X-Virus-Scanned: clean according to Sophos on Logan.com X-PolluStop: No license found, only first 5 messages were scanned Return-Path: Sender: To: lml Date: Thu, 29 Jun 2006 07:35:38 -0400 Message-ID: X-Original-Return-Path: Received: from rwcrmhc14.comcast.net ([216.148.227.154] verified) by logan.com (CommuniGate Pro SMTP 5.1c.1) with ESMTP id 1211533 for lml@lancaironline.net; Thu, 29 Jun 2006 02:02:52 -0400 Received-SPF: none receiver=logan.com; client-ip=216.148.227.154; envelope-from=j.hafen@comcast.net Received: from hafenj1 (24-119-73-84.cpe.cableone.net[24.119.73.84]) by comcast.net (rwcrmhc14) with SMTP id <20060629060207m1400n6s8ie>; Thu, 29 Jun 2006 06:02:07 +0000 From: "John Hafen" X-Original-To: "'Lancair Mailing List'" Subject: RE: [LML] Avoiding Tragic News X-Original-Date: Thu, 29 Jun 2006 00:01:41 -0600 X-Original-Message-ID: <003601c69b41$847ecd80$89fc10ac@engagethoughtware.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0037_01C69B0F.39E45D80" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0037_01C69B0F.39E45D80 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable On "staying an extra night," my motto has always been: "If you have = time to spare, go by air!" =20 -----Original Message----- From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of RWolf99@aol.com Sent: Wednesday, June 28, 2006 3:45 PM To: Lancair Mailing List Subject: [LML] Avoiding Tragic News =20 As Clint Eastwood says, "A man's got to know his limitations". =20 As a second lieutenant (engineer, not pilot), I once talked to the USAF = Aero Club manager who told me that they did not allow their members to fly at night without an instrument rating. He said the statistics showed it = was substantially less safe. I took this advice to heart, and never flew at night until I got my IFR ticket 15 years later. I then had an = experience similar to Greyhawk's, where I turned away from the airport in a small = town in California and immediately lost visual references. Not because I = flew into a cloud, but because the area was so desolate. (Lompoc, CA) No = big deal -- I just transitioned to instruments and life was good. God only knows what would have happended without the instrument training to fall = back on. =20 As a new IFR pilot flying a Cessna 150, I never knew which of us could handle the worse weather -- me or the airplane. Either way, I didn't = fly in "real weather". The ubiquitous California marine layer was no big deal, = but towering cumulus? Thunderstorms? No way! =20 Call me a wuss if you have to -- I don't care. I don't even mind = staying an extra night away from home in order to have a safe and pleasant flight = the next day. Your limitations may be higher than mine, and if so, you = should feel free to attack more difficult weather than I do. You guys that fly = for a living have to -- I don't. But we all have our limitations, and we = need to stay within them. =20 - Rob Wolf LNC2 85% ------=_NextPart_000_0037_01C69B0F.39E45D80 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

On = “staying an extra night,” my motto has always been: “If you have = time to spare, go by air!”

-----Original = Message-----
From: Lancair Mailing = List [mailto:lml@lancaironline.net] On = Behalf Of RWolf99@aol.com
Sent: Wednesday, June 28, = 2006 3:45 PM
To: Lancair Mailing = List
Subject: [LML] Avoiding = Tragic News

As Clint Eastwood says, "A man's got to know his = limitations".

As a second lieutenant (engineer, not pilot), I once talked to the USAF Aero = Club manager who told me that they did not allow their members to fly at = night without an instrument rating. He said the statistics showed it was substantially less safe. I took this advice to heart, and never = flew at night until I got my IFR ticket 15 years later. I then had an = experience similar to Greyhawk's, where I turned away from the airport in a small = town in California and immediately lost visual references. Not because I = flew into a cloud, but because the area was so desolate. (Lompoc, = CA) No big deal -- I just transitioned to instruments and life was good. = God only knows what would have happended without the instrument training to = fall back on.

As a new IFR pilot flying a Cessna 150, I never knew which of us could handle = the worse weather -- me or the airplane. Either way, I didn't fly in "real weather". The ubiquitous California marine layer = was no big deal, but towering cumulus? Thunderstorms? No = way!

Call me a wuss if you have to -- I don't care. I don't even mind staying = an extra night away from home in order to have a safe and pleasant flight the = next day. Your limitations may be higher than mine, and if so, you = should feel free to attack more difficult weather than I do. You guys that fly = for a living have to -- I don't. But we all have our limitations, and we = need to stay within them.

- Rob Wolf

LNC2 85%

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