A track called "Why She Loves" opens with a saxophone prologue in free tempo, slips into a melody played as if on tiptoe and opens up to a trumpet solo with no visible horizon.
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In 2003, Ramo published No Visible Horizon: Surviving the World's Most Dangerous Sport, which tackled his training as an aerobatic flyer and the "violent, difficult maneuvers" of the sport.
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Uniquely for games of the period, High Velocity – Mountain Racing Challenge features a draw distance that nearly always extends to the visible horizon. It also has an optional widescreen mode.
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Celestial navigation is the use of angular measurements (sights) between celestial bodies and the visible horizon to locate one's position in the world, on land as well as at sea. At a given time, any celestial body is located directly over one point on the Earth's surface. The latitude and longitude of that point is known as the celestial body's geographic position (GP), the location of which can be determined from tables in the nautical or air almanac for that year. The measured angle between the celestial body and the visible horizon is directly related to the distance between the celestial body's GP and the observer's position.
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Spatial disorientation of an aviator is the inability to determine angle, altitude or speed. It is most critical at night or in poor weather, when there is no visible horizon, since vision is the dominant sense for orientation. Auditory systems and the vestibular (inner ear) system for co-ordinating movement with balance can also create illusory nonvisual sensations, as can other sensory receptors located in the skin, muscles, tendons and joints.
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High desert horizon at sunset, California, USA The horizon or skyline is the apparent line that separates earth from sky, the line that divides all visible directions into two categories: those that intersect the Earth's surface, and those that do not. The true horizon is actually a theoretical line, which can only be observed when it lies on the sea surface. At many locations, this line is obscured by land, trees, buildings, mountains, etc., and the resulting intersection of earth and sky is called the visible horizon.
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He continued to receive flight instruction in New Jersey in his plane, including flights from CDW to MVY. His instructors said Kennedy required help working the rudder pedals to taxi and land the plane because of his ankle injury. During a training flight at night under instrument conditions, his instructor stated that Kennedy had the ability to fly the airplane without a visible horizon but may have experienced difficulty performing additional tasks under such conditions. He also stated that the pilot was not ready for an instrument evaluation and needed additional training.
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The instructor at the time of the crash was not aware that Kennedy would be flying in those conditions without an instructor on board. The CFI further stated that he had talked to Kennedy on the night of the accident and offered to fly with him that night. He stated that Kennedy had the capability to conduct a night flight to Martha's Vineyard as long as a visible horizon existed. Psychological stress The NTSB suggested that Kennedy's marriage may have contributed to a source of stress by the time of the crash.
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A modern radar developed by of the U.S. Navy is the AN/SPY-1. First fielded in 1973, this S-Band, 6 MW system has gone through a number of variants and is a major component of the Aegis Combat System. An automatic detect-and-track system, it is computer controlled using four complementary three-dimensional passive electronically scanned array antennas to provide hemispherical coverage. Radar signals, traveling with line-of-sight propagation, normally have a range to ground targets limited by the visible horizon, or less than about .
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All approach lighting systems in the United States utilize a feature called a decision bar. Decision bars are always located 1000′ farther away from the threshold in the direction of the arriving aircraft, and serve as a visible horizon to ease the transition from instrument flight to visual flight. Approach lighting systems are designed to allow the pilot to quickly and positively identify visibility distances in Instrument meteorological conditions. For example, if the aircraft is at the middle marker, and the middle marker is located 3600 feet from the threshold, the Decision Bar is 2600 feet ahead.
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A diagram of a nautical sextant, a tool used in celestial navigation Celestial navigation, also known as astronavigation, is the ancient and modern practice of position fixing that enables a navigator to transition through a space without having to rely on estimated calculations, or dead reckoning, to know their position. Celestial navigation uses "sights", or angular measurements taken between a celestial body (e.g. the Sun, the Moon, a planet, or a star) and the visible horizon. The Sun is most commonly used, but navigators can also use the Moon, a planet, Polaris, or one of 57 other navigational stars whose coordinates are tabulated in the nautical almanac and air almanacs.
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A sight (or measure) of the angle between the sun, a star, or a planet, and the horizon is done with the 'star telescope' fitted to the sextant using a visible horizon. On a vessel at sea even on misty days a sight may be done from a low height above the water to give a more definite, better horizon. Navigators hold the sextant by its handle in the right hand, avoiding touching the arc with the fingers. For a sun sight, a filter is used to overcome the glare such as "shades" covering both index mirror and the horizon mirror designed to prevent eye damage.
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Low pressure systems moving out of the Rocky Mountains onto the Great Plains, a broad expanse of flat land, much of it covered in prairie, steppe and grassland, can cause thunderstorms and rain to the south and heavy snows and strong winds to the north. With few trees or other obstructions to reduce wind and blowing, this part of the country is particularly vulnerable to blizzards with very low temperatures and whiteout conditions. In a true whiteout there is no visible horizon. People can become lost in their own front yards, when the door is only away, and they would have to feel their way back.
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Due to atmospheric refraction the distance to the visible horizon is further than the distance based on a simple geometric calculation. If the ground (or water) surface is colder than the air above it, a cold, dense layer of air forms close to the surface, causing light to be refracted downward as it travels, and therefore, to some extent, to go around the curvature of the Earth. The reverse happens if the ground is hotter than the air above it, as often happens in deserts, producing mirages. As an approximate compensation for refraction, surveyors measuring distances longer than 100 meters subtract 14% from the calculated curvature error and ensure lines of sight are at least 1.5 metres from the ground, to reduce random errors created by refraction.
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On the main rock there is a 3-metre- high stone cross dating to 1877 and, since 1995, a semi-circular toposcope made of steel. This provides information about the direction and distance of those places and mountains that are visible over a radius of 18 km and also several more distant locations such as Karlsruhe and the Hornisgrinde as well as non-visible locations such as the Feldberg and Mont Blanc. It also gives the position of sunset on the visible horizon at the summer and winter solstices as well as at the equinoxes, with dates and times. In addition it gives the length of days (time between sunrise and sunset) in hours and minutes at the start of each season as well as the height of the midday sun (highest point of the sun during its visible trajectory) in degrees, also at the start of the seasons.
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View of the ocean with a ship near the horizon Historically, the distance to the visible horizon has long been vital to survival and successful navigation, especially at sea, because it determined an observer's maximum range of vision and thus of communication, with all the obvious consequences for safety and the transmission of information that this range implied. This importance lessened with the development of the radio and the telegraph, but even today, when flying an aircraft under visual flight rules, a technique called attitude flying is used to control the aircraft, where the pilot uses the visual relationship between the aircraft's nose and the horizon to control the aircraft. Pilots can also retain their spatial orientation by referring to the horizon. In many contexts, especially perspective drawing, the curvature of the Earth is disregarded and the horizon is considered the theoretical line to which points on any horizontal plane converge (when projected onto the picture plane) as their distance from the observer increases.
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In sunrise/sunset tables, the atmospheric refraction is assumed to be 34 arcminutes, and the assumed semidiameter (apparent radius) of the Sun is 16 arcminutes. (The apparent radius varies slightly depending on time of year, slightly larger at perihelion in January than aphelion in July, but the difference is comparatively small.) Their combination means that when the upper limb of the Sun is on the visible horizon, its centre is 50 arcminutes below the geometric horizon, which is the intersection with the celestial sphere of a horizontal plane through the eye of the observer. These effects make the day about 14 minutes longer than the night at the equator and longer still towards the poles. The real equality of day and night only happens in places far enough from the equator to have a seasonal difference in day length of at least 7 minutes, actually occurring a few days towards the winter side of each equinox.
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Clowes, p. 124 One of Villeneuve's scouting frigates meanwhile had spoken with a Danish ship that reported a fleet of 25 British ships of the line actively searching the region for the combined fleet. When on the evening of 14 August Villeneuve's scouts sighted the ship of the line under Captain Edward Griffiths, the frigate and the captured Didon to the west, the French admiral assumed they were an advance guard of this British fleet and turned away to the south, the impression encouraged by frantic signals raised by Dragon.Clowes, p. 121 In fact, these ships were the only British forces in the region. The Danish ship had been boarded by Dragon earlier in the day and her crew deliberately fed misinformation about British strength. When the French scouts sighted Dragon, the presence of the captured Didon and Captain Griffiths' signals, that were made to an expanse of empty sea beyond the visible horizon on the French ship, successfully misled the French admiral into fleeing a non-existent fleet.
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