Mike Marron wrote in message . ..

Well then, there ya' go!! Here in Florida it's flatter than Sabrina
the Teenage Witch but if I flew in mountainous terrain like you I'd
roll in the field elevation prior to launch myself.

Roger that, I've spent some time running up and down Florida in both
F-4s and bugsmashers; not a lot of terrain to hide behind! If I
remember right, the highest spot is near Crestview, about 243ft above
sea level. Most places you are within the tolerance of the altimeter!
(75ft)

Anyone who needs two altimeters to shoot an instrument approach has
no business flying in the soup in the first place. Airport elevations
are clearly depicted on the approach plates and if one is unable to
compute his height above the ground after quickly glancing at his
altimeter with the correct altimeter setting can expect to auger in
exactly like poor ol' Cap'n Stricklin did.

Apparently it's a big thing "over there", maybe they were too cheap to
buy a radar altimeter? But hey if it works, so be it. Anyone else
have experience shooting approaches with QFE set on an altimeter?

Furthur, we don't generally (that word again! use cryptic "QFE" or
"QNH" catch phrases in the U.S. Instead, simply say "AGL" or
"MSL" and you'll less likely be misunderstood since said terminology
is the accepted practice here in the U.S. not to mention much more
intuitive than those steenkin' European Q-codes are.

Standard ICAO terminology (just like these stupid Class B airspaces -
I want my TCA's back!). And there is a difference: QFE means setting
your altimeter to the kollsman setting that will result in a 0 ft
reading at touchdown - NOT "AGL". It's only AGL at touchdown (unless
you are flying over a really big pool table...or Florida). QNH is the
same as our local altimeter setting, gives pressure altitude, which is
approximately MSL altitude until above the transition level, then its
only a reference pressure altitude. But you already knew all that, of
course.

Evidently you still don't understand the problem. The statement above
was referring to Stricklin's stunning lapse of judgment that resulted
in him attempting to perform a Split-S maneuver despite the fact he
was way too low.

Oh believe me, I know exactly what the problem is. Doing pops on the
bombing range required the exact same figuring of the pull-down and
apex altitude, and if you miscalculated or rolled and pulled too low
or too tight you would at best drop a lousy bomb and lose some
quarters; if you really pooched it you could easily end up dead. Lost
some good friends that way. And you absolutely could not depend on
visual cues - especially if it was a first look target, and the
approach terrain wasn't at the same elevation as the target, etc. You
plan the flight, and fly the plan, and if it doesn't look right you
abort. Stricklin didn't fly the plan (for whatever reason), then
waited a bit too long to abort, that's all. Damn glad he got out!

Best of luck there (flying gliders, it'll be a loooong recovery!)

No recovery needed or planned, thank you - Racing glass is the only
way to fly!

Happy aviating,

Kirk