Wow - heard on the air... (long)

George Patterson wrote:
I learned very early how
to bring a 172 to the numbers at 120k (yes, it can be done at full
throttle with the nose pushed over) and get off on the first high speed.

My old Maule would've needed a JATO unit to land at that speed.


Your old Maule would have needed a JATO unit to *fly* at that speed. G




--
Mortimer Schnerd, RN

VE

Margy wrote:

wrote:

Here in southern CT I've heard some exchanges with NY Approach (don't
recall if the acft in question was trying to get into JFK or LGA) that
just had me shaking my head. Personally I'd never fly into a Class B
airport in something slow, but I know guys that have with varying
degress of success (measured by the controller's level of
exasperation). The airspace just south of here is too damn busy to
accommodate newbies or most weekend flyers safely.
Will

I did all my primary training in a Class B and it's not the tough, but
you have to follow the rules and be flexible! I learned very early how
to bring a 172 to the numbers at 120k (yes, it can be done at full
throttle with the nose pushed over) and get off on the first high speed.
It's the folks who try to fly the approach at 60k who make life
intersting for the controllers.

Only controllers who are inept and put the 172 in line 10 miles out on
final.

Matt

Matt Whiting wrote:
Margy wrote:

wrote:

Here in southern CT I've heard some exchanges with NY Approach (don't
recall if the acft in question was trying to get into JFK or LGA) that
just had me shaking my head. Personally I'd never fly into a Class B
airport in something slow, but I know guys that have with varying
degress of success (measured by the controller's level of
exasperation). The airspace just south of here is too damn busy to
accommodate newbies or most weekend flyers safely.
Will

I did all my primary training in a Class B and it's not the tough, but
you have to follow the rules and be flexible! I learned very early
how to bring a 172 to the numbers at 120k (yes, it can be done at full
throttle with the nose pushed over) and get off on the first high
speed. It's the folks who try to fly the approach at 60k who make
life intersting for the controllers.


Only controllers who are inept and put the 172 in line 10 miles out on
final.

Matt
This is true as 120k won't do it if you are 10 miles out (and I wouldn't
have enough altitude to maintain 120k). 120k is in the pattern.

Margy

"GS" == Gene Seibel writes:
GS Living in the open areas
GS of the Midwest,

Ahh, rural America. Our own version of the Third World.

"Bob Fry" wrote in message
...
"GS" == Gene Seibel writes:
GS Living in the open areas
GS of the Midwest,

Ahh, rural America. Our own version of the Third World.


And you arrived at this brilliant sociological conclusion based on...?

Gimme a break.

Jay Beckman
PP-ASEL
Chandler, AZ

Two weeks ago I was coming back to Boulder from Akron, CO. There was
some buildup to the north and I could see a couple of cloud patches
with virga. Listening in to Denver Fligh****ch I heard this exchange
with a pilot who seemed a bit inexperienced but was trying hard.

Cessna 234: Uh, Fligh****ch, Cessna 234.
Fligh****ch: Cessna 234, go ahead, say request.
Cessna 234: Cessna 234 would like to file a pilot report.
Fligh****ch: Cessna 234, go ahead.
Cessna 234: Cessn 234 is between Longmont and Fort Collins - Loveland
at 7000'. There are some clouds to the northwest with virga. It
looks like the virga is now going all the way to the ground. Over.
Fligh****ch: Cessna 234, do you know virga is called when it hits
the ground?
Cessna 234: (slight pause). Uh, negative, I guess that I don't.
Fligh****ch: Virga that reaches the ground is called rain!
Cessna 234: Oh, thanks for that info.

------------------------------------------
Dogs can fly.
http://www.flyingmutts.com

One thing a LOT of pilots don't do right. When you call fligh****ch,
you should give your position on your initial callup. This is because
although it's all the same frequency, there are different transmitters.
If you don't give your position, he has to reply on ALL the
transmitters he has becuase he doesn't know WHERE YOU ARE!

I hear this mistake time and time again.

Wholeheartedly agree! It saves a lot of time and multiple exchanges
if on your first contact you state your N number, position, altitude
and request. Granted it does take a little planning and forethought
which is beyond many people.



On 20 Jul 2005 10:19:00 -0700, "Doug"
wrote:

One thing a LOT of pilots don't do right. When you call fligh****ch,
you should give your position on your initial callup. This is because
although it's all the same frequency, there are different transmitters.
If you don't give your position, he has to reply on ALL the
transmitters he has becuase he doesn't know WHERE YOU ARE!

I hear this mistake time and time again.

"Alan" wrote in message
...

Wholeheartedly agree! It saves a lot of time and multiple exchanges
if on your first contact you state your N number, position, altitude
and request.

Quite so...you should have the whole thing out in two exchanges:

N#, position (altitude, if relevant)..."I've got a PIREP for you..".
FSS: Go ahead.
Blah, bah, blah...DONE

Granted it does take a little planning and forethought
which is beyond many people.

Wow! A cheap shot at a straw man!!

Matt Barrow wrote:

N#, position (altitude, if relevant)..."I've got a PIREP for you..".
FSS: Go ahead.
Blah, bah, blah...DONE

Nah, it's more like:

Pilot: PIREP blah, blah, blah.
Specialist: Thank you for that, is there anything I can get you?
Pilot: Negative at this time, NXXX out.
Specialist: Roger, local altimeter is 29.92, have a good flight.


:-)

--
Peter
























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