I need some information on the following topics

1. Is it good to go to college or a flying school?

2. Is it better to get a private pilots licence so you can get a better
job in commercial buisness

–

Why is it  that planes with high wing loading and lots of power are such
stable
strike aircraft at low altitude?
Ex: F105 vs (dare I say it?) F15
I read that if you really get a F104 or F105 going, they fly better at low
alt. than
some of the newer jets.

For information on how to obtain the 1997 U.S. Air Force Thunderbirds
 calendar, please see the following website:
       http://www.bookworld.com/thunder.htm

 Janet Marchman
 m…@bhip.infi.net
 bagdonaspage

I was flying to South Bend (SBN) today, and was vectored in to do a
T&G on runway 27L. I was cleared for the T&G, was about 5 miles to
the south, and at 3500′. I was also told to maintain at or above 3000′,
and enter a left base for 27L.  No traffic in front of me.

I was still at 3000′ and about to turn final, and requested to be able
to start descending.  As I turned final (1 mile away) they allowed me
to descend to TPA. I cut power, put in all 3 notches of flaps, and put
in a slip, and was able to land barely in time in order to do a short
field takeoff. I almost had to go around, but I knew I had it made.

Now, this just sounds insane. I can’t believe I was told to stay above
3000′ when I was so close.

Any comments?
Wyatt

The newsgroup, misc.transport.air-industry.cargo is up and running.
The group will provide a forum for the discussion and exchange of
questions, comments, ideas, and experiences of those in the air cargo
and freight forwarding industry.

Set your newsreader for:
misc.transport.air-industry.cargo

or see: http://www.concentric.net/~aircargo

I have just been reading the pilot notes for my aircraft, DHC-1
Chipmunk (fixed tailwheel undercarriage).

The recommended procedure for ditching is to approach as slowly as
possible and then touch the water with one wing low so that that
energy is absorbed by the wing and resulting ground/water loop.

Up to this point I had always understood that the best plan was to try
and arrive tail-low so that the tail touched first.

I understand why the wing low method is recommended, because the u/c
configuration is bound to end up with a nose-over at reasonably high
speed, but the inevitable cartwheel after touching wing first sounds
like bad news to me.

Hopefully this is a purely academic question, and I’ll never need to
find out for sure, but I would be interested in other people’s
opinions.

————————————————-
Dave Farley
SSA Object Technology Ltd.
————————————————-

Does Sporty’s have a web page ?

–
Andrew Sarangan        
saran…@maxwell.uwaterloo.ca
stula…@nortel.ca

Ed Roberts wrote about the Japanese 747 that had the rear pressure
bulkhead problem. The bulkhead failed because of maintenance repairs done
at Boeing, they took the fall. The pilot does not "pressure up" the
aeroplane after take-off, the presurization starts as soon as the doors
are closed with the engines running. There was a 747 lost a while back
where they suspect that a fuel leak in the leading edge of the wing blew.
It’s hard to visualize a forward bulkhead letting go, but at this time,
anything goes except a missile or bird strike.
Ron Poole

I know that this is silly, but just in case this is of use
to someone else.  When putting foreign registrations into
DUAT, don’t use any hyphens.  I was showing a Swiss pilot
how to retreive weather at Dulles using the GTE Duat terminal
there and ended up putting my own N number in (I’m sure if
I’d crashed later in the day, they’d be wondering about the
briefing I got to RDU at Flight level 320 in the Navion).

-Ron

I wonder if there is a consensus on the best active noise reduction
headset and what it would cost and from whom.

Doyle Tarwater