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#51
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KCHD to KMYF
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#52
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KCHD to KMYF
On Mon, 3 May 2010 10:59:46 -0700 (PDT), Mark wrote:
On May 3, 11:37*am, Kimmy Boyer wrote: Here we have two utter morons in a debate...over who is the bigger moron. Neither is a moron. I should know since I am one. Dadd(ie) did you tell everyone why you shot me in the head? -- Tiger Boi - Cold, Dead, Ain't Coming Back Former Kat Of Mark(ie) The Nutzoid ****sack |
#53
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KCHD to KMYF
Mxsmanic wrote:
It might be easier to believe if you remember that I'm just passing information on, not making it up. I didn't cook up the route myself. I looked at the charts, too, and I looked at existing flight plans, and (long ago) I experimented with trying other routes, etc. Hundreds of flights follow this route every day, so why should I reinvent the wheel? It jumps out at you from the chart; it's obviously intended to get you efficiently and safely to SoCal. V66 is no more safe or efficient than any other legal route. It mystifies me that anyone would insist on rejecting what is obviously the most practical solution. Obviously the most practical to you only. I think that it may be a rejection of authority, which is a very dangerous trait in a pilot. Victor airways have no "authority" of any kind. Anyone is free to use them or not as they desire. As it happens, I'm passing over Dateland at this very minute, FL320 on J2 to KSAN. Recently the LYNDI2 has replaced the BARET4 as the preferred arrival, so I filed that. Nonsense, you are sitting in front of a computer playing a game. -- Jim Pennino Remove .spam.sux to reply. |
#54
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KCHD to KMYF
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#55
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KCHD to KMYF
Mxsmanic wrote:
writes: No, I don't care what frequency, if any, FlightPrep gives since the depiction on the chart is wrong to start with. But you apparently didn't care about the frequency before you learned of the error, either. Yep, because as I said below checking frequencies is one of the last things done. The frequencies are of no interest while doing initial planning and are irrelevant until the route has been cross checked against the raster charts and finalized. Checking the frequency would have told you something was wrong. Which, if it were a real plan, would have been done at the end like I said four times now. And why select NYL if BZA is right next to it and happens to be on V66 and clear of all MOAs and restricted areas? What does picking a different station prove? So would be NYL if it were a VORTAC as shown by FlightPrep and it would be a shorter VOR to VOR route, if it existed, and you wouldn't be on V66, you would be close to it. -- Jim Pennino Remove .spam.sux to reply. |
#56
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KCHD to KMYF
Mxsmanic wrote:
writes: You are not required to talk to anyone in Class E ... Unless you are within the vicinity of an airport, that is. Certain, selected airports, not airports in general. ... and if you stay below 10,000 feet you don't need to have either a radio or transpoder except for a few select areas. Which areas are those? What happens above 10,000 feet? The Class E area adjacent to selected airports, pay attention. What happens above 10,000 feet is you need a transponder for any airspace. You need a clearance to fly IFR. Not in Class G. You only need a clearance in controlled airspace, which Class G is not. So you just fly along in Class G and unilaterally declare yourself to be flying IFR? Saying a Victor airway provides obstacle clearance is like saying Class E airspace provides obstacle clearance as they are both defined as starting no lower than 1200 AGL. No, a Victor airway has been surveyed and planned specifically to be clear of obstacles. Class E in general provides no such assurance. Class E has the exact same provision by definition since by definition it starts at 1,200 AGL. The point is absent a radar altimeter, you can not tell from navaids whether or not you are above the lower bounds of either Class E or a Victor airway. What provides obstacle clearance during the day is looking out the window and at night paying close attention to the Sectional. -- Jim Pennino Remove .spam.sux to reply. |
#57
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KCHD to KMYF
Mxsmanic wrote:
writes: Flying on Victor airways is no safer than flying any other legal route. Then why do they exist? Convenience in a pre-GPS world and derived from A-N courses in a pre-VOR world. In the VOR world, the ambiguity's in VOR accuracy spreads people laterally across a Victor airway. In the GPS world, the accuracy of GPS puts everyone right down the center line of a Victor airway. Which situation is intrinsically safer as you near a VOR? -- Jim Pennino Remove .spam.sux to reply. |
#58
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KCHD to KMYF
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#59
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KCHD to KMYF
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#60
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KCHD to KMYF
Martin Hotze writes:
Well, sim-boy ... it brings YOU from one end of your monitor to the other, nothing more. YOU HAVE NO FIRST HAND EXPERIENCE. You don't need it to plan a route. There's nothing magic about actually flying a real airplane. Ever sat in a spam can and approached SoCal in VFR and tried 5 frequencies until one ansered, only to hear them call out a traffic alert to you and your windshield is half full of an airplane in your 10 o-clock position, you staring into the sun? No. I'm not that prone to mistakes. I've heard others do stupid things, though. |
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