Lost stories here

Capt. Geoffrey Thorpe wrote:

When we got back to ARB, met up with dad, we find out that, having nothing
to do, he had talked his way into the tower and was listening to the whole
thing. Apparently the controllers thought it was funny.

A good Dad always finds out!!!

leadfoot wrote:

I beleive the original quote belongs to Daniel Boone

can't say as ever I was lost,
but I was bewildered once for three days.

You mean they were BOTH lost? What're the odds of that?

John Clear wrote:

On my long cross country (Aertz (Lafayette, IN) to Springfield, IL
to Lawerenceville, IN), on the Springfield to Lawerenceville leg,
I applied the magentic variation wrong.

I did my ASEL training out of San Antonio TX. During one of my long
cross-countries, I read my next heading from the wrong column, so I was
off course by the amount of the windage. I got to where the small town
of Three Rivers was, but it wasn't.

Now, I wasn't really lost. Honest! And I had a couple or three
methods of getting unlost pretty easily. One method I had never used
was talking to Center and asking for assistance. So I did that--just
for the practice, mind you. They didn't seem busy, so I called up with
a bit of levity (I think).

"Houston Center, Cessna 123. Student pilot. I'm looking for Three
Rivers. They moved it before I got here. Do you know which way it
went?"

I heard him chuckle, and I got my assistance.

Ed Rasimus writes:

On Mon, 8 Jan 2007 13:51:39 -0700, "Jeff Crowell"
wrote:


Didn't happen to me, but to a friend while we were in Basic
Jet in Kingsville, TX. Late in the Fam series, one each student
and IP in a Tango Two, IP in the back. There was a dingus
back there which let the IP slew the directional gyro in order to
test the S.A. of the stud up front. Approaching the end of the
hop, said IP applied said dingus, and said "let's go home."


I've often commented on the "every German goes to Zippers" program
that was ongoing at Willy Air Patch when I was a student.

We had one of the less gifted Luftwaffe types--a 1/Lt and therefore
class commander of his section. On an area solo in the T-37, late in
the afternoon he was doing prescribed acro and maneuvers. When it came
time to come home, his DG had precessed about 30 degrees. He headed
back on compass heading into the setting Arizona sun.

When he started looking for the turn point to head north to the San
Tan mountains and the pattern entry point, he had flown past Coolidge
AZ and mis-identified Casa Grande as the town. Shortly thereafter when
he didn't find the mountains, he went back to start over. Getting
darker by this time.

Finally he admitted being lost and called up Phoenix FSS for a
"practice DF steer"--something that had been demo'ed for him the week
before. (T-37s did not have transponders in those days.) The FSS tell
him they don't do night practice DFs. He says, "give me one of the
other kind."

Successive DF cuts and an obvious compass error finally gets the DF
controller to head him properly north. Now fuel is becoming a factor
and the sun has set. Really dark out. We hadn't yet reached the night
flying phase of training.

"What do you see?" the controller asks.

"Lots of lights"--i.e. Phoenix.

"Head slightly right of the lights. Tell me what you see."

"Now I see a green and split-white beacon." (A military airfield.)

"That's Williams. Head that way. Contact Williams tower."

Tower sees his lights.He sees the base. Fuel is 75 pounds. Wing DO is
on the radio. DO says "bottom your seat and stow lose equipment."

Student complies, then reality dawns and he says, "it's not yet time
for bailing out, it's time for SFO" (simulated flame-out landing
pattern)

We students in the flight room have heard of Artur's plight, so we run
out onto the flightline. Pitch dark. A flashing beacon and nav lights
appear overhead--no engine noise. A weird whistling of wind over metal
wings, usually masked by the howl of two J-69-T-25 Continentals.

He circles and lands out of an ACTUAL flameout pattern. Logs 2 hours
and 27 minutes of flying time--usual mission duration is about an hour
less.

Research of his gradebook shows previous attempts at 13 SFOs with only
one accomplished successfully. Record of actual flameouts is 100%.

Great story. Sadly I am not a pilot, but can imagine how at times like
the students' SA and neuropathways explode and gear shift several
notches higher, never to come down again!
--
Debian Hint #13: If you don't like the default options used in a Debian
package, you can download the source and build a version which uses the
options you prefer. See http://www.debian.org/doc/FAQ/ch-pkg_basics.html
(sections 6.13 and 6.14) for more information.

However, bear in mind that most options in most packages can be configured
at runtime, and do not require recompiling the package.

"nmg175" wrote in message
. ..
Okay, here's mine-

Flying out of Flushing Field, New York, in a Waco UPF-7, I wandered over
to CT.

The gen then, was in case of confusion, dive down and read the name of the
Town painted on the Water Tower. Re-orient and go home.

Dove down, over this CT Town, no name on the Water Tower!

At the road intersection, in the center of Town, there was painted on the
surface, the name of the Town, I thought.

Being too young to drive a car, 18 in NY, I was completely ignorant of
road signs.

Climbed up and spent 3 or 4 circles, looking on my Sectional for the CT
Town of GOSLOW.

Eventually the light came on, realized what it meant, flew to next Town,
identified it from their Water Tower and safely returned to Speeds Flying
Service.

That was 66 years ago, but can still hear the guys laughing when I
recounted the story.

And 66 years later as well!!

Thanks for the chuckle,


--
Matt
---------------------
Matthew W. Barrow
Site-Fill Homes, LLC.
Montrose, CO (MTJ)

On Wed, 10 Jan 2007 00:31:32 -0000, Jim Logajan
wrote in :

Larry Dighera wrote:
The rec.aviation.stories newsgroup is not for follow up discussion, so
it may not have been the right forum for this thread depending on what
the OP had in mind when he started this message thread.

You can of course modify the charter or try experimental (i.e. temporary)
changes to the charter if you feel it would be useful. As moderator you
pretty much "own" the group.

That's the way I understand it too. But I think I'll stick with the
original charter until a need to deviate presents itself.

The stories group appears to have been dormant many years before the
original moderator died.

I believe that was due to Mr. Peck's lack of performing moderation
duties during that period. I know I submitted stories, and they went
into a black hole without any response.

Perhaps allowing follow-ups might be useful - in
this case the thread itself was a call for stories and it appears most of
them would have been appropriate to that group.

If anyone would like to publish their stories posted to this message
thread, they can do so by posting them to rec.aviation.stories. They
might even consider crossposting them to both newsgroups.

IMHO I suspect the original r.a.s charter was flawed - shorter stories
should have been allowed

What do you feel would be a reasonable lower limit? How many words,
lines or bytes?

as well as follow-ups.

I disagree with you here, with the possible exception of corrections.
Follow up discussion can take place in the appropriate rec.aviation.*
newsgroups. That will prevent the stories from being lost amongst the
clutter of extemporaneous chit chat.

In short, I believe the existence of an aviation newsgroup that is
devoid of contentious argument and inane blather is worth preserving.
There are plenty of other newsgroups that provide a forum for that
sort of content already.

Of course, I would prefer that the stories submitted to the
rec.aviation.stories newsgroup were well written, perfectly formatted,
grammatically correct, polished literary works that reflected
positively on the aviation community, but I'm a realist. As the
current acting moderator of the rec.aviation.stories newsgroup, I am
committed to approving any story submitted that falls within the
current charter guidelines.

So, sharpen your quill, gather your wits, and commit your interesting,
entertaining, informative and enlightening thoughts and experiences to
an article submission, be it non-fiction or fictional, and post it to
rec.aviation.stories.

CHARTER

rec.aviation.stories (MODERATED)

A home for one of the greatest strengths of rec.aviation --
longer postings of stories and experiences, including
descriptions of cross-country trips, "I learned about flying from
that", airshow reports, and so on. The moderator will reject
shorter articles and subjects which aren't appropriate to the
group, and will ensure that articles meet minimum readability
standards (i.e., line lengths).

Follow-ups will be directed to other groups. It is expected that
this group will typically contain only one or two articles a
week.

Articles for anonymous posting will be accepted.

....

rec.aviation.stories
A number of netters brought up this group as a very strong desire
at Oshkosh. People felt that one of the greatest strengths of
the net was the "I was there" stories -- stories which are very
different from the semi-sanitized accounts one sees in commercial
magazines. The desire was to have a forum for these longer
stories, one in which (a) it could be ensured that they'd be
easily found, (b) they wouldn't be intermixed with other stuff,
and (c) they wouldn't get drowned out by follow-ups.

A moderated newsgroup makes sense in this case, and also will
allow a final formatting check to be done to ensure that the
articles are easy to read (line lengths, etc.).

....

Q: "Why _three_ moderated groups?"

A: The three groups serve quite distinct purposes. Most readers
will probably place .announce near the top of their reading lists,
since it will be low-volume and will contain short articles.
Readers will accord .stories a special place, since they'll want
to take the time to sit down and enjoy the few articles which are
posted to that group.

"Larry Dighera" wrote in message
...
... Of course, I would prefer that the stories submitted to the
rec.aviation.stories newsgroup were well written, perfectly formatted,
grammatically correct, polished literary works that reflected
positively on the aviation community, but I'm a realist. As the
current acting moderator of the rec.aviation.stories newsgroup, I am
committed to approving any story submitted that falls within the
current charter guidelines.

So, sharpen your quill, gather your wits, and commit your interesting,
entertaining, informative and enlightening thoughts and experiences to
an article submission, be it non-fiction or fictional, and post it to
rec.aviation.stories.

CHARTER

rec.aviation.stories (MODERATED)

A home for one of the greatest strengths of rec.aviation --
longer postings of stories and experiences, including
descriptions of cross-country trips, "I learned about flying from
that", airshow reports, and so on. The moderator will reject
shorter articles and subjects which aren't appropriate to the
group, and will ensure that articles meet minimum readability
standards (i.e., line lengths).

How short is too short?

--
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.

On Thu, 11 Jan 2007 18:02:53 -0500, "Capt. Geoffrey Thorpe" The Sea
Hawk at wow way d0t com wrote in
:

How short is too short?

One reader suggested that the stories published in this message should
qualify for rec.aviation.stories. They are generally a few paragraphs
in length. I would judge submissions more on their merit than their
length.

On Fri, 12 Jan 2007 00:35:44 GMT, Larry Dighera
wrote in :

On Thu, 11 Jan 2007 18:02:53 -0500, "Capt. Geoffrey Thorpe" The Sea
Hawk at wow way d0t com wrote in
m:

How short is too short?
thread ---------|
V
One reader suggested that the stories published in this message should
qualify for rec.aviation.stories. They are generally a few paragraphs
in length. I would judge submissions more on their merit than their
length.