Posted on 11/23/2007 1:37:11 PM PST by Hal1950
So, you’ve met my brother in law huh?
Well, that tops my engine out over the Cajon pass! LOL
Are you sure this wasn’t written by JFK, Jr?
how about Santas ck ride whats the shotgun for Your gonna loose one on take off
Ouch!
I like this one better:
A husband suspects his wife is having an affair with a pilot but she keeps denying it until finally the husband just knew when his wife said:
Honey, If I’ve told you once, I’ve told you niner thousand times! Negative on the affair!
aeroping
Ahem.
Wow.....my solo and cross countries weren’t that bad after all......:o)
Funny stuff ....Thanks !
And I thought that the raghead student pilot that tried to land on top of a movinh semi on I-10at Cabazon was the tops in stupidity, wow!
About 6 - 10 years back some moron landed at Holloman AFB when he meant to land at the town airport in Alamogordo. I think the conversation about his license went about like the one in this story. (He’s probably still waiting for that “express mail” to come.)
She could have written this about ME.
you are familiar with this story perhaps?
While in graduate school and away from my “day job” as a Bombardier/Navigator in the A-6E intruder for an extended period of time, I joined the local flying club and started working on my civilian pilot license. I was pretty desperate for a flight time fix.
One of the requirements was a cross-country flight with an instructor, landing at a field other than home base, refueling, and returning.
At the time, I did not realize that one could be an FAA certified Flight Instructor WITHOUT an Instrument rating. Because it was a Navy flying club, all of the aircraft were fully instrumented.
It had not dawned on me, but up until that point none of my flight instructors had paid much attention to my pre-flight planning, kneeboard cards, fuel ladders, navbag full of up-to-date VFR and IFR charts, or my penchant for dialing in all the navaids to back up my VFR navigation.
After a very pleasant lunch 200 miles or so from homebase, we took off for the return leg. Over mountainous terrain, the weather began to develop NOT as forecasted.
Having “lived the dream” for the previous five years of “all weather, night attack,” I was not greatly concerned; the fact that it was still daylight made it somewhat pleasant. At least the lightning flashes were less distracting. My flight instructor was not quite so sanguine.
As the weather rapidly closed in, she confided that she did NOT have an Instrument rating and was wondering if there were any nearby divert fields we could get to in VFR conditions. Unfortunately, the weather had already ruled out those options.
I filed an IFR flight plan in flight with a nearby Flight Service Station (FSS), dialed in my assigned squawk, got cleared to climb to a nice, safe altitude, and used the VORTAC to navigate our way home.
Approaching the initial for homebase, the weather cleared as quickly as it developed and I cancelled to finish the flight VFR.
Fortunately, no one from the FAA or the FSS ever bothered to follow-up regarding the qualifications of the pilot who filed in flight. Afterwards I was very careful to make sure I knew exactly what current qualifications and certifications my flight instructors possessed.
This is hilarious. Thank you for posting it.
Tis better to have an empty bladder and full tank, than the other way around.
The propellor is to keep the pilot cool. If it stops turning, you will see the pilot start sweating profusely.
Bump for later!
Sounds rather like my first flight less the thunderstorms — I am afraid of flying in thunderstorms...guess that makes me a wimp...
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