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

john smith wrote:
pittss1c wrote:
I wonder why that is? Maybe it is just the older Italians I know from
that area.

I thought O'Hare was Irish?

As is O'Hara. They're actually just two different spellings of the
same original Irish name. Since O'Hara is the more common spelling,
I'm not surprised that people mix this up.

John Galban=====N4BQ (PA28-180)

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 flew my 182 into Logan, Philly, Washington National and a few other
fairly busy airports. They had no problem at all handling me with the
jets. They usually brought me in on a close-in pattern and I landed on
a runway other than what the airliners were using. I don't have any
problem with a little crosswind and it worked out great.

Now taxiing is a whole 'nother adventure at airports like that... :-)


Matt

I flew my 182 into Logan, Philly, Washington National and a few other
fairly busy airports. They had no problem at all handling me with the
jets. They usually brought me in on a close-in pattern and I landed on
a runway other than what the airliners were using. I don't have any
problem with a little crosswind and it worked out great.

I flew into LAS after 160 hours TT and no IFR (now I got it) about
a year ago. It was no big deal at all. They asked me a few
times if I really meant LAS versus North Las Vegas but no big
deal. It was a quiet night though. Going out, again no big deal
even though they had be departing in the middle of 5 HP A320's, 4 SW
737's, a CO 757 and a few corporate jets and I was in a bug smashing
'PA-28-181 Heavy.'

Now taxiing is a whole 'nother adventure at airports like that... :-)

I didn't have to go far at LAS. But today I was flying out of
Denver on United and I couldn't even follow the calls....actually
some of them I could but man, that sounds complicated.

gerald

Peter R. wrote:
During one call I received quite the tongue-lashing from a particularly
crabby Boston Flight Watch specialist about including my location and,
presto-chango, no more mistake.


As my father used to say, "you'll learn quicker from an ass-reaming than a
success". He was generally correct.



--
Mortimer Schnerd, RN

VE

"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

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.

Margy

Margy wrote:
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.


Ain't that the truth? When I was making my long solo cross country as a
student, I dragged in a long approach to RDU at 60 knots, not knowing any
better. When I wanted to leave a little later, the tower seemed to have great
difficulty "hearing" me. I got the message loud and clear. Now I bring them in
smoking and use a combination of chopped power, full flaps and slipping to stuff
them onto the ground.

A Cherokee Six can do 160 knots on the ILS if need be, and you will never hear
the controller asking you to "keep the speed up".

One exception: I was flying back to Charlotte in a C-402 one morning with only
one brake. The controller keep after me to keep the speed up. As I got closer
and closer, I kept trying to slow down but the controller got onto me again.
Alrighty then....

I was cleared on very short final to land and "make the first turnoff ASAP".
Needless to say, I rolled past that turnoff at a manly rate of speed. USAirways
behind me had to go around. So sad, too bad. He shouldn't have rushed me.



--
Mortimer Schnerd, RN

VE

One exception: I was flying back to Charlotte in a C-402 one morning with only
one brake. The controller keep after me to keep the speed up.

Did you try telling the controller "unable due to equipment problems"?

Jose
--
Nothing takes longer than a shortcut.
for Email, make the obvious change in the address.

Would you admit on the air that you took off knowing that there was an item
of no-go equipment that didn't work?

Jim



"Jose" wrote in message
...
One exception: I was flying back to Charlotte in a C-402 one morning
with only one brake. The controller keep after me to keep the speed up.

Did you try telling the controller "unable due to equipment problems"?

Jose
--
Nothing takes longer than a shortcut.
for Email, make the obvious change in the address.