If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#81
|
|||
|
|||
"Matt Barrow" wrote in message ...
The zones are part of FEDERAL law. I know that with a CHL, I can carry on the school grounds in Texas, just not in any of the buildings... |
#82
|
|||
|
|||
"Gig 601XL Builder" wrote in message news:6fa7e.38$nh1.5@okepread03...
I beleive that the Federal Gun Free Zones were found unconstitutional. As well as should the other 1000+ gun laws that came after "SHALL NOT BE INFRINGED"... |
#83
|
|||
|
|||
Mike Rapoport wrote:
Consolidate the three definitions of "night" to one (perhaps "when it is dark") Consolidating the twilight with the one-hour would be OK, but I don't think there's any (safe and logical) way to combine the lights (sunrise, sunset) and one-hour definitions. Hilton |
#84
|
|||
|
|||
Matt,
Yes, the person who disregards the rules of licensing will, naturally, dutifully obey the other rules of flying. Nah, only those that make _sense_, not the superflous (sp?) guvnmint stuff - see? -- Thomas Borchert (EDDH) |
#85
|
|||
|
|||
Jay,
It would be child's play to make a chart that says "when the temperature is 'x' and the altitude is 'y' your runway must be 'z' length" for each aircraft type. In fact, I'm surprised that this isn't a required part of the POH. This post after you so strongly advocate AGAINST rote learning? You don't make sense! -- Thomas Borchert (EDDH) |
#86
|
|||
|
|||
Jay,
And you could eliminate all the "pressure altitude" versus "density altitude" computational B.S., too. Never used it yet. Every year, pilots get hurt by disregarding DA effects on their flying. And you want to do away with at least trying to educate them on it? And what's wrong with having airspace numbered A thru G instead of ridiculous acronyms? As you can easily see, your view on what makes sense and what doesn't is extremely personal... -- Thomas Borchert (EDDH) |
#87
|
|||
|
|||
On Wed, 13 Apr 2005 19:54:29 GMT, "Jay Honeck"
wrote: It would be child's play to make a chart that says "when the temperature is 'x' and the altitude is 'y' your runway must be 'z' length" for each aircraft type. In fact, I'm surprised that this isn't a required part of the POH. There in fact IS such a chart. It's actually one of those adjustable cardboard devices that allows you to dial in various parameters such as temperature, altitude, wind, direction of wind, runway surface type, whether it's sloped up or down and by how much, what type of airplane etc. etc. Dial all that stuff in and the calculator reads out the necessary runway length. Compare that to the runway you are about to use. I found mine at Sporty's Pilot Shop. Saw it recommended in the "Hold on Harvey (or whatever the name was) FAA video about density altitude. There were three very sobering video's in the VCR. The above mentioned one was poor quality because the Video cam wasn't found for several years or so in the wreck. It was shot from a Cessna L-19, or the civilian version of it and there were two guys in it flying up a mountain range that kept getting higher and higher. They got themselves trapped heading into a mountain canyon that rose faster than they could climb and attempted to turn around. The pilots last words were "Hang on Harvey (or whatever the passengers name was)" and you see the ground go upside down. You can hear the stall warning horn going off as the pilot attempts the turn (to the right). He drops the nose, but then has to pull it back up right away because the ground is so close. The stall warning horn goes off again and the ground goes upside down. In the second accident you are looking at a scene in a really rugged canyon from the hikers viewpoint. They hear the sound of an airplane and a Cessna goes by at about their eye level. You hear them discussing it and then the airplane noises come back and you see the airplane coming back at them, but below the rim of the canyon. It smashes right into it below them. The third accident was the best quality video because it was shot at an airshow. It looked like it was a Beech T-34 or something very similar. It was at a high altitude runway and it was apparently very hot. The pilot goes up for a loop and as he's rounding out for the pull out, he runs out of air. All of these accidents were due to the pilots not understanding the affect of density altitude on the performance of their airplane, and not allowing for it. In addition to the crash video's there is a comprehensive discussion by a very heavy set FAA crash investigator who had an ego to match. He was impressively overbearing and caustic. Most density altitude misshaps occur in the high plains or mountain area's of the west, but not all of them. There was a density altitude related accident here at a local turf runway airport in Vermont a number of years ago. A pilot (think he was flying a Cherokee) was visiting and decided to take off with three passengers during the heat of the day (it was high summer). Several of the local pilots got in his face and aggressively spoke to him about the situation pointing out how hot it was and that with the full load what effect that would have on his marginal performance and tried to persuade him to wait. He relented and waited another couple of hours then decided he was going to go and loaded his passengers, one of whom was his son. Again the pilots intervened. One offered to drive the passengers to the nearby Class D airport (KLEB) which has mile long paved runways. He could fly there, pick up the passengers and take off with his full load no problem. He refused the offer. His takeoff was to the north, which is slightly uphill. The airplane broke ground abouth 3/4 the length of the 2500 foot long runway and wallowed nose high along the runway without gaining much height. He wandered off to the right in this condition with his nose so high he probably could not see the tall pinetree he flew into that bordered the runway. The airplane clipped off the top of the tree and crashed nose down on the far side of it killing the two front seat occupants. His son and the other rear passenger survived. Corky Scott |
#88
|
|||
|
|||
"Hilton" wrote in message ink.net... Mike Rapoport wrote: Consolidate the three definitions of "night" to one (perhaps "when it is dark") Consolidating the twilight with the one-hour would be OK, but I don't think there's any (safe and logical) way to combine the lights (sunrise, sunset) and one-hour definitions. Hilton It would be relatively easy if you forget about calculated sunrise and sunset times and say "dark". Mike MU-2 |
#89
|
|||
|
|||
On Tue, 12 Apr 2005 12:03:05 GMT, "Jay Honeck"
wrote in ZNO6e.8341$Bb3.4369@attbi_s22:: What would YOU eliminate from the Private Pilot training curriculum? The current required material for airman certification (Private, Instrument and Commercial) seems appropriate. Students might also benefit from exposure to FAA Orders 7110.65* and perhaps some of the FSDO Inspectors' related orders**. It also makes sense to make FAA Advisory Circulars*** more readily available (free of charge) to students and airmen by having those publications at the located FBO training facilities. Much of that material is covered in the Aeronautical Information Manual, but I still believe there is significant benefit in depth of understanding by reading the actual orders and circulars. * http://www.faa.gov/atpubs/ ** http://www.faa.gov/avr/afs/faa/8700/ *** http://www.faa.gov/regulations_polic...ory_circulars/ |
#90
|
|||
|
|||
On Wed, 13 Apr 2005 19:59:30 GMT, "Jay Honeck"
wrote in CSe7e.15587$8Z6.12366@attbi_s21:: If we're trying to be more inclusive, and get more people into the sky, I think we need to make the process not just easier, but more logical. I believe the aim of pilot certification is not to "get more people into the sky," but to train safe pilots. |
Thread Tools | |
Display Modes | |
|
|