot foot while at the same time keeping from freezing out the back seat passengers. Perhaps that would work in the smaller CHerokees as well? It sounds like a good idea -- I'll give it a try. Thanks, David |
#34
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The pigs will be flying long before there is a 5F day at OAK.
Mike MU-2 "Fred E. Pate" wrote in message ... John Bell wrote: Let me add two links to the discussion: This is on problems with cold weather altimetry: http://www.aircraftbuyer.com/learn/train06.htm This is about the accuracy of unaided GPS altitude in the context of vertical guidance, but it bears some relavence to the discussion of the accuracy of GPS altitude: http://www.bluecoat.org/reports/Graham_2001_RawGPS.pdf John Bell www.cockpitgps.com This one's for the Canadians on this thread. A notice on the new Oakland, California (KOAK) "RNAV (GPS) RWY 29" approach (http://www.myairplane.com/databases/.../OAK_agr29.pdf): "BARO-VNAV NA below -15 deg C (5 deg F)" And this is for a decision altitude of only 294 ft AGL. Seems like the FAA is moving towards taking into account temperature errors in barometric alitmetry. And, by implication, this supports the premise that WAAS altitude figures are more accurate than the trusty old "sensitive altimeter." (In the legend they specifically state that WAAS-based VNAV can be used when BARO-VNAV is not approved due to temperature.) |
#35
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Sure, but that's not tne point. These restrictions will be standard on all of these types of approaches nation wide. Its the first time I am aware of that the FAA has included temperature altimetry errors in instrument procedures.
Mike Rapoport wrote: The pigs will be flying long before there is a 5F day at OAK. Mike MU-2 "Fred E. Pate" wrote in message ... John Bell wrote: Let me add two links to the discussion: This is on problems with cold weather altimetry: http://www.aircraftbuyer.com/learn/train06.htm This is about the accuracy of unaided GPS altitude in the context of vertical guidance, but it bears some relavence to the discussion of the accuracy of GPS altitude: http://www.bluecoat.org/reports/Graham_2001_RawGPS.pdf John Bell www.cockpitgps.com This one's for the Canadians on this thread. A notice on the new Oakland, California (KOAK) "RNAV (GPS) RWY 29" approach (http://www.myairplane.com/databases/.../OAK_agr29.pdf): "BARO-VNAV NA below -15 deg C (5 deg F)" And this is for a decision altitude of only 294 ft AGL. Seems like the FAA is moving towards taking into account temperature errors in barometric alitmetry. And, by implication, this supports the premise that WAAS altitude figures are more accurate than the trusty old "sensitive altimeter." (In the legend they specifically state that WAAS-based VNAV can be used when BARO-VNAV is not approved due to temperature.) |
#36
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I agree in principle but in actuality it never gets cold enough in the US to
make a difference. The only times that we have really low temperatures (-40 and below) there is an inversion. Mike MU-2 wrote in message ... Sure, but that's not tne point. These restrictions will be standard on all of these types of approaches nation wide. Its the first time I am aware of that the FAA has included temperature altimetry errors in instrument procedures. Mike Rapoport wrote: The pigs will be flying long before there is a 5F day at OAK. Mike MU-2 "Fred E. Pate" wrote in message ... John Bell wrote: Let me add two links to the discussion: This is on problems with cold weather altimetry: http://www.aircraftbuyer.com/learn/train06.htm This is about the accuracy of unaided GPS altitude in the context of vertical guidance, but it bears some relavence to the discussion of the accuracy of GPS altitude: http://www.bluecoat.org/reports/Graham_2001_RawGPS.pdf John Bell www.cockpitgps.com This one's for the Canadians on this thread. A notice on the new Oakland, California (KOAK) "RNAV (GPS) RWY 29" approach (http://www.myairplane.com/databases/.../OAK_agr29.pdf): "BARO-VNAV NA below -15 deg C (5 deg F)" And this is for a decision altitude of only 294 ft AGL. Seems like the FAA is moving towards taking into account temperature errors in barometric alitmetry. And, by implication, this supports the premise that WAAS altitude figures are more accurate than the trusty old "sensitive altimeter." (In the legend they specifically state that WAAS-based VNAV can be used when BARO-VNAV is not approved due to temperature.) |
#37
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Okay. But if you're on a precision approach you'll be below the inversion, no? Mike Rapoport wrote: I agree in principle but in actuality it never gets cold enough in the US to make a difference. The only times that we have really low temperatures (-40 and below) there is an inversion. Mike MU-2 |
#38
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Mike Rapoport wrote:
The pigs will be flying long before there is a 5F day at OAK. Mike MU-2 Oh yeah, I forgot to add that those pigs will be using WAAS and LAAS equipment to make their approaches into Oakland when it happens |
#39
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Roger Halstead wrote:
It seems a bit strange... . DH on the ILS at MBS is only 200 feet AGL and that is with no temperature correction. In the winter we regularly see below zero F and it's not rare to see it at minus 20 at night Yup, but temperature doesn't effect the glideslope, just where you put the MAP along that glideslope. On the so-called "Baro-VNAV" approaches, the glideslope is defined using barometric altimeter data, so the entire glideslope will be shallower and closer to the ground on a cold day. And if there is a low-level temperature inversion the glideslope won't even be a straight line. |
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