Well, unless I do some serious drag reduction on my old biplane I don't think I have to worry about what happens at relativistic speeds...
Well, unless I do some serious drag reduction on my old biplane I don't think I have to worry about what happens at relativistic speeds...
I do tend to use north up sometimes when I'm maneuvering (accelerating) near my destination and track up when flying straight and level enroute. But that's also because it's easier to read text on the chart when it's north up.
One situation where I find track up useful is flying an instrument procedure. Whether I'm on departure, en route, or approach, when I'm flying the correct heading the course line will appear vertical on the moving-map display. It also makes it immediately obvious which way to turn when a turn point is reached.
This is assuming you're flying with an old paper chart. A large majority using ForeFlight I believe only use the Aeronautical Layer, I know I do.
What I see on the screen matches what I see out the window, with no mental conversion required.
I use Avare, which only has a chart layer, so text is right side up only in north up view. But I'd rather deal with reading text upside down or switch to north up a couple of times per flight, and have the screen match the real world view all the rest of the time.
My CFI (1976) advised turning the chart on my lap to match the flight direction. "Track up", 1976 style.
No! If you say his name three more times he's going to start posting on PoA!
Whoa... If I were going to do it by device, I'd do track up on the bigger screens and north up on the smaller (wide) screens, simply because at least when you're going east and west you'd see further ahead that way.
I don't know about that. I use the Aeronautical layer on top of the sectional.
But... Those are on the sectional.
That only works if there's a DME in the right places, one of which is your airplane.
Kinda like "Roger, Wilco." Wilco implies Roger. "Over and out" and "Roger Wilco" are only for movies.
Must be another one of his inviolate rules of the only proper usage
Mine too. But I guess he wasn’t EXCEPTIONAL.
Yabbut… “Roger, Wilco, Over and Out,” just sounds cool!
FIFY. Much coolerYabbut… “Roger, Wilco, Over andOutLast Call,” just sounds cool!
When I was a senior instructor at USAF Nav Training in the 80s, I would sometimes get tasked with checking out new instructors fresh from operational units. I always could tell the WSOs from the heavy aircraft Navs because the WSOs always flew track up operationally and the checkout missions in the sim were exclusively North Up. If the sim was flying on any heading more than 30 degrees of North, the WSO would crane his neck to align his forehead with the track. As a WSO myself, I remembered wondering why my neck was sore after a long sim mission.
My one experience with that, I took the stick right when I should’ve gone left. Realized what was happening, and just rolled it all the way through to the bank angle I wanted.
We had a guy, pretty good sized fellow, take a different approach. In his own words when the foam model came at him at about 4 mph he "threw the radio at the plane and screamed like a little girl". Hilarious to everyone except the guy that owned the radio.
Makes it seem so insignificant. So, can we have your liver?
Except that North up does NOT work for high speed, low level flight.
For the purposes of most people here, low level is within 5000 feet of the surface.
It does not work for ANY flight where terrain association is used for navigation.
Exactly
But when you're down low, your field of view is much smaller and the apparent speed is much faster. Navigating by pilotage at 1000' AGL or lower is very different from doing it at 5000' or more. By the time you see something on the ground and reconcile its position and orientation on the map, it may already be out of sight behind you.well, if the airplane is slow enough, it's not that hard to mentally rotate things... plenty of time to see things if flying track up in a cherokee 140. PLENTY of time.
But why???? That's the thing I have never understood. We're constantly taught to stay ahead of the aircraft, do things is a simple consistent process, Keep It Simple S***... and you were probably taught in Primary Training for your Private TO ROTATE THE SECTIONAL. Yet people think they're macho because they can "mental figure things out."
)I’ve never had a problem with a north-up sectional below 1000 AGL. But my brain thinks in north-south-east-west more than left-right.
