Today's Message Index:
----------------------
1. 02:04 AM - Re: Who needs ACM?? (ByronMFox@aol.com)
2. 04:41 AM - medical, water, baud eagles, surreptitious moments, Webster, civilians (Jerry Painter)
3. 05:00 AM - Re: Commercial/ 2nd class (A. Dennis Savarese)
4. 06:14 AM - Re: Commercial/ 2nd class (PeteAbbott@aol.com)
5. 07:19 AM - Re: Commercial/ 2nd class (JOffice@aol.com)
6. 08:14 AM - Re: Commercial/ 2nd class (Jim Shafer)
7. 08:53 AM - forest and trees (Brian Lloyd)
8. 09:02 AM - Re: forest and trees (forrest johnson)
9. 12:39 PM - RPA rumor mill and Comm lic, ACM, etc (Drew Blahnick)
10. 02:18 PM - Re: Commercial/ 2nd class (A. Dennis Savarese)
11. 02:19 PM - Re: forest and trees (A. Dennis Savarese)
12. 04:58 PM - needing a CSEL for a FAST lead patch (Brian Lloyd)
13. 05:25 PM - Re: Commercial/ 2nd class (cjpilot710@aol.com)
14. 05:56 PM - Re: Commercial/ 2nd class (A. Dennis Savarese)
15. 07:03 PM - Atlanta Area Live with your Airplane (Mark Sorenson)
16. 10:12 PM - Re: Who needs ACM?? (barry)
Message 1
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| Subject: | Re: Who needs ACM?? |
In a message dated 3/24/2006 8:59:25 PM Pacific Standard Time,
barry@flyredstar.org writes:
Desert Thunder III will be this November, if you have any interest in
the tactical environment, you need to be there....all the fun of ACM
(probably much more for most folks), without the G's.
Barry, have you set the November date as yet? I want to reserve that November
weekend as soon as possible so there's no chance of anybody in my household
interfering with it.
I missed Sunday's Close Air Support mission finale because I thought I'd
better head home sooner than later. DUMB IDEA! I missed the icing on the weekend's
already superb cake. I'll not make that mistake again. Thanks again for a
great job. ...Blitz (Rhino 12 and proud lead of Saturday's high scoring a strike
element thanks to my wizzo Dago and hawk-eyed wingman.)
Message 2
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| Subject: | medical, water, baud eagles, surreptitious moments, Webster, |
civilians
--> Yak-List message posted by: "Jerry Painter" <wild.blue@verizon.net>
Yakster friends,
Brian is correct, no 2nd class required for commercial certification,
likewise no 1st class required for ATP certification and 3rd class is
adequate for CFI--even if paid? Think so. I guess us CFI's aren't really
commercial" operators--not considered carrying pax for hire? Heart of
darkness--the Horror! FAA changed the rule a few years ago to encourage
folks to take training and acquire certification even if they had no
intention of exercising the authority--I won't say "privilege," Brian,
because I agree with you, rock rib democrat (big and small d) that I am,
though I supported competent war-making in Iraq. Powell had the wrong job.
Ooops. Didn't really say that. Haven't heard from Frank lately...are you
lurking out there?
Dennis is also quite correct that water, oil etc. will and do collect in the
ignition harness ring contributing to Bad Things therein and a Big Problem
for lead breakdown, esp old commie wires pre-silicone insulation and will
extinguish your cigarette(s)/candle(s)/spark/ing plugs. However, I don't
think collecting same within the mag is a good idea, ergo my concern about
sealing wires at the mag. Yes, braiding is for RF shielding, not
waterproofing. BTW, RF shielding is also provided by the ring as the
braiding connects thereto and likewise at the mag end and, right you are, it
ain't waterproof there, either, though it helps. It's the rubber. Now that
individual coil/cylinder is common in cars, wonder when we'll go back to the
same setup as used in numerous big a/c lumps pre- Big One, this time
breakerless, which would be progress. We're not tilling new sod here,
semiconductors maybe excepted, which is a good fraction of my respect for
ancient engineering.
Sorry about your friends, Val and Jeff. Sad part of the airman's life, as
they used to say. We've all lost good friends. No need to sacrifice
without Good Cause--maybe not then--especially when preventable. No
consolation.
And a baud eagle is definitely a surreptitious moment--love it Pappy! I,
too, preferred spelling before Webster!
Yet to meet a "civilian" of any sort who could match the proficiency or
cunning of a professional, regrdlefs of speling.
Jerry Painter
Wild Blue Aviation
Message 3
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| Subject: | Re: Commercial/ 2nd class |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Brian,
Your point is made. This entire discussion is not about how to obtain a
commercial and possibly circumvent the 2nd class medical issue. The fact
of the matter is anyone in our group wanting to participate in events which
offer fuel, hotel, food, transportation etc. must have a current commercial
certificate and 2nd class medical. As you know, they are married together.
It is useless to have a commercial without a 2nd class medical and also
useless to have a 2nd class medical without a commercial certificate.
If anyone wishes to challenge the requirement to have a 2nd class medical to
take their commercial check ride, then rather than continuing this bantering
back and forth discussion, call an FAA Designated Examiner and pose the
question - "What is required for me to take the commercial check ride?"
Then post whatever answer is given. What one does after you earn your
commercial certificate with regards to your medical is up to the individual.
I will agree with one point you made. If you don't have a current 2nd class
medical to go along with your commercial certificate, you are not suppose to
be exercising the privileges of the commercial certificate.
Dennis
----- Original Message -----
From: "Brian Lloyd" <brian-yak@lloyd.com>
Sent: Saturday, March 25, 2006 12:13 AM
Subject: Re: Yak-List: Commercial/ 2nd class
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
>
> A. Dennis Savarese wrote:
>> --> Yak-List message posted by: "A. Dennis Savarese"
>> <dsavarese@elmore.rr.com>
>>
>> Question - how does one get their commercial check ride without showing
>> the FAA Designated Examiner a 2nd class medical?
>
> You show a 3rd-class medical.
>
>> If you can't exercise the privileges of the commercial without the 2nd
>> class medical, then what would be the benefit of having the commercial
>> ticket to begin with? ie: a person could not accept the proverbial fuel,
>> hotel, meals etc. at an event without it.
>
> No but you could pass the check ride and then get a 2nd-class medical when
> you need it. That is what I have been doing off and on for 30 years. When
> I am not doing anything that might require me to exercise the privileges
> of the commercial ticket, I just get a 3rd-class medical. Or I get a
> 2nd-class and the not renew it for two years meaning it reverts to a
> 3rd-class in the second year.
>
> For example, a commercial is a prerequisite to a CFI. And it is legal to
> instruct with only a 3rd-class medical. For example, I can teach my kids
> to fly but I am not being compensated so I don't need the 2nd-class
> medical. Simple.
>
> Dennis, it is the FAA way: stupid. What more do you need to know?
>
> --
> Brian Lloyd 361 Catterline Way
> brian-yak at lloyd dot com Folsom, CA 95630
> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>
> I fly because it releases my mind from the tyranny of petty things . . .
> - Antoine de Saint-Exupery
>
>
> http://www.matronics.com/Navigator?Yak-List
>
>
>
Message 4
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| Subject: | Re: Commercial/ 2nd class |
Thank you Dennis. Amen, let us put this to rest.
Pete
Message 5
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| Subject: | Re: Commercial/ 2nd class |
In a message dated 3/25/2006 8:01:26 AM US Eastern Standard Time,
dsavarese@elmore.rr.com writes:
If anyone wishes to challenge the requirement to have a 2nd class medical to
take their commercial check ride, then rather than continuing this bantering
back and forth discussion, call an FAA Designated Examiner and pose the
question - "What is required for me to take the commercial check ride?"
Then post whatever answer is given.
Sorry Dennis, but I could not resist a posting on this one...
Last October I successfully completed my Commercial MultiEngine checkride in
a Seminole, with only a THIRD CLASS medical.
The reason for doing the commercial license? I was told by insurance
companies that I would receive more favorable rates in high-performance twins with
a
commercial (vs private) license. And it was a lot of fun.
The 2nd Class Medical is only required to exercise the privileges of the
commercial license, not to obtain it. Having completed the license, I need only
complete the 2nd Class Medical if I wish to participate in commercial
operations.
Jon Lowrey
Message 6
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| Subject: | Re: Commercial/ 2nd class |
--> Yak-List message posted by: "Jim Shafer" <eyeballs@cox.net>
As is pointed out every time I go to a CFI recertification course, you do
not need ANY medical to act as a CFI unless you are acting as pilot in
command. So if the student is legal to be the pilot in command, you can
teach and be paid even if you have lost your medical. If the student is not
qualified to be pilot in command, you need a third class medical. The FAA
recognizes that you are being paid to TEACH not FLY.
JS
----- Original Message -----
From: "Brian Lloyd" <brian-yak@lloyd.com>
Sent: Friday, March 24, 2006 11:13 PM
Subject: Re: Yak-List: Commercial/ 2nd class
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
>
> A. Dennis Savarese wrote:
>> --> Yak-List message posted by: "A. Dennis Savarese"
>> <dsavarese@elmore.rr.com>
>>
>> Question - how does one get their commercial check ride without showing
>> the FAA Designated Examiner a 2nd class medical?
>
> You show a 3rd-class medical.
>
>> If you can't exercise the privileges of the commercial without the 2nd
>> class medical, then what would be the benefit of having the commercial
>> ticket to begin with? ie: a person could not accept the proverbial fuel,
>> hotel, meals etc. at an event without it.
>
> No but you could pass the check ride and then get a 2nd-class medical when
> you need it. That is what I have been doing off and on for 30 years. When
> I am not doing anything that might require me to exercise the privileges
> of the commercial ticket, I just get a 3rd-class medical. Or I get a
> 2nd-class and the not renew it for two years meaning it reverts to a
> 3rd-class in the second year.
>
> For example, a commercial is a prerequisite to a CFI. And it is legal to
> instruct with only a 3rd-class medical. For example, I can teach my kids
> to fly but I am not being compensated so I don't need the 2nd-class
> medical. Simple.
>
> Dennis, it is the FAA way: stupid. What more do you need to know?
>
> --
> Brian Lloyd 361 Catterline Way
> brian-yak at lloyd dot com Folsom, CA 95630
> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>
> I fly because it releases my mind from the tyranny of petty things . . .
> - Antoine de Saint-Exupery
>
>
> http://www.matronics.com/Navigator?Yak-List
>
>
>
Message 7
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| Subject: | forest and trees |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
It never ceases to amaze me the ability for this group of people to get
so totally lost in the details that they forget what the real question
or discussion was about.
The 2nd class medical thing came up as a part of the need for at least a
CSEL for *two* reasons:
1. to be compensated with fuel, food, and lodging if you bring your
airplane to exhibit;
2. to qualify for a FAST lead patch.
In the case of #1, I think we all agree that this is a bullshit
regulation that serves no purpose whatsoever and that the FAA should
pull its collective head out of its ass and do something sensible. I
suppose we *could* argue about it some more but it will gain nothing
until someone goes and takes the FAA to task. The FAA is going to circle
the wagons and fight back with all their power because they will *never*
*ever* admit to being wrong even when it is patently obvious that they
are. They have proven that again, and again, and again.
In the case of #2, I think that the requirement for a CSEL for a FAST
lead patch is just a bogus as the requirement for a CSEL and 2nd-class
medical in order to have someone give you gas for your airplane. The
*purpose* was to try to make sure that the person seeking the lead patch
have demonstrated a level of airmanship that is above and beyond that
ordinarily associated with a PPSEL. So far so good. But the real answer
is "prove to me you have the chops."
I have flown with people who have a whole boatload of hours and ratings.
They haven't flown for awhile and they need a fair bit of work to get
the rust knocked off. They may have the ratings but I advise them to get
a fair bit of practice before running out and exercising the
"privilege". *THAT* is what we should do with *ANY* FAST rating. See if
the applicant can demonstrate the capability. That is how people get the
ratings in the first place.
One thing that makes flying almost unique in all the endeavors in this
world is that it is one of the few occupations where you can't get away
with being incompetent. You must *prove* you know what you are doing.
Just having a piece of paper does not convey competence in aviation.
And then there is one last thing: I really don't care for me because I
have CSEL/CMEL/Inst/CFI ratings with a 2nd-class medical certificate.
But I don't believe that the ratings convey competence. Only performance
does that.
--
Brian Lloyd 361 Catterline Way
brian-yak at lloyd dot com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 8
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| Subject: | Re: forest and trees |
--> Yak-List message posted by: "forrest johnson" <flushjohnson@charter.net>
Thanks Brian. This is what I hwve been trying to convey. I will now shut up.
----- Original Message -----
From: "Brian Lloyd" <brian-yak@lloyd.com>
Sent: Saturday, March 25, 2006 10:52 AM
Subject: Yak-List: forest and trees
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
> It never ceases to amaze me the ability for this group of people to get
> so totally lost in the details that they forget what the real question
> or discussion was about.
>
> The 2nd class medical thing came up as a part of the need for at least a
> CSEL for *two* reasons:
>
> 1. to be compensated with fuel, food, and lodging if you bring your
> airplane to exhibit;
>
> 2. to qualify for a FAST lead patch.
>
> In the case of #1, I think we all agree that this is a bullshit
> regulation that serves no purpose whatsoever and that the FAA should
> pull its collective head out of its ass and do something sensible. I
> suppose we *could* argue about it some more but it will gain nothing
> until someone goes and takes the FAA to task. The FAA is going to circle
> the wagons and fight back with all their power because they will *never*
> *ever* admit to being wrong even when it is patently obvious that they
> are. They have proven that again, and again, and again.
>
> In the case of #2, I think that the requirement for a CSEL for a FAST
> lead patch is just a bogus as the requirement for a CSEL and 2nd-class
> medical in order to have someone give you gas for your airplane. The
> *purpose* was to try to make sure that the person seeking the lead patch
> have demonstrated a level of airmanship that is above and beyond that
> ordinarily associated with a PPSEL. So far so good. But the real answer
> is "prove to me you have the chops."
>
> I have flown with people who have a whole boatload of hours and ratings.
> They haven't flown for awhile and they need a fair bit of work to get
> the rust knocked off. They may have the ratings but I advise them to get
> a fair bit of practice before running out and exercising the
> "privilege". *THAT* is what we should do with *ANY* FAST rating. See if
> the applicant can demonstrate the capability. That is how people get the
> ratings in the first place.
>
> One thing that makes flying almost unique in all the endeavors in this
> world is that it is one of the few occupations where you can't get away
> with being incompetent. You must *prove* you know what you are doing.
> Just having a piece of paper does not convey competence in aviation.
>
> And then there is one last thing: I really don't care for me because I
> have CSEL/CMEL/Inst/CFI ratings with a 2nd-class medical certificate.
> But I don't believe that the ratings convey competence. Only performance
> does that.
>
> --
> Brian Lloyd 361 Catterline Way
> brian-yak at lloyd dot com Folsom, CA 95630
> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>
> I fly because it releases my mind from the tyranny of petty things . . .
> - Antoine de Saint-Exupery
>
>
>
>
>
>
>
>
>
>
>
Message 9
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| Subject: | RPA rumor mill and Comm lic, ACM, etc |
Folks,
Members can download the FAST Foundations and Principals (FF this is a national document applicable to all signatories and lists having a Commercial License or Equivalent is required. Equivalent would need a waiver from the FAST organization. Only a third class medical is required. If you are not an RPA member, I believe you can get the document at www.flyfast.org as well. We are coding a new web page at flyredstar that will make all our online documents easier to locate in one central page.
On "dog fighting" as an RPA managed core of instruction or hosted events, I think
your fellow members have spoken on several issues that ring very, very loud.
There are some other key issues that deal with insurance coverage, limited
resources, training logistics and others...
You vote for the board, the board sets policy on how treasury and volunteer manhours
are utilized within this organization. If you are reading this and a
dues paying member, you can and should vote now for your regional board member
(elections close April 7th - log on to Elections under Governance) , and email
your regional director when the election is over and provide them your talking
points on any issue - ACM included.
With Barry, Gordon and other key volunteers help, we just pulled off the second
annual Desert Thunder event in california - it was a blast, remains the best
flying I experience in an Eastern Block aircraft! There was no competitive
BFM/Dog Fighting - the ROE was strict on this point and it is not what this is
about. You need not look at that as an RPA event, we would love to have as many
T-28s as Yaks/CJs; there simply is nothing really gained for the group by this
activity and it would draw valuable energy away from the core event.
Speaking of the core of the event, an additional goal was to validate as much
of the tactical formation program (we are sourcing it from USAF/USN basic formation
manuals) as possible out in the desert last week and we worked on all aspects,
to include the best parameters for fluid manuevering (loose cruise), 4
ship fluid four and 4 ship tactical line abreast formations. These are applicable
and demanding team formation skills and exercises for our formation-centered
members and I hope the RPA board supports my position to bring this to our
members as a USAF UPT-USN Flight School complexity level & content sourced-derived
program. Boy that was a mou...
Fly often - fly safe!
Drew
Drew A. Blahnick
305.803.9158
---------------------------------
Message 10
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| Subject: | Re: Commercial/ 2nd class |
I stand corrected.
Dennis
----- Original Message -----
From: JOffice@aol.com
To: yak-list@matronics.com
Sent: Saturday, March 25, 2006 9:18 AM
Subject: Re: Yak-List: Commercial/ 2nd class
In a message dated 3/25/2006 8:01:26 AM US Eastern Standard Time, dsavarese@elmore.rr.com
writes:
If anyone wishes to challenge the requirement to have a 2nd class medical to
take their commercial check ride, then rather than continuing this bantering
back and forth discussion, call an FAA Designated Examiner and pose the
question - "What is required for me to take the commercial check ride?"
Then post whatever answer is given.
Sorry Dennis, but I could not resist a posting on this one...
Last October I successfully completed my Commercial MultiEngine checkride in
a Seminole, with only a THIRD CLASS medical.
The reason for doing the commercial license? I was told by insurance companies
that I would receive more favorable rates in high-performance twins with a
commercial (vs private) license. And it was a lot of fun.
The 2nd Class Medical is only required to exercise the privileges of the commercial
license, not to obtain it. Having completed the license, I need only
complete the 2nd Class Medical if I wish to participate in commercial operations.
Jon Lowrey
Message 11
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| Subject: | Re: forest and trees |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Amen Brian! .....<that this is a bullshit regulation that serves no purpose
whatsoever and that the FAA should
pull its collective head out of its ass and do something sensible. >
Dennis
----- Original Message -----
From: "Brian Lloyd" <brian-yak@lloyd.com>
Sent: Saturday, March 25, 2006 10:52 AM
Subject: Yak-List: forest and trees
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
> It never ceases to amaze me the ability for this group of people to get so
> totally lost in the details that they forget what the real question or
> discussion was about.
>
> The 2nd class medical thing came up as a part of the need for at least a
> CSEL for *two* reasons:
>
> 1. to be compensated with fuel, food, and lodging if you bring your
> airplane to exhibit;
>
> 2. to qualify for a FAST lead patch.
>
> In the case of #1, I think we all agree that this is a bullshit regulation
> that serves no purpose whatsoever and that the FAA should pull its
> collective head out of its ass and do something sensible. I suppose we
> *could* argue about it some more but it will gain nothing until someone
> goes and takes the FAA to task. The FAA is going to circle the wagons and
> fight back with all their power because they will *never* *ever* admit to
> being wrong even when it is patently obvious that they are. They have
> proven that again, and again, and again.
>
> In the case of #2, I think that the requirement for a CSEL for a FAST lead
> patch is just a bogus as the requirement for a CSEL and 2nd-class medical
> in order to have someone give you gas for your airplane. The *purpose* was
> to try to make sure that the person seeking the lead patch have
> demonstrated a level of airmanship that is above and beyond that
> ordinarily associated with a PPSEL. So far so good. But the real answer is
> "prove to me you have the chops."
>
> I have flown with people who have a whole boatload of hours and ratings.
> They haven't flown for awhile and they need a fair bit of work to get the
> rust knocked off. They may have the ratings but I advise them to get a
> fair bit of practice before running out and exercising the "privilege".
> *THAT* is what we should do with *ANY* FAST rating. See if the applicant
> can demonstrate the capability. That is how people get the ratings in the
> first place.
>
> One thing that makes flying almost unique in all the endeavors in this
> world is that it is one of the few occupations where you can't get away
> with being incompetent. You must *prove* you know what you are doing. Just
> having a piece of paper does not convey competence in aviation.
>
> And then there is one last thing: I really don't care for me because I
> have CSEL/CMEL/Inst/CFI ratings with a 2nd-class medical certificate. But
> I don't believe that the ratings convey competence. Only performance does
> that.
>
> --
> Brian Lloyd 361 Catterline Way
> brian-yak at lloyd dot com Folsom, CA 95630
> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>
> I fly because it releases my mind from the tyranny of petty things . . .
> - Antoine de Saint-Exupery
>
>
> http://www.matronics.com/Navigator?Yak-List
>
>
>
Message 12
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| Subject: | needing a CSEL for a FAST lead patch |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Yes Drew, I know that all the other FAST signatories agree to the CSEL
requirement too. That doesn't make it any more reasonable. As your
mother probably once said to you, "so if everyone else did it, would you
jump off a cliff too?" :-)
What would make a LOT more sense (to me) would be to punt the CSEL
requirement and come up with a more comprehensive practical test for
the lead patch that quantified performance better. I would also like to
see the lead patch check ride include demonstration of proficiency at
the #4 position. Once I got my lead patch I almost never got to fly wing
anymore and my proficiency suffered for it. If, as a FAST lead, I am
supposed to instruct then I need practice in what I am going to instruct.
You know, I would even support a requirement to requal for a FAST card
every two years. If you are competent to fly formation in waivered
airspace you must be competent to pass the associated FAST check ride
too so taking a check ride again wouldn't be any problem.
--
Brian Lloyd 361 Catterline Way
brian-yak at lloyd dot com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 13
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| Subject: | Re: Commercial/ 2nd class |
I have to stand corrected on saying that one needed to have a 2nd class medical
in order to take a commercial flight test. I was talking about this to my fellow
pilot out here flying the bombers. One a young lady from Sweden who is one
of our B-24 pilots said "no" it was not required. The rest of the old timers
said it was. I than called a designate examiner friend of mine. She said
the only physical required for any flight test was a 3rd class physical. Even
for an ATP. Of course the ratings are no good unless you pass the phycial for
that rating.
You live and learn.
Jim "Pappy" Goolsby
-----Original Message-----
From: PeteAbbott@aol.com
Sent: Sat, 25 Mar 2006 09:13:13 EST
Subject: Re: Yak-List: Commercial/ 2nd class
Thank you Dennis. Amen, let us put this to rest.
Pete
Message 14
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| Subject: | Re: Commercial/ 2nd class |
Me too Pappy. I guess that makes me an "old timer" too.
Dennis
----- Original Message -----
From: cjpilot710@aol.com
To: yak-list@matronics.com
Sent: Saturday, March 25, 2006 7:24 PM
Subject: Re: Yak-List: Commercial/ 2nd class
I have to stand corrected on saying that one needed to have a 2nd class medical
in order to take a commercial flight test. I was talking about this to my
fellow pilot out here flying the bombers. One a young lady from Sweden who is
one of our B-24 pilots said "no" it was not required. The rest of the old timers
said it was. I than called a designate examiner friend of mine. She said
the only physical required for any flight test was a 3rd class physical. Even
for an ATP. Of course the ratings are no good unless you pass the phycial
for that rating.
You live and learn.
Jim "Pappy" Goolsby
-----Original Message-----
From: PeteAbbott@aol.com
To: yak-list@matronics.com
Sent: Sat, 25 Mar 2006 09:13:13 EST
Subject: Re: Yak-List: Commercial/ 2nd class
Thank you Dennis. Amen, let us put this to rest.
Pete
Message 15
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| Subject: | Atlanta Area Live with your Airplane |
--> Yak-List message posted by: Mark Sorenson <marksorenson@sprintpcs.com>
For those of you interested in LIVING with YOUR AIRPLANE. There are two properties for sale at Big T airport (64GA) just 6 miles from Tarra Field's aerobatic box. Both properties have residnetial accomodations attached to hangars with over 3000 sq ft of hangar space and over 2400 sq ft of living area in the homes. One property has a joint 1000 gal fuel tank. Both properties are located ON THE RUNWAY. One property is asking $399,900 and the other is asking $385,000. These are not currently listed with MLS so save big now on commission with dealing directly with the owners. Currently 4 other IAC members here on the field and we all fly as often as possible critiquing each other. For more information and owner contact info, please contact me at 678-463-5944 or at marksorenson@sprintpcs.com Look up the airport at www.airnav.com or at http://skyvector.com/airport/64GA/Big-T--Airport
Mark Sorenson
YAK55M
N921GRrrrrrr
------------------
Best Regards,
Mark-
678-GO-FLY-HI
--------------------
This message was sent from a Sprint PCS Phone.
Message 16
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| Subject: | Re: Who needs ACM?? |
--> Yak-List message posted by: "barry" <barry@flyredstar.org>
Blitz,
I hesitate to agree that your idea was dumb to leave early, but yes, you missed
a whale of a great time and a very cool exercise. We will have more "troops
in contact/calls for fire" in the fall event....very reminiscent of current day
operations v. Al Queda in Afghansitan. You willl be shot at (signal mirrors
simulating AAA, model rockets simulating should fired SAM's, etc.), harrassed
(those pesky fanatics have found a few civil air assets and armed them with rear
quarter missles!), and motivated to execute properly (all "dead" aircraft
are required to fly a straight in approach on recovery....very humiliating! ;)
).
November date has not been set, but we're working on it!
Cheers,
Barry
Desert Thunder III Staff Coordinator ;)
--------
Barry Hancock
Worldwide Warbirds, Inc.
www.worldwidewarbirds.com
www.cj6.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=24317#24317
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