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Posted By:
Hal Brown
Date Posted:
Mar 10, 2007
Description:
Not qiute a BRS, but still the same end result (hopefully)
Date Taken:
Mar 10, 2007
Place Taken:
Owner:
File Name:
fun_ride.jpg - Photo HTML
Full size - <img src="/show.php?splash=SZVCI0000h">
Medium - <img src="/show.php?splash=SZVCI0000m">
Thumbnail - <img src="/show.php?splash=SZVCI0000s">
Category:
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Click on photo to view the original size. |
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Read what others had to say:
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Frank A. Carr - Mar 10,2007
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Dave, Is this a Thunderbird F-16 and is it recent?
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Dave Lima - Mar 10,2007
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I really don't know Frank. it was sent to me. CVJ is right, I'd be a duckin right about now.
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Chris Vernon-Jarvis - Mar 10,2007
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This is a few years ago and there is some video of it somewhere. I think about this time the photographer should be going for cover.
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Kenneth Leonard - Mar 11,2007
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This was a USAF Thunderbird at a practice event, I believe in Nevada. He started from the runway and did an immediate loop. The problem is, he read his altimeter wrong by 100' and so when he pulled over the top at the normal point, he was 100' too low. He was still sinking when he punched. I've seen video from inside his cockpit and outside. The Navy Blue Angels always set thier altimeters for 0' at field elevation before a show and so they manuver at the same altimeter readings every time. Sounds smart.
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Chris Vernon-Jarvis - Mar 11,2007
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For those of us who have only flown in North America, the altitude system we use here for GA VFR is not used universally.<br /><br />In the UK for instance, which is the only other place I have flown, they set their altimieter to zero using the airfield pressure (in millibars even long before they metricated,) and so it reads zero on the ground. If they are cross country they set it to the area pressure at 3,000 ft. (and standard pressure at 12,000) When they are approaching their destination, as they descend through 3,000 they set it to the local pressure of the destination airfield, the benefit is, of course, that they do all circuits etc without having to calculate AGL and always land with zero ALT indicated. <br /><br />In aircraft with two altimeters it is even easier as one would fly the circuit etc on the one in front of you and preset the other for the cruise. When you transition you reset the first one to match.<br /><br />I do find the North American system increases the workload considerably. Probably you get used to knowing that if the airfield is at 1750 then turn crosswind is 2250 etc, but I find myself going over and over it and it is a real distraction. worse in Canada as we have overhead join, eg,3250 (Never did like the overhead join, seems silly to have all the joining planes crossing the same point from different directions and deliberately at the same height!)
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Bård Sørbye - Mar 12,2007
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In Norway, we also previously flew VFR with altimeters set to 0 at local field altitude. With the advent of JAR rules, I previously believed that all the European countries now fly with their altitude set to 0 at sea level, based on the local pressure in millibars. Thus the altimeter reads airport altitude on the ground.<br />We fly that way here whenever we are not reporting flight levels. This makes sense, as we have a lot of terrain, always, and get a lot of training doing the AGL calculations anyway.<br />I see from the Jeppesen Bottlang airfield manual that the Brits still use QFE (height) based altimeters in the landing circuit, which is confusing to visitors. A pilot may still choose to use QNH (altitude) based altimeter in the circuit, which confuses things even more!
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Gene Hammond - Mar 12,2007
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Chris,<br /><br />Setting one altimeter to zero and another to MSL is fine, if you can separate the two during approach. There have been several instances in the U.S. where an airline has, as standard s.o.p. done this and met an untimely end. My personal opinion, while flying more complicated airplanes, is its easier to do the calculations of height needed on approach than figuring out which altimer is correct.
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