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mprather(at)spro.net
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 Posted: Wed Jan 02, 2008 10:05 pm Post subject: Compass Requirements in Experimental Aircraft (update |
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Seems like ATC doesn't ever try to "thread the needle" with vectoring
traffic. Usually they get everybody pointed in general directions such
that no sheet metal will be bent. If while watching the scope a few
sweeps they think somebody needs a correction, they issue new vectors as
necessary. As long as the pilots aren't changing reference in midstream,
I don't think it's ever a big issue. I hear on the radio all the time
"N12345 fly heading 245" and then later "N12345 turn 10 degrees right."
And even "N12345 say heading." Another thing is if they have you cruising
on a heading that's crosswind and then issue you a climb instruction, your
ground speed is going to come down (in anything most of us are flying) and
hence the crosswind is going to change your ground track.. I don't think
it's like "Pushing Tin."
Regards,
Matt-
| Quote: | Robert Feldtman wrote:
> Secondly - most of us use our GPS to set our DG anyway - not the
> compass.
>
Is that true? I am under the impression that it continues to be
necessary to set the DG relative to magnetic north in order to correctly
respond to vectors.
I believe that ATC gives only magnetic heading vectors (though it seems
that it's time to go to true headings). It's an important issue in IFR
ops but still relevant in VFR. Usually it doesn't make much of a
difference but I just did 400 miles in 45knot winds at 8,000 and below
it really did make a difference. (BTW, it was a glorious tailwind!)
Do many of you use the GPS to set your DG? I navigate with by GPS,
follow vectors using my DG, use my compass to set my DG, and constantly
try to discern the meaning of the difference between the two.
Perhaps I can simplify things a bit. Thinking it through, I could
easily keep my DG set to my desired GPS course. But I would then have
to remember to reset it or at least check it when getting vectors. I
usually only get vectors at the beginning and end of flights. But I
guess I've just learned to use my GPS as primary during point to point
navigation and use my DG as primary during vectors and put up with the
difference between the two.
Bill "can't wait to get that 45 knots all the time when I move to an
RV10" Watson
>
> On 12/28/07, *Tim Olson* <Tim(at)myrv10.com <mailto:Tim(at)myrv10.com>> wrote:
>
>
> <mailto:Tim(at)MyRV10.com> >
>
> Another builder asked me to forward this because he's on
> vacation, but wanted to join in the thread:
>
> "But another very important issue regarding magnetism is that the
> steel
> parts in the plane can pick up residual magnetism from permanent
> magnets
> and it can be a real problem to sniff out and get rid of with a
> magnaflux (I think he means degaussing -Tim) tool. I believe a I
> made
> a complete posting regarding this in the RV10-list archive. But
> even
> the helical steel coil in scat tubing is capable of causing totally
> eronous compass readings. I had this occur when we re-did the
> instrument panel in our glastar. I even avoid using magnetic tip
> tools
> now that I've seen how difficult it can be to solve the residual
> magnetism problem.
>
> -bob newman
>
> Tim Olson wrote:
> >
> <Tim(at)MyRV10.com <mailto:Tim(at)MyRV10.com>>
> >
> > So one of the morals to the story is that magnetic base antennas
> > have no place in an airplane. They won't just screw with your
> > nearby compass but can screw with your much more sensitive EFIS
> > magnetometer as well. Any antenna with a magnet should be cut
>
> *
> *
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Jim Baker
Joined: 30 Mar 2006
Posts: 181
Location: Sayre, PA
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| Posted: Thu Jan 03, 2008 6:39 pm Post subject: Compass Requirements in Experimental Aircraft (update |
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X-SpamReason %%SpamReason%%:
| Quote: | As long as the pilots aren't changing reference in midstream,
I don't think it's ever a big issue. I hear on the radio all the time
"N12345 fly heading 245" and then later "N12345 turn 10 degrees right."
And even "N12345 say heading."
|
Now, from a previous life as an air traffic controller...tower and
radar/RAPCON/GCA......
We almost never knew what your heading was and mostly didn't
care unless it was vectors to an ASR approach or, possibly, a
PAR, or alternatively, an initial heading to fly on a departure or
vectors to final. Usually we just gave you a heading and
generally were in the ballpark. Other than that it was all relative
motion in relation to the any other aircraft's track. I think the
newer ARTS Radar track/tag systems have quick call-up
heading and predictive course extension....or perhaps that was
just something I'd read from a NASA paper. Anyway, during my
time, the only way to know what your heading was is to have
asked for it.
Jim Baker
580.788.2779
Elmore City, OK
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cjensen(at)dts9000.com
Guest
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| Posted: Fri Jan 04, 2008 1:54 am Post subject: Compass Requirements in Experimental Aircraft (update |
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Jim, the absence of heading information for ATC makes sense. Approaching Knoxville, TN (TYS), they'll often give me a heading that I'm already on. If they can't predict my track, at least if they give me a heading they know where I'm supposed to be going...helps keep paint transfers to a minimum. ATC's equipment is so "60s.....".
Chuck Jensen
Now, from a previous life as an air traffic controller...tower and
radar/RAPCON/GCA......
We almost never knew what your heading was and mostly didn't
care unless it was vectors to an ASR approach or, possibly, a
PAR, or alternatively, an initial heading to fly on a departure or
vectors to final. Usually we just gave you a heading and
generally were in the ballpark. Other than that it was all relative
motion in relation to the any other aircraft's track. I think the
newer ARTS Radar track/tag systems have quick call-up
heading and predictive course extension....or perhaps that was
just something I'd read from a NASA paper. Anyway, during my
time, the only way to know what your heading was is to have
asked for it.
Jim Baker
580.788.2779
Elmore City, OK
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