The full circle
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The full circle
Facendo pulizia tra i miei files ho trovato questo racconto... non so chi sia l'autore però a me è piaciuto molto 
Ve lo copio/incollo...
Baci!!
Rosanna
One fine, hot summer afternoon a Cessna 150 was flying the pattern at a quiet country airfield. The CFI was getting quite bothered with the student's inability to hold pattern altitude in the thermals and was getting impatient, at times having to take over the controls. Just then he saw a twin Cessna 5,000 feet above him and thought, "Another 1,000 hours of this and I qualify for that twin charter job! Ahhh...... to be a real pilot...going somewhere!"
The Cessna 402 was already late and the boss told him this charter was for one of the company's premier clients. He'd already set MCT and the cylinders didn't like it in the heat of this summer day. He was at 6,000 feet and the winds were now a 20-knot headwind. Today was the 6th day straight flying and he was pretty damned tired. Maybe if he got to 10,000 feet, the wind might die off....geeezzzz, those cylinder temps! He looked out the window momentarily and saw a 737 leaving a contrail at 33,000 feet in the serene blue sky. "Oh man," he thought, "My interview is next month. I hope I don't blow it! Outta G/A, nice jet job, above the weather..no snotty passengers to wait for....ahhhhhhhhhhh".
The Boeing 737 bucked and weaved in the CAT at FL330 and ATC advised the captain that lower levels were not available due to traffic. The Captain, who was only recently advised that his destination was below RVR minimums, had slowed to LRC to try and hold off a possible in-flight diversion, and arrange an ETA that would hopefully ensure the fog had lifted to CAT II minima. The Company negotiations broke down yesterday and it looked as if everyone was going to take a damn pay cut. The F/O's will be particularly hard hit as their pay wasn't anything to speak of anyway.
Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw the Concorde at Mach 2. Tapping his F/O's shoulder as the 737 took another bashing, he said, "Now THAT's what we should be on.. huge pay packet........super fast.. not too many routes....not too many sectors...above the CAT. Yep! What a life!"
FL590 was not what he wanted anyway and considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down. That damn rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he'd like to see. The Concorde descended to FL570 but the radiation was still quite high even though the NOTAM indicated hunky-dorey below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain", he called as he pointed. "Must be the Shuttle". The Captain looked for a moment and agreed. Quietly, he thought how a Shuttle mission, whilst complicated, must be the "be all and end all" in aviation. Above the crap, no radiation problems, no damn fuel transfer problems...ahhhhhhhh. Must be a great way to earn a quid.
Discovery was into its 27th orbit and perigee was 200 feet out from nominated rendezvous altitude with the COMSAT. The robot arm was virtually OTS and a walk may become necessary. The 200 feet predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required.
Houston continually asked what the Commander wanted to do, but the advise they proffered wasn't much help. The Commander had already been 12 hours on station sorting out the problem and just wanted ten damn minutes to himself to take a leak. Just then, a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this, sir, isn't this the kind of flying you said you wanted to do after you finish up with NASA?"
The Commander peered through the telescope and cried "Ohhhhhhhhh yeah! Now THAT'S flying! Man, that's what it's all about. Geeezz, I'd give my left nut just to be doing THAT down there!"
What the Discovery Commander was looking at was the Cessna 150 flying the pattern at a quiet country airfield on a nice bright sunny afternoon.
Ve lo copio/incollo...
Baci!!
Rosanna
One fine, hot summer afternoon a Cessna 150 was flying the pattern at a quiet country airfield. The CFI was getting quite bothered with the student's inability to hold pattern altitude in the thermals and was getting impatient, at times having to take over the controls. Just then he saw a twin Cessna 5,000 feet above him and thought, "Another 1,000 hours of this and I qualify for that twin charter job! Ahhh...... to be a real pilot...going somewhere!"
The Cessna 402 was already late and the boss told him this charter was for one of the company's premier clients. He'd already set MCT and the cylinders didn't like it in the heat of this summer day. He was at 6,000 feet and the winds were now a 20-knot headwind. Today was the 6th day straight flying and he was pretty damned tired. Maybe if he got to 10,000 feet, the wind might die off....geeezzzz, those cylinder temps! He looked out the window momentarily and saw a 737 leaving a contrail at 33,000 feet in the serene blue sky. "Oh man," he thought, "My interview is next month. I hope I don't blow it! Outta G/A, nice jet job, above the weather..no snotty passengers to wait for....ahhhhhhhhhhh".
The Boeing 737 bucked and weaved in the CAT at FL330 and ATC advised the captain that lower levels were not available due to traffic. The Captain, who was only recently advised that his destination was below RVR minimums, had slowed to LRC to try and hold off a possible in-flight diversion, and arrange an ETA that would hopefully ensure the fog had lifted to CAT II minima. The Company negotiations broke down yesterday and it looked as if everyone was going to take a damn pay cut. The F/O's will be particularly hard hit as their pay wasn't anything to speak of anyway.
Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw the Concorde at Mach 2. Tapping his F/O's shoulder as the 737 took another bashing, he said, "Now THAT's what we should be on.. huge pay packet........super fast.. not too many routes....not too many sectors...above the CAT. Yep! What a life!"
FL590 was not what he wanted anyway and considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down. That damn rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he'd like to see. The Concorde descended to FL570 but the radiation was still quite high even though the NOTAM indicated hunky-dorey below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain", he called as he pointed. "Must be the Shuttle". The Captain looked for a moment and agreed. Quietly, he thought how a Shuttle mission, whilst complicated, must be the "be all and end all" in aviation. Above the crap, no radiation problems, no damn fuel transfer problems...ahhhhhhhh. Must be a great way to earn a quid.
Discovery was into its 27th orbit and perigee was 200 feet out from nominated rendezvous altitude with the COMSAT. The robot arm was virtually OTS and a walk may become necessary. The 200 feet predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required.
Houston continually asked what the Commander wanted to do, but the advise they proffered wasn't much help. The Commander had already been 12 hours on station sorting out the problem and just wanted ten damn minutes to himself to take a leak. Just then, a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this, sir, isn't this the kind of flying you said you wanted to do after you finish up with NASA?"
The Commander peered through the telescope and cried "Ohhhhhhhhh yeah! Now THAT'S flying! Man, that's what it's all about. Geeezz, I'd give my left nut just to be doing THAT down there!"
What the Discovery Commander was looking at was the Cessna 150 flying the pattern at a quiet country airfield on a nice bright sunny afternoon.
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Ci piace tanto questo spirito libero e questo humor da cow boy....peccato che in USA uno possa veramente partire da un 150 ed arrivare al Discovery e quando ci si fa un giro all'aeroclub nessuno se la tira,non devi pagare iscrizioni associative da rapina, si fanno i cross country VFR di notte,non si pagano tasse di atterraggio,se vuoi farti un ILS in un aeroporto intercontinentale te lo fanno fare,quando atterri ti danno la courtesy car per andare a farti un giro in centro o in spiaggia....
Ma qui siamo in Italia cara Rosanna, dove quando il pilota di linea non ce la fa + non sogna i nostri patetici aeroclub ma una birra al bar con gli amici!
Ma qui siamo in Italia cara Rosanna, dove quando il pilota di linea non ce la fa + non sogna i nostri patetici aeroclub ma una birra al bar con gli amici!
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Pilot and Manager
...contagiato dal "full circle" di Rosanna faccio anch' io un "copia e incolla" di una storiella che mi è piaciuta...(se poi la storiella è arcinota, sorry...)
A man in a hot air balloon realized he was lost.
He reduced altitude and spotted a man below. He descended a bit more and shouted, "Excuse me, can you help me? I promised a friend I would meet him an hour ago, but I don't know where I am."
The man below replied, "You are in a hot air balloon hovering approximately 30 feet above the ground. You are between 40 and 41 degrees north latitude and between 59 and 60 degrees west longitude."
"You must be a pilot” said the balloonist.
"I am," replied the man, How did you know?"
"Well," answered the balloonist, "everything you told me is technically correct, but I have no idea what to make of your information, and the fact is I am still lost. Frankly, you've not been much help so far."
The man below responded, "You must be in Management."
"I am," replied the balloonist, "but how did you know?"
"Well," said the man, you don't know where you are or where you are going. You have risen to where you are due to a large quantity of hot air. You made a promise which you have no idea how to keep, and you expect people beneath you to solve your problems. The fact is you are in exactly the same position you were in before we met, but now, somehow, it's my fault".
A man in a hot air balloon realized he was lost.
He reduced altitude and spotted a man below. He descended a bit more and shouted, "Excuse me, can you help me? I promised a friend I would meet him an hour ago, but I don't know where I am."
The man below replied, "You are in a hot air balloon hovering approximately 30 feet above the ground. You are between 40 and 41 degrees north latitude and between 59 and 60 degrees west longitude."
"You must be a pilot” said the balloonist.
"I am," replied the man, How did you know?"
"Well," answered the balloonist, "everything you told me is technically correct, but I have no idea what to make of your information, and the fact is I am still lost. Frankly, you've not been much help so far."
The man below responded, "You must be in Management."
"I am," replied the balloonist, "but how did you know?"
"Well," said the man, you don't know where you are or where you are going. You have risen to where you are due to a large quantity of hot air. You made a promise which you have no idea how to keep, and you expect people beneath you to solve your problems. The fact is you are in exactly the same position you were in before we met, but now, somehow, it's my fault".
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Tipico stile inglese, no cow boy...
Bella storia, quella di Rosanna, più comune di quanto si possa credere, specie dopo avere appena finito di leggere il thread di mau mau...
Non esageriamo, anche negli USA il traffico lento è soggetto a restrizioni, specie nelle ore di punta, anche negli aeroporti intercontinentali, fin dall'ingresso nello spazio aereo classe C o B, poi dopo l'undici settembre è diventato tutto diverso...
In Italia dobbiamo rassegnarci, o ultraleggeri, per divertirci, o Playstation e FSX, per chi ha pazienza, scordiamoci l'aeroclub, se non vogliamo morire di frustrazione!
Marco
Non esageriamo, anche negli USA il traffico lento è soggetto a restrizioni, specie nelle ore di punta, anche negli aeroporti intercontinentali, fin dall'ingresso nello spazio aereo classe C o B, poi dopo l'undici settembre è diventato tutto diverso...
In Italia dobbiamo rassegnarci, o ultraleggeri, per divertirci, o Playstation e FSX, per chi ha pazienza, scordiamoci l'aeroclub, se non vogliamo morire di frustrazione!
Marco
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Mah...
Qui dove vivo io non è così male, aiutàti anche dalle condimeteo, siamo tutti amici, poi...
Rispetto all'aviosuperficie concordo che sìa più economico il baretto, anche se non concordo sul divertimento (nè sulla perdita di salute), ripeto, i videogiochi, con i quali mi trovo molto male peraltro, sono una valida alternativa la sera o quando fa brutto tempo, secondo me! Punto!
Marco
Rispetto all'aviosuperficie concordo che sìa più economico il baretto, anche se non concordo sul divertimento (nè sulla perdita di salute), ripeto, i videogiochi, con i quali mi trovo molto male peraltro, sono una valida alternativa la sera o quando fa brutto tempo, secondo me! Punto!
Marco
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Restrizioni particolari all'ingresso in classe B o C per la GA io non ne ho notate, hai qualche esempio piu' specifico da farmi?
Io volo normalmente da RHV, immediatamente a est della Class C di SJC e poco a sud della Class B di SFO/OAK, e non ci sono particolari problemi, che io sappia.
Poi rispondo anche al tuo PM, sono stato incasinato di recente.
Ciao, Luca
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Io tengo il mio ULM su di un'aviosuperficie che e' anche base di volovelisti, e mi trovo molto bene in loro compagnia, c'e' molto cameratismo e tutti sono sempre pronti a darti una mano quando serve. L'altro giorno il meteo era bruttino, e ci siamo mangiati un'ottima pasta tutti insieme, prodotta dall'ottimo Dino che e' poi il responsabile dell'aviosuperficie.
Ma forse il fatto che il mio mezzo sia praticamente un motoaliante li mette di umore migliore...
Ciao, Luca
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Comunque capisco che i ritmi di vita che bisogna sostenere al giorno d'oggi per guadagnarsi la pagnotta possano far passare la voglia... Ogni tanto bisogna pur staccare altrimenti si scoppia
Baci!!!
Rosanna
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beh Marco, dimmi pero' perche' con un velivolo di GA uno vorrebbe per forza andare ad atterrare ad esempio a San Francisco quando puo' tranquillamente andare nel piu' tranquillo San Carlos, pochi minuti a sud e ugualmente ben collegato alla citta'. O andare a Teterboro invece di LGA o JFK, per New York City.
Restrizioni particolari all'ingresso in classe B o C per la GA io non ne ho notate, hai qualche esempio piu' specifico da farmi?
Io volo normalmente da RHV, immediatamente a est della Class C di SJC e poco a sud della Class B di SFO/OAK, e non ci sono particolari problemi, che io sappia.
Poi rispondo anche al tuo PM, sono stato incasinato di recente.
Ciao, Luca
Restrizioni particolari all'ingresso in classe B o C per la GA io non ne ho notate, hai qualche esempio piu' specifico da farmi?
Io volo normalmente da RHV, immediatamente a est della Class C di SJC e poco a sud della Class B di SFO/OAK, e non ci sono particolari problemi, che io sappia.
Poi rispondo anche al tuo PM, sono stato incasinato di recente.
Ciao, Luca
Ciao, ciao!
Marco
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Questo e' un paragrafo tratto da una guida che ho trovato sul sito AOPA USA:
Class B Landing Fees
Most Class B airports charge landing fees based on the type or size of aircraft (number of engines and gross weight). In addition, you might have to pay a ramp fee and, possibly, a handling fee. These fees vary from airport to airport and sometimes time of day.
At Boston's Logan International Airport, the basic landing fee is $27.50. An extra $25 buys you eight hours of parking. In addition, expect to pay the FBO a $20 handling fee ($35 for a light twin). At Los Angeles International, landing fees start at $20 for a single-engine aircraft, but that includes eight hours of daytime parking. Both airports waive some of the fees if you buy a minimum quantity of fuel. Even if the fuel costs more than you might pay elsewhere, the reduction in fees makes the fuel purchase a winning proposition.
At New York's JFK International, landing fees are based on gross weight, and pilots pay $2.95 per 1,000 pounds gross weight. But when you land is important. JFK adds a $100 surcharge if you land or take off during the airport's busy hours, which are between 1500 and 2200 local time. If you land a light twin at nearby LaGuardia Airport, where the New York Port Authority sets the fees, you'll have to pay a $125 (about $112 for a single) fee regardless of the time of day, and that fee only covers your first hour on the ramp. Additional parking is $25 an hour.
User fees at Class B airports can add a staggering sum to the cost of flying, so do your homework before you fly. Call ahead to find out what the fees are, and where the best deals on fuel and fees can be had.
Most Class B airports charge landing fees based on the type or size of aircraft (number of engines and gross weight). In addition, you might have to pay a ramp fee and, possibly, a handling fee. These fees vary from airport to airport and sometimes time of day.
At Boston's Logan International Airport, the basic landing fee is $27.50. An extra $25 buys you eight hours of parking. In addition, expect to pay the FBO a $20 handling fee ($35 for a light twin). At Los Angeles International, landing fees start at $20 for a single-engine aircraft, but that includes eight hours of daytime parking. Both airports waive some of the fees if you buy a minimum quantity of fuel. Even if the fuel costs more than you might pay elsewhere, the reduction in fees makes the fuel purchase a winning proposition.
At New York's JFK International, landing fees are based on gross weight, and pilots pay $2.95 per 1,000 pounds gross weight. But when you land is important. JFK adds a $100 surcharge if you land or take off during the airport's busy hours, which are between 1500 and 2200 local time. If you land a light twin at nearby LaGuardia Airport, where the New York Port Authority sets the fees, you'll have to pay a $125 (about $112 for a single) fee regardless of the time of day, and that fee only covers your first hour on the ramp. Additional parking is $25 an hour.
User fees at Class B airports can add a staggering sum to the cost of flying, so do your homework before you fly. Call ahead to find out what the fees are, and where the best deals on fuel and fees can be had.
That's America, baby!
Ciao, Luca
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mah, non mi ricordo… l’ ho trovata da qualche parte girando in internet e l’ ho copiata perché mi piaceva. Comunque non dovrebbe essere difficile ritrovarla (magari una variante) “googlando” un po’.
Per rimanere in ambito di humor britannico ecco una storiella che circola in Germania (e forse anche altrove) e magari è vera....
Nell’ immediato dopoguerra BA atterra a Berlino (Tempelhof) . I piloti hanno qualche problema a orizzontarsi e chiedono il follow me.
Controllore Ground: Hey Captain, are you in Berlin for the first time?
Cpt BA: Negative Sir, I was here many times in 1944. But I didn’ t land.
Aeroclub: io ci ho imparato (in parte) a volare trenta e passa anni fa., Allora, in Italia, era praticamente l’ unico modo per farlo. Scuole di volo private di fatto non ne esistevano. Pur non avendo fatto alcuna specifica esperienza negativa non posso dire che l’ ambiente in generale mi abbia entusiasmato, ma - per dirla con Rosanna – non si deve fare di ogni erba un fascio. Dipende anche dal carattere, dalle aspettative del singolo e, immagino, anche dall’ aeroclub.
Per rimanere in ambito di humor britannico ecco una storiella che circola in Germania (e forse anche altrove) e magari è vera....
Nell’ immediato dopoguerra BA atterra a Berlino (Tempelhof) . I piloti hanno qualche problema a orizzontarsi e chiedono il follow me.
Controllore Ground: Hey Captain, are you in Berlin for the first time?
Cpt BA: Negative Sir, I was here many times in 1944. But I didn’ t land.
Aeroclub: io ci ho imparato (in parte) a volare trenta e passa anni fa., Allora, in Italia, era praticamente l’ unico modo per farlo. Scuole di volo private di fatto non ne esistevano. Pur non avendo fatto alcuna specifica esperienza negativa non posso dire che l’ ambiente in generale mi abbia entusiasmato, ma - per dirla con Rosanna – non si deve fare di ogni erba un fascio. Dipende anche dal carattere, dalle aspettative del singolo e, immagino, anche dall’ aeroclub.
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Nell’ immediato dopoguerra BA atterra a Berlino (Tempelhof) . I piloti hanno qualche problema a orizzontarsi e chiedono il follow me.
Controllore Ground: Hey Captain, are you in Berlin for the first time?
Cpt BA: Negative Sir, I was here many times in 1944. But I didn’ t land.
Controllore Ground: Hey Captain, are you in Berlin for the first time?
Cpt BA: Negative Sir, I was here many times in 1944. But I didn’ t land.
altre sul tema aviation? (a me un FO ne aveva raccontate un paio su alitalia)
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Rosanna,
non si sta facendo di tutta l'erba un fascio ma solo considerazioni valide nell' 80% dei casi....e dico purtroppo.
Se uno vuole vivere un'esperienza aeronautica appassionante per "staccare" un po' allora magari va in USA, si affitta l'aereo che preferisce, si fa un coast to coast atterrando dove gli pare in aeroporti grandi/piccoli/di notte/di giorno magari facendo un salto in messico o in canada etc. etc. il tutto al prezzo della quota associativa e di un pacchetto di 5 ore di 172 nella maggior parte degli aeroclub in italia.
Ripropongo la birra al bar con gli amici....anzi esageriamo...un aperitivo nel locale di moda con amici e gnokka!
non si sta facendo di tutta l'erba un fascio ma solo considerazioni valide nell' 80% dei casi....e dico purtroppo.
Se uno vuole vivere un'esperienza aeronautica appassionante per "staccare" un po' allora magari va in USA, si affitta l'aereo che preferisce, si fa un coast to coast atterrando dove gli pare in aeroporti grandi/piccoli/di notte/di giorno magari facendo un salto in messico o in canada etc. etc. il tutto al prezzo della quota associativa e di un pacchetto di 5 ore di 172 nella maggior parte degli aeroclub in italia.
Ripropongo la birra al bar con gli amici....anzi esageriamo...un aperitivo nel locale di moda con amici e gnokka!
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Forse...
Per rimanere in ambito di humor britannico ecco una storiella che circola in Germania (e forse anche altrove) e magari è vera....
Nell’ immediato dopoguerra BA atterra a Berlino (Tempelhof) . I piloti hanno qualche problema a orizzontarsi e chiedono il follow me.
Controllore Ground: Hey Captain, are you in Berlin for the first time?
Cpt BA: Negative Sir, I was here many times in 1944. But I didn’ t land.
Nell’ immediato dopoguerra BA atterra a Berlino (Tempelhof) . I piloti hanno qualche problema a orizzontarsi e chiedono il follow me.
Controllore Ground: Hey Captain, are you in Berlin for the first time?
Cpt BA: Negative Sir, I was here many times in 1944. But I didn’ t land.
...altri tempi, io non ero ancora nato e il volo allora era visto come speranza di un futuro migliore, oggi invece viene visto come sollazzo di ricconi e benestanti, con relativo malcelato disprezzo da parte di classisti invidiosi ed ipocriti da una parte e presuntuosi arrivisti saccenti dall'altra, in mezzo rimangono uno sparuto gruppo di giovani entusiasti e vecchi idealisti frustrati, per la gioia dei titolari degli aeroclub o di quello che ne è rimasto...
Dove andremo a finire...mah?
Marco
(sempre più pessimista)
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Per quanto riguarda gli Stati Uniti hai ragione, è tutto mooooooolto meno complicato... si deve pensare a volare e basta! Pensa che a Biella tutte le volte che dobbiamo andare in volo dobbiamo fare un controllo al metal detector
A me piacerebbe un sacco fare questa gara http://www.airraceclassic.org/ però mi sa che anche per il 2007 non ce la farò... andiamo?
Baci!!!
Rosanna
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e se invece............
Bell'idea Rosanna.
ma potremmo fare di meglio... organizziamone una in europa per il 2008.
abbiamo questo forum internazionale, vediamo se ci danno una mano gli altri colleghi europei, ci stai?
ma potremmo fare di meglio... organizziamone una in europa per il 2008.
abbiamo questo forum internazionale, vediamo se ci danno una mano gli altri colleghi europei, ci stai?
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Ho sempre pensato che fossi un uomo... Comunque il mio problema è che non ho tempo per farla... figurati per organizzarla.
In Europa se ne fanno diverse di gare, anche noi in Italia abbiamo un campionato... se vuoi info chiedi pure
Una delle più interessanti è questa http://aeroclub.cognac.free.fr/rally...6-GB-photo.pdf
Baci!!!
Rosanna
Last edited by Rosanna; 17th Jan 2007 at 08:39.