Well you have to. The image translators work for the construct program...You get used to it. I…I don’t even see the code. All I see is blonde, brunette, red-head.
You will never need to use this information after the checkride.
- Thread starter USMCmech
- Start date
Well you have to. The image translators work for the construct program...You get used to it. I…I don’t even see the code. All I see is blonde, brunette, red-head.
I guess you heard the rumors about me drinking beer watching htop cycle through.
All true.
@drunkenbeagle
All true.
@drunkenbeagle
z987k
Well-Known Member
Say airspeed..."Uh what do you need?"
Twoooo......(sound of props going max) hunnndred.
Which very well may be 11++ msl.I'm pretty sure Super Cubs have a service ceiling if about 1500agl
I can't even read a decoded metar. It just looks so wrong.
dispatchguy
Well-Known Member
As a dispatcher at a worldwide 121 carrier, I use K charts, service volumes (certain 121 flag fuel rules are based on navaid service volumes, while the computer does the math, I have to understand the theory), and area forecasts all the time. If I am working a flight to southern cal, I never go without referring to the SoCal FA to see how much I trust, or dont trust, the TAFs.
I use Lifted Index/K Charts to see how juicy the air is when thunder weather hits - again how much do I trust the TAFs. I've done this long enough to never solely trust a TAF.
There are certain 121 OpSpecs which refer to Class E airspace, and when I was at American Eagle Dispatch back in 2001, we had flights which would depart under VFR all the time and pickup their IFR clearance once airborne (in California), so the clearance from cloud rules were a necessary evil.
There are a lot of places that we fly worldwide where if you didnt have an NDB, you couldnt fly there, so NDB skills are still a gotta have.
I use Lifted Index/K Charts to see how juicy the air is when thunder weather hits - again how much do I trust the TAFs. I've done this long enough to never solely trust a TAF.
There are certain 121 OpSpecs which refer to Class E airspace, and when I was at American Eagle Dispatch back in 2001, we had flights which would depart under VFR all the time and pickup their IFR clearance once airborne (in California), so the clearance from cloud rules were a necessary evil.
There are a lot of places that we fly worldwide where if you didnt have an NDB, you couldnt fly there, so NDB skills are still a gotta have.
z987k
Well-Known Member
Lol, if you say lifting index, cape, lfc (skew-t chart stuff) to most pilots they look at you like you're speaking French.
Yet some of that comes in sooo handy. Want a ride report before you take off instead of asking every freaking controller? http://www.spc.noaa.gov/exper/soundings/
A150K
Well-Known Member
I'm so used to the coded stuff that all of the decoded stuff looks wrong.
Autothrust Blue
”…trusting ze process…”
WARNING: DO NOT ADVANCE CONDITION LEVERS TO MAX RPM ABOVE 200 KIAS.
KSCessnaDriver
Well-Known Member
Lol, if you say lifting index, cape, lfc (skew-t chart stuff) to most pilots they look at you like you're speaking French.
Yet some of that comes in sooo handy. Want a ride report before you take off instead of asking every freaking controller? http://www.spc.noaa.gov/exper/soundings/
Honestly, on a long flight covering the middle section of the country, I'd rather have the CAPE, indices and soundings than anything else. If you know how to use them, they are very powerful, especially a sounding.
z987k
Well-Known Member
Sounds like a personal problem.
Autothrust Blue
”…trusting ze process…”
Yeah- I don't feel like dying.
z987k
Well-Known Member
An aircraft specific limitation. In all 3 t-props I've flown, you can fly at props max at all airspeeds.Yeah- I don't feel like dying.
Autothrust Blue
”…trusting ze process…”
We can fly at 100Np at whatever speed you desire. The act of SETTING 100% Np is prohibited (company, not manufacturer) above 200 KIAS.
z987k
Well-Known Member
Ah well, that's a broism.
CFI A&P
Exploring the world one toilet at a time.
The beauty of aviation is that what you do in whatever state/ region you're in is not what someone does in another state/ region.
For example: E/G airspace - crop dusters care about it. G is less restrictive which allows them to work.
Everything has it's use some where.
For example: E/G airspace - crop dusters care about it. G is less restrictive which allows them to work.
Everything has it's use some where.
drunkenbeagle
Gang Member
Lol, if you say lifting index, cape, lfc (skew-t chart stuff) to most pilots they look at you like you're speaking French.
Yet some of that comes in sooo handy. Want a ride report before you take off instead of asking every freaking controller? http://www.spc.noaa.gov/exper/soundings/
Glider pilots? We look at them before deciding if it is even worth driving to the field.
No such thing as too much knowledge.
nosehair
Well-Known Member
nosehair
Well-Known Member
Well...there is your problem...you HATE flight training...'nuff said.
Delta Fox
Well-Known Member
Late to respond, but this was an interesting thread. One of the reasons cloud clearances exist is to protect IFR traffic from VFR traffic. The VFR traffic may not be communicating. The increased distances from clouds in E vs G is proportionate to expected air traffic and gives each aircraft more time to see and avoid each other. It's easy to tell how far you are from a cloud. If there is one in front of you, just estimate using ground speed and time. You should already know the height of the clouds from a Wx report(s), temp/dew point estimates and/or simply seeing them at altitude.
I will say that the written tests are extremely out-dated. For instance, we should be tested on the Wx charts available online since they are more prominent than the old paper charts. Also, although some pilots still use NDB approaches, all the written tests are heavily loaded with ADF calculations, but very few GPS questions. A lot of brain energy is used memorizing test questions instead of learning valuable topics.
I will say that the written tests are extremely out-dated. For instance, we should be tested on the Wx charts available online since they are more prominent than the old paper charts. Also, although some pilots still use NDB approaches, all the written tests are heavily loaded with ADF calculations, but very few GPS questions. A lot of brain energy is used memorizing test questions instead of learning valuable topics.