jice

I wonder what the FSDO will have to say. I've met some inspectors in other parts of the country who, given the same situation, would likely attempt to violate the Wrights posthumously and ground all aircraft derived from Wright designs. (mostly kidding) I hope mr. Dusenberry comes out alright. There's a very interesting NOVA documentary about a retired AA pilot who built a model B flyer; I think it's available on PBS's website. Unfortunately, that story ended much the same as this one.

Honest question, maybe somebody can point me in the right direction: Why, if these sites would have little to no impact on Russia's ability to carry out long range missile strikes, were they such a point of contention while the previous administration was pushing to install them? Is Russia’s investment in Iran’s nuclear program so extensive as to allow the financial benefit of a nuclear armed (as opposed to only a tightly controlled nuclear powered, as the deal was portrayed to the international community back in the mid 2000s) Iran to outweigh the security risk of that capability?

Anybody else think this thread was titled sexiest picture movies?

Does this mean all the planes I've ever been in have been broken because I can't see the strings and they point somewhere in the middle?

Do you have the option of flying cessnas or gliders instead of the piper? While the piper is superficially similar to the diamond, I would be willing to bet that a cessna's (150/152/172) or glider, given the da-20s motorglider heritage, flight characteristics will better match the diamond's. In my experience both the cessna and diamond aircraft require much more precise energy management for landing and both get blown around a little more by gusts and up/downdrafts due to the light weight and low wing loading. Cessnas are generally easier to find and, if you can find a 150 can be rented wet for under $90. I'm making these statements based on time in 150/152/172s, the DA-20's big brother the DA-42, and Piper Arrows. If anybody with more appropriate experience disagrees I defer to them.

How about renting aircraft or flight instructing on the weekends/off time while on casual? I'd like to keep flight instructing or at least stay current before IFS and UPT; is this possible? To me, its worthwhile, so how would I go about doing it?

Do you think the emergency passenger briefings will include the Gideon Bibles in the hotelicopter night-stands?

In the civilian world I know many people who like to start their flights/briefs with a prayer. That's great, provided you know the people you're flying with, their beliefs etc.; however, while we're sort of still on the subject of CRM, it seems to me that this would be the easiest and most effective of all possible ways to isolate members of a crew. After all, when one prays he/she is commenting on the entire freakin' universe. Excluding a crew member like this ruins crew climate, results in that crew member being less likely to be assertive (think United 173), and in extreme cases breeds anger and frustration. Prayer has a place on a flight deck only if you are 100% certain of its result; otherwise, thank God that he's forgotten men aren't supposed to fly on your own time.

Just out of curiosity, what would that transfer entail? Would you keep your rank and time in service or would you lose it all in the transfer between services? Is this something that happens often or one of those "I heard a guy talking about a guy who did it in 93?"