Write for details…

Wondering about specific (company) recommendations where people have been
satisfied etc. Also general costs involved for a new Private Pilot
flying 172′s. But particularly the former,even with Tel # etc. if
possible.
Post reply or EMAIL me at: al…@ix.netcom.com
Thanks,
Mike
Oklahoma

I’ve just yesterday had an experience which I feel pretty good about.
I just sent a student for his private pilot checkride, and he passed
on the first try.  That may not sound like a big deal, but to me it
is.  I’ve been an instructor part-time, off and on for 22+ years, and
this is the first time I’ve ever had a student where I was the only
instructor all the way from the beginning to the checkride.  It took
44 or so hours, with exactly 20 hrs dual (this is due to the fact that
this 17 year old kid is a super pilot, not my skills).  It is also the
very first time in all those years that I’ve actually recommended a
student for the checkride.  I finally feel like a real instructor!!

–
Ed Winchester    CFI
edwin@vl_wssf_mail.chinalake.navy.mil
ed…@ridgecrest.ca.us
http://www1.ridgecrest.ca.us/~edwin

does anyone share it?!  These guys have to be the bottom of the
barrel…

Mr. Hitler: you cannot….(always right, can’t be wrong if you say no,
only if you say yes)…..
Telephone Payment Clearings, Inc
Phone: 619 749 7049
Fax: 619 749 6384
BBS: 619 749 2741
Info-file: tel…@pdsig.com

I have a friend who is wanting to resume flying after a 10 year hiatus.
Does he have to take the written again?  How much dual instruction does
the FAA require before he can go solo?

–

Kim Helliwell

Stephane Peeters
tel : + 32-2-478-54-95
fax : + 32-2-465-91-49

Address : Avenue del’Arbre Ballon ,28 /229
          1090 Brussels

Question : What must one do to work in the US as a pilot ,when he is
European, but possesses a american licence ( F.A.A ) commercial
multi-engine, instrument , soon to be insrtuctor and has 500 flying hours
+ training on line in a american company (Gulfstream international).

Thank you very much,

Stephane Peeters

P.S. I do not have an e-mailk for the moment , but send by fax if possible
or else to either : lanckmans.greg…@innet.be
  or  litv…@tracdev.mhs.compuserve.com

I was living in USA for some wonderful years.  When I arrived, I got a US
glider license by FAA, which is valid as long as my Norwegian license is
valid.  During the stay I got a US PPL.  Back in Norway I tried to do it
the opposite way with the PPL.  So far, I have not succeeded.  A lot is
going on with European Aviation Regulations at the moment.  Does anybody
know how other European nations treat pilots with US PPL, and if there
excists a coordination between FAA and Europe, that makes it easy to
change a US PPL to a JAR-FLC equivalent?

Arne Wangsholm
ber…@saterdal.bhg.hl.no

16-Aug-96 14:16 studa…@shell.one.net (John Studarus) writes

>    I was hoping someone could comment on this and
>perhaps go over the different types of VFR landings.  Is it
>there a better way to differentiate over the radio between
>’touch and go’ and ‘stop and go’?

"Touch and go" and "Stop and go" are fairly common terms John.

A Touch and go is when you land, and quickly take off again, usually
without slowing down much.  Your time on the active runway is
minimal.

A Stop and go is when you land, and almost come to a complete stop,
(or in fact come to a complete stop) and then immediatly take off.

Both are designed so that you don’t have to taxi back and get in
line for takeoff again.  

If I know that the aircraft in front of me is doing a touch and go,
I’ll follow him a little closer, as I expect him to be clear of the
active by the time I touch down.  If he’s doing a stop and go, I
don’t follow him as close, as I expect him to be on the active
a longer while.  As with life, expectations are not always
realized….

Hope this helps

Regards

Mark S. Bell                           412-268-7925 (Voice)
Software Engineering Institute         412-268-5758 (Fax)
Carnegie Mellon University             ** These are my opinions,
4500 Fifth Ave, Pittsburgh PA.,15213      not those of the SEI or CMU **

AOPA has a nice brochure on this (though I suspect now the
only way to get it is to have them mail it to you).

Anyway, an airplane isn’t really considered any different
from a car as far as tax purposes and legally as a private
pilot you can be reimbursed for all the costs associated
with your air travel.  I think your bigger threat here is
the IRS than the FAA.  The one big thing is that pilots tend
to better contemperaneous records (we all log our time and
maintenance) for the plane than we do in our car.

-Ron

You are invited to become a member in the growing
Association of owners and enthusiasts of North American
Aviation Built Trainer Aircraft.

Originally the T-6 Owners’ Association in the mid ’70′s,
regrouped in ’85; the T-28′s were added in March ’87 and
the name changed to the North American Trainer
Association.

The Association is an independent, Non-profit (501)[c]3
Corporation, and includes the T-6, SNJ, Harvard, NA64,
NA50, T-28, TF-51, and TB-25. Membership currently
includes the majority of owners of these aircraft in the
USA, Canadian and Foreign owner/pilots as well as
photographers & historians. Membership is open to all
enthusiasts.

A quarterly magazine, "TEXANS & TROJANS", is published in
January, April, July, and October and makes
recommendations covering safety, maintenance, as well as
historical and racing information, want ads and
photographs not published elsewhere, and much more.

Although we are an independent organization, we work
closely with EAA Warbirds of America and are a signatory
to the National Formation Policy Group (F.A.S.T.) for T-6
and T-28 Wing, Lead, and Check pilot qualifications.

We are a very enthusiastic and vital link to keep members
in touch with each other and informed of important safety
and maintenance items. We hope you will choose to become a
member.

Members are encouraged to submit articles on items they
wish to share about safety, maintenance, restorations or
personal accounts about their aircraft. Photos are always
welcome, Color or Black & White, 3×5 or 4×6 preferred and
please credit photographers. Articles need not be
professional.

Yearly dues are $40.00 USA and Canada. $50.00 Foreign, US
Funds payable at US bank, or International Money or Postal
Money Order only. We take Visa or Mastercard.

NATA
25801 NE Hinness Rd
Brush Prairie, WA 98606

The North American Trainer Association is a (501)[c]3 association
dedicated to the restoration, preservation and safe flying of all North
American Aviation built trainer aircraft (AT-6, SNJ, Harvard, NA-64, T-28,
TF-51, TB-25).  Dues are $40.00 per year USA and Canada, $50.00 all
others. "Texans & Trojans" is the quarterly publication of the
association. Membership is open to all.