Commercial Pilots - Navigation Techniques
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Originally Posted by Over and gout
I cannot think of one useful thing about learning morse code.
Just one of the many useful applications it has
CMN
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Originally Posted by ContactMeNow
Remember the times when you watch those old WW2 movies and you hear them interecepting morse code...
Just one of the many useful applications it has
CMN
Just one of the many useful applications it has
CMN
I knew there must have been a reason!
Another use could be communicating to fellow motorists via the car horn....
Hey why not bring it in as part of school curriculum? They could replace religion with "morse studies"
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Originally Posted by Over and gout
I knew there must have been a reason!
Another use could be communicating to fellow motorists via the car horn....
Hey why not bring it in as part of school curriculum? They could replace religion with "morse studies"
Another use could be communicating to fellow motorists via the car horn....
Hey why not bring it in as part of school curriculum? They could replace religion with "morse studies"
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Originally Posted by disco_air
GOLD! 
How many 1/60's do you manage to do between the airfield and the drop zone?
Speaking of old-school techniques, how many pilots still know morse code well?
...Disco
How many 1/60's do you manage to do between the airfield and the drop zone?
Speaking of old-school techniques, how many pilots still know morse code well?
...Disco
Old-school is tops. Morse is tops. I actually own a bubble sextant, and I can hand-start a Tiger Moth too. So tally-ho old chap, want to go for a flip in my kite, lob some lead at the damned Jerry, jimmy the flak, and blip the old camel back to the circus, then a short snifter after mess? Toodle-pip, old bean!
Last edited by transonic dragon; 25th Jul 2006 at 07:21.
Grandpa Aerotart
novicef
is crap. (Edit) What he said was crap...I absolutely believe you that he said it!
Back before GPS I was flying a Queenair from Port Moresby to Honiara...at night
Because of enroute navaid requirements I had to track via Gurney NDB, Gizo NDB and then down 'The Slot' to Guadacanal and the Honiara VOR...no DMEs. Because of the long overwater legs in the dark I chose to put the forecast winds on my flightplan..first mistake...2nd mistake was using the resulting headings.
By about halfway I was being driven nuts by doubts about the actual wind...it was forecast as blowing from a direction that seemed unlikely given the time of year...I was convinced if I didn't do something I was going to do an Amelia and dissappear into the Pacific. I explained all this to a new pilot who had come to PNG that morning and was sent off with me because the charterers had a 'two pilot' requirement...his eyes sorta got round and bulgy when I did a 1/60 purely based on Dead Reckoning and changed heading in excess of 30 degrees.
Approaching my GETA an hour or so later the ADF was just spinning in lazy circles..and a big line of TS lay across our path. We bashed through those and as soon as we did it snapped EXACTLY to zero relative bearing and RIGHT FECKING AHEAD was an island bathed in moonlight...GIZO.
I use capitals and highlight it because I have a difficult time believing it to this day We were about 5 minutes early too
back in those days I was a enthusiastic employer of 'the old way' and was pretty good at it in general..in fact it wasn't the 'old way' then it was the 'only way'....although I surprised myself that night...and near scared my mate to death...but these days I use an FMC at work and a GPS at play...the enroute charts come out to check a frequency.
Anyone else used 'deliberate error nav' in anger...or howgozit charts?
Ahh the good old days
However when I mentioned it to a retired SCPL ground instructor he said that if the TE and Closing angle together exceeded 15 degrees the 1:60 rule should not be used because it was an approximation
Back before GPS I was flying a Queenair from Port Moresby to Honiara...at night
Because of enroute navaid requirements I had to track via Gurney NDB, Gizo NDB and then down 'The Slot' to Guadacanal and the Honiara VOR...no DMEs. Because of the long overwater legs in the dark I chose to put the forecast winds on my flightplan..first mistake...2nd mistake was using the resulting headings.
By about halfway I was being driven nuts by doubts about the actual wind...it was forecast as blowing from a direction that seemed unlikely given the time of year...I was convinced if I didn't do something I was going to do an Amelia and dissappear into the Pacific. I explained all this to a new pilot who had come to PNG that morning and was sent off with me because the charterers had a 'two pilot' requirement...his eyes sorta got round and bulgy when I did a 1/60 purely based on Dead Reckoning and changed heading in excess of 30 degrees.
Approaching my GETA an hour or so later the ADF was just spinning in lazy circles..and a big line of TS lay across our path. We bashed through those and as soon as we did it snapped EXACTLY to zero relative bearing and RIGHT FECKING AHEAD was an island bathed in moonlight...GIZO.
I use capitals and highlight it because I have a difficult time believing it to this day
We were about 5 minutes early too back in those days I was a enthusiastic employer of 'the old way' and was pretty good at it in general..in fact it wasn't the 'old way' then it was the 'only way'
....although I surprised myself that night...and near scared my mate to death...but these days I use an FMC at work and a GPS at play...the enroute charts come out to check a frequency.Anyone else used 'deliberate error nav' in anger...or howgozit charts?
Ahh the good old days
Last edited by Chimbu chuckles; 22nd Jul 2006 at 06:14.
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It is not just the VFR guys that become dependent on the GPS and not question what it says.
Wish I had a beer for every time I heard enroute ATC ask us and others for "latest estimate GAFER" or wherever once we had levelled off at F290/F350 or "latest estimate YWUP"....
Obviously they are asking because some jokers that sit in turboprops and older turbojets don't factor in the TAS and groundspeed changes during climb/descent and just read the ETA off the screen based on present speed
Wish I had a beer for every time I heard enroute ATC ask us and others for "latest estimate GAFER" or wherever once we had levelled off at F290/F350 or "latest estimate YWUP"....
Obviously they are asking because some jokers that sit in turboprops and older turbojets don't factor in the TAS and groundspeed changes during climb/descent and just read the ETA off the screen based on present speed
