Before you read any further here please understand that this experiment is only a suggestion that I am putting foward to demonstrate my opinion that looking up at the far end of the runway is not the best method to judge height, distance and closure rate when landing an airplane.
By experimenting we can come to conclusions to support or disregard the action being performed by analyzing the results.
First may I clearly state that I am asking only those directly working for and responsible for flight training in TC to perform this experiment.
Find a straight stretch of highway or road with two sets of traffic stop lights that are about a mile apart.
Space your driving behind another car and about five hundred feet behind the car so the car ahead has to stop for the first stop light.
Then you must look up and ahead about a mile to the next set of stop lights which must be hung over the center of the road to allow you to clearly see them over the top of the car that is stopped at the light ahead of you.
Using the stop lights a mile ahead as your point of reference for distance and closure rate to the stopped car ahead of you slow down and stop directly behind the stopped car in the same manner and at the same change in closure rate you normally would to end up just a couple of feet behind the stopped car.
The results of this experiment will be skewed if you change your point of reference from the stop lights a mile ahead to the car you are trying to stop behind.
Let me know how your experiment goes.
Cat
An experiment
Moderators: sky's the limit, sepia, Sulako, Right Seat Captain, lilfssister, North Shore
-
Cat Driver
- Top Poster
- Posts: 18921
- Joined: Sun Feb 15, 2004 8:31 pm
An experiment
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
-
Cat Driver
- Top Poster
- Posts: 18921
- Joined: Sun Feb 15, 2004 8:31 pm
I was sure you wouldn't... 
..if I had thought we would lose our only TC contact I would never have suggested the experiment.
And to avoid risk you will note that I excluded you as you are not one of those responsible for flight training as you have not been there long enough yet.
I would appreciate it if you just sit and wait and see if anyone actually connects my example of how the human eye transfers visual data to measure closure rate towards any object you are approaching to the brain.
Maybe then there will be a better understanding of the relationship between distance and the accuracy of your position in relation to any other object.
It is not as complex a problem as it may seem...
..the real object for a flight instructor is to get the student to find the right sight picture for maximum accuracy in judging closure rate and distance..and that is a bit more problematical.
My expetation is to get them within one foot accuracy when landing in the early stages of their learning, once they get licensed and get some time they will become more accurate through osmosis.
Anyhow lets see where this goes.
Cat
..if I had thought we would lose our only TC contact I would never have suggested the experiment.
And to avoid risk you will note that I excluded you as you are not one of those responsible for flight training as you have not been there long enough yet.
I would appreciate it if you just sit and wait and see if anyone actually connects my example of how the human eye transfers visual data to measure closure rate towards any object you are approaching to the brain.
Maybe then there will be a better understanding of the relationship between distance and the accuracy of your position in relation to any other object.
It is not as complex a problem as it may seem...
..the real object for a flight instructor is to get the student to find the right sight picture for maximum accuracy in judging closure rate and distance..and that is a bit more problematical.
My expetation is to get them within one foot accuracy when landing in the early stages of their learning, once they get licensed and get some time they will become more accurate through osmosis.
Anyhow lets see where this goes.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
You bet...Cat Driver wrote:I was sure you wouldn't...
..if I had thought we would lose our only TC contact I would never have suggested the experiment.
And to avoid risk you will note that I excluded you as you are not one of those responsible for flight training as you have not been there long enough yet.
I would appreciate it if you just sit and wait and see if anyone actually connects my example of how the human eye transfers visual data to measure closure rate towards any object you are approaching to the brain.
Maybe then there will be a better understanding of the relationship between distance and the accuracy of your position in relation to any other object.
It is not as complex a problem as it may seem...
..the real object for a flight instructor is to get the student to find the right sight picture for maximum accuracy in judging closure rate and distance..and that is a bit more problematical.
My expetation is to get them within one foot accuracy when landing in the early stages of their learning, once they get licensed and get some time they will become more accurate through osmosis.
Anyhow lets see where this goes.
Cat
My response was one of amusement. I know where you are going.Just for the record, I am an active Inspector, and have done roughly 25 flight tests as an Inspector (only makes sense, I was a Pilot Examiner for 15 years... not too much changes going to the "dark side" with respect to a flight test). In between all the courses I have had to take (and a lot of time away from home), of course.
-Guy
-
Cat Driver
- Top Poster
- Posts: 18921
- Joined: Sun Feb 15, 2004 8:31 pm
I would like to think that I am a reasonable judge of peoples motivations and basic senserity, for me to accept the idea that you are an asset to TC and by default to the industry was easy.
Remember I am from the old school of thinking where we had very little reason to look at a TC type in a negative manner, except for the odd as.hole that you will find anywhere the inspectors were no different from us, just a different job.
But somehow the relationship has eroded and the grunts in general aviation are becoming more resentful towards the new culture of the enforcement mentality replacing the checks and balances mentality that was the way TC operated in the past.
Also I am sort of a purist when it comes to the art of flying and teaching same, purist in that I am not willing to accept medicore when excellent is doable with a little more effort.
So that is why I try and elevate peoples expetations of what they really can do if they try.
Cat
Remember I am from the old school of thinking where we had very little reason to look at a TC type in a negative manner, except for the odd as.hole that you will find anywhere the inspectors were no different from us, just a different job.
But somehow the relationship has eroded and the grunts in general aviation are becoming more resentful towards the new culture of the enforcement mentality replacing the checks and balances mentality that was the way TC operated in the past.
Also I am sort of a purist when it comes to the art of flying and teaching same, purist in that I am not willing to accept medicore when excellent is doable with a little more effort.
So that is why I try and elevate peoples expetations of what they really can do if they try.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
That may be true. I hope, with the people I have been dealing with, they see me as an resource.Cat Driver wrote:But somehow the relationship has eroded and the grunts in general aviation are becoming more resentful towards the new culture of the enforcement mentality replacing the checks and balances mentality that was the way TC operated in the past.
Well, my friend... I don't have nearly the experience you do, but I can pull a C152 through the circuit with the best of them.Cat Driver wrote:Also I am sort of a purist when it comes to the art of flying and teaching same, purist in that I am not willing to accept medicore when excellent is doable with a little more effort.
And that is what we have in common.Cat Driver wrote:So that is why I try and elevate peoples expetations of what they really can do if they try.
-Guy
PS: Sorry to interrupt your experiment...
And, yes... I do find your threads the most... fun.
