When one is traveling in a normal cruise on a trip, should you rest your
feet on the rudder pedals or should you rest them on the floor, please let
me know?

St. Catharines Flying Club is hosting another breaky flyin this Sunday, 26 May 1996 at 10am..
located nearest to Niagara Falls, this popular destination also hosts Saturday noon BarbeQues.
Transportation on request at 905 684 9447 or for further info have a look at our homepage at:
http://www.cavok.com/studentassist/

With much glee, I became a PP-ASEL on March 30.  I haven’t flown since.  Wait,
wait…lemme explain….I had been offered a new job in a different town, so I
built some "finish flying" time into my move…..the weather cooperated, I
flew like a maniac for a couple of weeks, and I finished up.  And three days
later, I moved 200 miles away.

So one of my first projects is to find an FBO…..I do…it’s 40 minutes from
home, but looks like a good outfit.  They have 1 cherokee….a 180….I have
done all my training in 140s, but folks tell me switching to the 180 is no big
deal.  So I schedule a check out ride.  One weekend I awoke feeling ill, so I
cancelled….the rest of the times it was raining/blowing/no ceiling to speak
of…..then I was out of town…had a message yesterday from the CFI wondering
if I was still interested in getting checked out in their plane.  I am, of
course, but it’s almost like I am forgetting I am an actual pilot and not
still a student…and I am feeling guilty every time there is a beautiful,
sunny, no wind day.

But what bugs me is that I have had no real burning desire to go flying….I
haven’t even taken my first passenger up!  But yet, I have spent so much time
and money to acheive this goal….I can’t just waste it.  So I guess I am
frustrated AND guilty!

Any wise words of encouragement?

(I have a feeling those words will be "just do it!")

Thanks,
Colleen

It seems to me that the rules for light controls are whacko, confusing
and dangerous.

The current rules being

                in the Air                      on the Ground

Red             Give way to other               Stop
                A/C, Continue Circling  

Flashing        Ldg not permitted               Clear Runway
Red

Green           Land                            Take off

Flashing        Return for Ldg                  Taxi
Green          

White           Does not Apply                  Return

Alternating     Caution                         Caution
Red / Green

Comments:  I have no experience with light signals,  Nor am I allowed to
until I meet with the FAA and say that light is Green, that one Red, that
one White.  (I’m slightly color blind  (ahh, the real reason I’m posting
this))  I hope I don’t screw up the white and green.

It seems flashing anything color in the air can be mis-interpreted (was
that a solid Red, with me bouncing around in this A/C, or a true flashing
Red?)

Alternating Red and Green, Can you say stupid?  Talk about asking for a
misinterpretation!  How about the regs simply saying, when using light
signals use extreme caution.  And if they are unwilling to do this, why
don’t they shine both at the same time,  I’m more likely to pick up Red
and Green than Red then Green.

Okay, here’s my proposed new and improved light signals

                In the Air              On the Ground

Red             Ldg not Permitted       Stop; or if on Runway
                                        Clear Runway

Green           Land                    Take off

Flashing        Does Not Apply          Return
Red

Flashing        Does Not Apply          Taxi
Green

Red and         Give way to other       Does Not Apply
Green           A/C continue Circling

See, I’ve conveniently left out the White Light, Eliminated all flashing
lights in the sky, and the flashing lights on the ground are not
dangerous (currently Pilot could think Stop on the runway as the
controller is trying to tell him to get off of the runway!)

Comments Please before I send this off to our FAA friends.

I would like to share two experiencs that I just recently had.  Please
note that I just received my Private Pilot ticket only a few weeks ago.

First, on my first real solo x-country trip when I came back to my home
airport there was a strange person on the ramp.  I never saw this person
before and could not understand why he was standing on the ramp.  After I
shut down the plane, the man came up to me and he was wearing a jacket
with a FAA badge on it, a ramp check.  I understand that most pilots go a
whole lifetime without getting a ramp check and I received one on my first
trip, go figure.

Second I was on another x-country at Glen Falls airport (GFL) when I
purchased gas from the FBO.  When I got back to my plane, I stepped up to
the wing and found that the ramp attendent forgot to put the gas cap back
on the plane.  I guess it is better to do run a checklist everytime rather
then find that all your gas has drained out of the tank becuase an
attendent forgot to out the cap back on.

keep flying

I am thinking of flying my 172 into Washington National, is this possible
by VFR.  How should I enter into the Class B.

Also, if I cannot go into National, what is the closet airport?

RRKAS…@AOL.COM

I have a Newton 120 with the 2.0 ROM, and a Compaq Concerto
486DX laptop.  Both devices take PCMCIA-2 cards.  What I would
like to find is a GPS receiver unit suitable for VFR, for which
software is written for both the Newton o/s and Windows 95.

Does such a thing exist?

I am, of course, not addressing the question of the suitability
of either the Newton or the Compaq in the cockpit environment of
a small plane, apropos RFI, but if you’ve got something to say
about that, I’d like to hear it, too.

Thanks in advance,
Russell

–
Russell Earl Whitaker                          whita…@sgi.com
Webmaster, Silicon Junction                        
Silicon Graphics, Inc.                        Mountain View, CA
===============================================================
http://reality.sgi.com/whitaker

I’m planning a trip into Akron-Canton airport this weekend and
need to stay over a few days. Can anyone recommend a good FBO
there for a light GA aircraft. There appears to be 4 FBO’s there:
Air Camis, McKinley Air, Million Air and Park Aviation Services.
Any recommendations?

-Owen Carr

- Hide quoted text — Show quoted text -

Jeffrey Starin <je…@panix.com> wrote:
>Regarding the post about a sudden stall without warning, I had a terribly frightening
>experience the other day on final approach that has since made me think about
>continuing my flying course.  I’ve got about 19 hours, and my instructor says I’m
>ready for my first solo in a couple of lessons – so this experience really scared
>the pants off me.  This is what happened.

>We were in final approach with full flaps and the airspeed was indicated at
>70 knots.  The wind was 220 at 10, and, although the ATC and ATIS didn’t mention
>gusts at the airport that day, indeed, there were gusts.  So, here we are on final,
>everything seems peachy keen, when all of a sudden, out of nowhere, the right wing
>flips up (and thusly, the left wing down), putting us into a roll angle of about
>80 degrees!  No stall warning (in fact, this wasn’t a stall). My instructor, who is
>never ruffled, sweared for the first time, grabbed the controls, but I don’t think
>he actually did anything, because by the time he grabbed the controls, the plane
>(Warrior) had just as quickly bounced back to level flight.  It was as though
>we had hit some wake turbulence, but there were no other planes in sight.

>I’m starting to wonder if there are gremlins floating around out there, waiting for
>us student pilots to come tooling along, and then scare the living daylights out
>of us.

>Has anyone else ever encountered this before?

>Are flaps in gusty conditions dangerous?  My CFI says no.

I think your CFI needs to talk ot some other CFI’s and broaden his
knowledge base a bit.  Many CFI’s I’ve dealt with recommend minimal usage
of flaps in gusty and high cross-wind situations in order to keep your
speed up on the approach and thusly maintain maximum responsiveness of
the controls.

–
Mike

My opinions, not Argonne’s…

I think I remember hearing somewhere that Langley AFB had a five-mile runway
at
one time… and, of course, Groom Lake is supposed to have an eight-mile
runway.

If you count the entire lake bed as an unimproved runway, isn’t Edwards
something
like 35 miles by 15 miles or some such?

RM