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Hi Kiddo,
Sounds like local 'folklore'. It's an interesting theory and 'if' it
works
it should be okay, (if you're low on fuel and nowhere else to go).
Personally, I
think I'd look for a piece of 'beach' to sit down on.
Sorta sounds like my friend who was flying "Connies" in Alaska,
fighting
forest fires.
He told me that when they flew at night they used 55 gallon barrels
full of
fuel as runway approach markers. They had 5 barrels space a certain
number of
feet apart so when you were lining up on final you came in at XXX feet AGL
over
the first barrel at XXX kph. Then as you passed over the burning barrels
during
your decent, you counted 1,2,3,4,5 and chopped the throttle and put the
yoke in
your belly and waited to feel the wheels slam onto the runway (hopefully).
The
aircraft landing lights were the only lights on the field besides the
burnoing
barrel markers.
I asked him what would happen if one of the barrels went out and you
didn't
know if it was #1 or #5. He said you'd use the same procedure and just
hit
harder after saying 4. Of course if one of the middle ones burned out it
wouldn't matter as you'd just say a number where that one should have
been. He
said he'd never gone off the runway, but he'd had some pretty hard
landings. He
really like the Connie's.
Bob Saville
Georgia Trehey wrote:
> Bob,
>
> They're referring to the following message. I sent it to you but maybe
> you deleted it. Here it is again with the chart excerpt.
>
> > Hey,
> > I must have missed something. What's all the sudden interest in
> > 'Freshwater' and talk of instruments and a funeral. Did someone crash
> > down in your area? Anyone we know?
> > There was a crash at Cottage Grove a few days ago in a Grumman.
> > Student and CFI both injured but alive. Lost power shortly after take
> > off and didn''t quite make it back to the runway.
> >
> > Later,
> >
> > Bob
>
> Hi Guys,
>
> I'm not sending this to the whole coupers list this time as sometimes I
> get the feeling that I send too much that's not directly coupe related.
> Also, not everyone appreciates my humor.
>
> I have attached a portion of my sectional to provide a graphic
> representation of the area discussed. I hope you find this tale
interesting,
> and as usual, excuse my naivete. I have a lot to learn.
>
> The " Freshwater ILS" is a local joke. Well, it isn't a joke if it
> doesn't work and somebody's neck or the plane get bent. There is no
real
> Freshwater ILS. It's what some of the VFR pilots do when it's foggy at
or
> around Murray. Murray is at sea level, located right on the bay, and
it's
> often foggy here.
>
> So during our New Year's Day flight, Jim asked me if I would like a
> demonstration of the Freswater ILS. He said that it is not a good idea,
> it's dangerous, and don't do it. However he was showing it to me in
clear
> smooth air, not in the fog.
>
> Kneeland, at 2737', is often above the coastal fog and is the starting
> point. The idea is to land or do a touch and go at Kneeland and then
> depending on which direction one takes off, circle around until the
plane
> is positioned above the stream just to the south of Kneeland. But if the
> stream is obscured by fog, aren't you guessing you're above it? Jim
said
> that the fog line usually starts a little bit below the ridge tops so
> people will fly below the ridge tops, so they're still visible but not
all
> the way in the fog. Hopefully they stay away from the side slopes, the
> tall trees, and any other nuts pulling the same stunt. But they have to
> descend through the fog at some point to get to Murray. This isn't a
long
> distance, maybe 5-6NM before one gets around the last hillside blocking
> the view of Murray, that is if there is enough break in the fog to see
> Murray. Another part of the plan is to go through there fast.
>
> Jim had the IAS well up into the yellow arc. When I'm in the 172 I
> usually feel like I'm floating along, but this time I was very aware of
> our forward movement and the difference in the sound of the engine. The
> trees blurring by beneath us added to the perception of speed too.
Again,
> though, he was flying this in clear, smooth air. Why would anybody try
> this in the fog? I don't understand. People around here aren't always
> consistant about using their radios either. To top it all off, one
comes
> whizzing out from between the hills and is lined up in a path that is in
> direct conflict with the usual Murray pattern.
>
> When we came zooming out of the canyon we were moving forward and
> descending so rapidly that, in my opinion, I didn't think Jim would be
> able to bleed off enough speed to make a straight-in approach to Murray.
> I suppose he could have forced it down, but why? When we got to where
> normal final is, we were still too fast and too high so he went around
and
> did the normal Murray pattern. As we zipped over the end of the runway
> and climbed over Humboldt Bay, I asked Jim what would have happened if
he
> had insisted on landing. "We would have gone off the end of the
runway."
>
> Jim has some interesting methods of teaching me aspects of flying. I'm
> not sure that my CFI, Andres would entirely approve. But I am learning
> different and I think equally valuable things from them both.
>
>
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> knee_murray.gif Type: GIF Image (IMAGE/GIF)
> Encoding: BASE64
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