I soloed today.
Just thought I’d share it.

(even included a go-around in it    )

–
This a sig.
Its not comple

I’ll be flying into Montgomery Field (San Diego) in a few weeks and
will need a tie-down for a few days.  Anyone have any recommendations,
good or bad?

Thanks in advance.

I have just read a review of the Cirrus SR20. This is a new
four seater tourer due for US certification next year. It is
full of advanced features. My favourite has to be the Ballistic
Recovery System. When all else fails, push the panic button
and a parachute floats the aircraft and its occupants gently to
the ground.

I wonder if it can be retro-fitted to a TB-9?

Nightjar

Any ex-pro pilots fighting disability insurance? My father is an ex-pro pilot
who lost his rating. He was insured, but the insurance will not pay
(typical). We are suing, and have a strong case, but the case has dragged on
for over two years, and from the looks of things, could drag on much longer.
And my parents are going broke.  

Can anyone offer advice? Anyone want to compare notes?

Thank you

Walter Byrd

Dear friends,

AVIATION ON LINE,
the first brazilian aviation web site

moved to a new URL :
http://www.mtec.com.br/aviation

Our new e-mail address is :
aviat…@mtec.com.br

Please forgive me for repeat this message in all aviation-related
newsgroups, but I need to advise all users that our
previous URL and e-mail address (ax.ibase.org.br domain) will be
finished within the next 15 days.

Best regards,
Daniel R.Carneiro
webmaster
Aviation On Line

In article: <4h3f3h$…@tardis.au.mdis.com>  bri…@au.mdis.com (Brian

Rourke) writes:
> I am reading a book about flying in marginal VFR.It quite often refers
> ‘scud’ in the context of cloud or cloud cover. This is not an expression
> common in Australia.  Can anyone out there in the US of A let me know what
> it means……..Thanks,
>                    Brian.

Greetings fellow antipodean, from the wilds of the UK!

When I trained in California, I understood ‘scud’ to mean ‘flying in weather
conditions that you shouldn’t fly in’. My instructor admitted to bringing an
aircraft back from a nearby field late one night, having to ‘scud run’ below
the clouds and arrive safely undetected, since the control tower was closed
by then. This also highlights the enlightened approach of the US system,
where an airport remains open, but under traffic advisory rules, outside of
the control tower. Maybe in this case, the trust was misplaced.
__________________________________________________________________________
David Hugill                                    dav…@thornwd.demon.co.uk
Thornwood Software Ltd
West Acton, London                                Voice/fax: 0181-993 0312

Previously on calculate this please…
richm…@cmt.anl.gov (Michael Richmann) said that someone else said:

>I have a question…  the original said, "if you ASSUME standard day
>temperature,…"  What would "standard day temperature" be at FL370? I
>would ASSUME that you would have entered the stratosphere at FL250 to
>FL300.

MR>I’d have to go home and retrieve the old whiz wheel for exact numbers b
MR>I believe standard temperature at FL370 is around about -50-55F.  As fo
MR>the stratosphere versus troposphere problem, none of the calculations
MR>I’ve seen seem to make much of a deal about the change in the temperatu
MR>drop profile at the tropopause but the more sophisticated whiz wheels
MR>will account for the heating effects of high-speed flight. Fairly trivi
MR>for my 182 (temperature rise at about 135 kts is 3F) but very significa
MR>for, say, a Concorde…

Pretty close on the temp Mike.  It just so happens that I have a copy of
the FE written test book here under the table, complete with official FAA
"Table of U.S. standard atmosphere", which indicates that the standard
temperature at 37,000 is -56.4°C.  Note that in this standard atmosphere
the tropopause begins at 38,000′ at -56.5°C.

Btw, you don’t have to fly Concord to note a big increase in temp due to
frictional heating.  Cruising at 230 KIAS at FL430 we show a ram rise of
about 23°C  Obviously not scortching like Concord, but significant enough
to make a big difference in IAS vs TAS.

*————————————————————————
|    ####   ####    John Freas, ATP/CFII-ME  |  Lear 23/24/25
|    #  #         ===  ===  ===  ===  ===  ===  ===  ===  ===  ===  ===  
| #######   ####    john.fr…@svis.org      |  Anytime, all the time.
*————————————————————————

—
 * WR  [NR] * UNREGISTERED EVALUATION COPY

Problems with met-briefings
Yesterday I made a VFR-flight despite of a strict „No-Go“ advice from the
weather briefer – because I didn´t
believe in it.

This is the whole story:
On May 19 13:00 I had planned for a return flight back from Kempten to
Stuttgart (Germany), 70 miles to the
northwest in our Cardinal. GAFOR forcasted a cloudbase of 1000ft and 5km
vis at worst except for isolated
showers in which conditions should be even worse, of course. However, a
telephone briefing from the Stuttgart
weather office draw a quite different picture: A cold front with a squall
line of showers, ice pellets and
thunderstorms had just passed Stuttgart and would reach us in 1-2 hours
to be followed by a second one. A
strong advice not to go, to wait for at least four hours and phone again.
They also told me, that all their
available wheather radars had been put out of order by lightning strikes
the previous night, so that they could
only give me a rough picture.

Uff! So I spent the next hour flying friends from Kempten into the Alps
and back in very good VFR conditions
awaiting the approaching front from the northwest: nothing happend!
After that hour I decided to investigate into this cold front myself. I
phoned four of the 9 airfields on my way
and asked for wheather conditions. One reported a heavy rainshower in the
vicinity, all others 500-2000ft
ceiling and >5km vis.
Remembering that the same weather briefers had provided me with somewhat
less definite no-go
recommendations in the past for flights which turned out to become
„severe CAVOK“, I took off immediately –
with a well prepared list of alternates.

„Munich Flight Information – this is D-ECGR VFR from Kempten to
Stuttgart, 5 miles northwest of Kempten
5000 ft, on your frequency.

Can anyone help me with a syllabus or the like for Perf A.. I have
an Australian ATPL and need topic info re. U.K. equiv.. Thanks

Hi I’m a low-time private pilot with a couple of questions I can’t find
the answers to.  First, what are the regs. pertaining to flying a single
over water?  The only FAA regulations I could find applied to
commercial, multis.  Obvioulsy if I can fly at an altitude that will
allow me to glide to shore I’ll do that.  Would you fly at an altitude
that would *not* let you glide to shore?  I’m not talking about long
distances here, e.g., Boston-Provincetown for instance is approx. 30 nm.

Second, I’m familiar for the ditching procedures for the aircraft that I
fly (172), but I’m curious as to what the actual results are of setting
down on the water.  At a friend’s lodge in northern Ontario, two men
landed their float plane with gear extended.  The plane flipped
immediately after touching down.  Is flipping likely when setting down
on the water?

Thanks in advance for any pointers,

Carsten