"No horn No land"

[minitour]

Hope you're not stoppin' at FL320, DRVSM doesn't go into effect for another 3 months (Jan. 20, 2005)

ah thats the system for ya...

"aaaaaaaaaand Clearance Citation 12345 IFR to Hunkytunky, ready to copy"

"Citation 12345 cleared to Hunkytunky as filed, maintain FL320, expect FL340 20 minutes after departure, departure on 133.75 squawk 0420"

"AAAAAAAAAND citation 345 cleared as filed maintain three two OH expect three four OH twenty minutes departure on thirty-three point seventyfive, and oh four two oh on the box'"

"*sigh* Readback is correct.........sort of"

I can't wait to get out of training so I can be cool and talk like that instead of using the AIM "language"...

-mini

PS
Yeah, its not necessary to land with the horn going off....*trying to save the thread from getting off topic....oh...nevermind*

 

[Flyguy2k8]

Oh this thread was about something to do with a stall horn or something. I thought it was about sharring cool pilot talk. Just kidding. I agree we have to follow the lingo by the books. Something cool to try would to fly an airplane like N***CB, so we could say Charlie Brown. FYI if you ever feel like busting your checkrides, say charlie brown instead of charlie bravo.


I figured I would leave you with a funny air traffic line. Hope these three jokes make you laugh.

Tower: "Delta 351, you have traffic at 10 o'clock, 6 miles!" Delta 351: "Give us another hint! We have digital watches!"

"TWA 2341, for noise abatement turn right 45 Degrees." "Centre, we are at 35,000 feet. How much noise can we make up here?" "Sir, have you ever heard the noise a 747 makes when it hits a 727?"

From an unknown aircraft waiting in a very long takeoff queue: "I'm f...ing bored!" Ground Traffic Control: "Last aircraft transmitting, identify yourself immediately!" Unknown aircraft: "I said I was f...ing bored, not f...ing stupid!"

 

[Flyguy2k8]

One more...for tonight atleast:

Allegedly the German air controllers at Frankfurt Airport are renowned as a short-tempered lot. They, it is alleged, not only expect one to know one's gate parking location, but how to get there without any assistance from them. So it was with some amusement that we (a Pan Am 747) listened to the following exchange between Frankfurt ground control and a British Airways 747, call sign Speedbird 206. Speedbird 206: "Frankfurt, Speedbird 206 clear of active runway." Ground: "Speedbird 206. Taxi to gate Alpha One-Seven." The BA 747 pulled onto the main taxiway and slowed to a stop. Ground: "Speedbird, do you not know where you are going?" Speedbird 206: "Stand by, Ground, I'm looking up our gate location now." Ground (with quite arrogant impatience): "Speedbird 206, have you not been to Frankfurt before?" Speedbird 206 (coolly): "Yes, twice in 1944, but it was dark,...... and I didn't land."

 

[IP076]

I'd much rather come in with a little bit extra speed, then not come in with enough. .

Fine and dandy until you do that once a decade short field approach and landing...then the trees at the other end seem to get bigger faster as well!

Whats that they say about a jet? 5% extra speed over the fence translates into something like a 20% increase in landing distance.

I've never quite understood what the problem with being "On Speed" is? Other than students can't hold constant speed, so they allways say they're carrying a little extra speed, just in case.

Disclaimer: I Do not believe the "No Horn, No Land" theory. However, those of you that fly light airplanes, ie 172, should be hearing the horn before landing. Heck, it usually comes on 10+ above stall. You should hear it most of the way through the transition (If it works).

How about not setting the airplane on the ground other than in the landing attitude?

 

[minitour]

One more...for tonight atleast:

...Speedbird 206 (coolly): "Yes, twice in 1944, but it was dark,...... and I didn't land."

Spank!

 

[Flyguy2k8]

I agree with you. Personally I don't think they should say "No horn, no land" and require that of you. I think it's a good guidance to set up for an ideal landing. You may encounter that one landing where something happens and you need that little edge on speed to get you back up in the air. Basiclly for the same reason the NAVY pilots landing on the carrier punch the speed before they touch down, in case they bolter and need back up.

Also sometimes pilots may misjudge their height above the runway surface, stall the plane for the "perfect landing" and realize they were to high, only after they smack the cement from dropping 30 feet out of the air.

 

[Flyguy2k8]

hey minitour i thought you'd like that one...it was just for you buddy!

 

[banned username 2]

One thing I noticed was a sign on the wall that said, " No Horn , No land" They explained that as a safety precaution, they didn't want any of they're students landing until they were going slow enough to were they heard the stall warning horn go off. Is this common prcatice?

Knowing this guys reputation I can almost assure you he has determined that the slowest possible landing speed will reduce tire and brake wear and slightly reduce his maintenance costs... It has nothing to do with "Safety" and everything to do with his bottom line... Honestly, I can't believe this guy is still in business...

 

[User546]

Fine and dandy until you do that once a decade short field approach and landing...then the trees at the other end seem to get bigger faster as well!

Whats that they say about a jet? 5% extra speed over the fence translates into something like a 20% increase in landing distance.

Let me clarify for you. When I made the statement about carrying a little extra speed on final, I was referring to flying in single-engine airplanes, NOT jets. We all know the importance of being on your target speed when landing jets.

And I would make an exception of my "rule" if and when I have to make that once-in-a-decade short field landing.

 

[minitour]

hey minitour i thought you'd like that one...it was just for you buddy!

I don't know why I get such a kick out of smartass or dumbass radio calls...thats probably what has me eyeing ATC...I envy you ATC guys at a busy facility...ORD, DFW, LAX, etc...very jealous...I'm sure you guys hear lots of stupid s*it all the time...

I once heard a story about an Aeromexico flight into ORD...kept screwing up the taxi readback...finally the lady controller just said

"Aeromexico XXX taxi to park everyone else STOP"

love that s*it...ah well...

OOH one more...
do you guys not just love those guys flying 172s and 152s that call up with that lazy old "jet voice"? They're so proud of it..."Hey listen for me today on approach"

(with that "I just woke up from a great f*ck and haven't gotten any coffee yet" voice) "aaaaaand cessna.....123...45...checkin in uhhhhh we're at four point five....like to request.....flight following ummmm to Tulsa..."

Lovin this s*it...

-mini

 

[midlifeflyer]

I was referring to flying in single-engine airplanes, NOT jets. We all know the importance of being on your target speed when landing jets.

The difference being...?

I was visiting the Palm Springs area and go a chance to do my first flight in a AA-5B Tiger. I was told that, unlike the nice docile Cessnas and Pipers, they required a 2-hour checkout in the Tiger, mostly involving a whole bunch of landings. The reason? Well, they =used= to do a 1-hour checkout. Until they let a visitor fly the airplane after it seemed everything was okay and he ran it off UDD's 5000' runway when he came in just a little bit hot.

Target airspeed: it's not just for jets.

In your case, the decision to use extra speed may be a deliberate choice with a slightly higher defined target based on conditions, runway length, and all that other stuff that should go into the decision. Unfortunately, for way too many pilots, the decision is based on some dubious idea that it's okay and represents sloppiness at best.

 

[Flyguy2k8]

Hey midlifeflyer,

I agree with you. I guess that's why they invented the POH, or atleast the PIM.
I also guess that's why they have that sweet little Takeoff and landing distance chart in there.

True, target speed isn't for jets. Every pilot flying any airplane should have a target speed AND landing spot. It doesnt stop with the phrase, "lets land". Performance planning is neccessity to effective flying. I'm just a PPL and I even I realize this.

Thanks for throwing your opinion in there, I agree!! Everyone feel free to watch for more of my humor, if you found it humorous at all...probably not. In any case, i've got a lot more where those came from haha. EVeryone take care!

 

[User546]

The difference being...?

In your case, the decision to use extra speed may be a deliberate choice with a slightly higher defined target based on conditions, runway length, and all that other stuff that should go into the decision. Unfortunately, for way too many pilots, the decision is based on some dubious idea that it's okay and represents sloppiness at best.

You guys are KILLING me!! I should've prefaced that original statement that its just a general rule of thumb. Not something I live by! I'm accustomed to flying into 5,000+ ft runways, so I have the benefit of doing what I described. Any runways shorter then that, I normally hold REF speed and put 'er down as soon as possible to get the most out of the runways. (I'm one of these guys that hate getting to close to the departure end of runways on landing!)

 

[80/20]

I think instructors should teach student to use the normal landing procedure the same way consistently. If the runway is short then use short field procedure consistently. A runway so short that it requires stall warning before landing is too short. Students trained this way have a good habit pattern regardless of future plans & planes. One reason for not going below Vref prematurely when landing transport category jet is to avoid high deck angle and tail strike.

 

[cessna_driver2]

I don't remeber the last time i heard the stall warning go off on landing? Well may be the one time when I bounced and ....... Naaaaaaa. Not that time either.

Hey mini,


Heard a radio call coming back from Dallas love on a x/c where the a/c majically changed when the pilot corrected ATC.

"Cessna xxxx. You got a aerostar off you left when 11 oclock."

"Center, Im an aerojet not an aerostar."

"Correction Cessna xxxx you now have and aerojet off you left wing & decending."


Had another where a SWA was asking for a straight in to Will rogers. (ok so I don't know the identifer) He offered to pay for the straight in. Center was looking into. When center came back w/ an approval. The pilots kinda joked about how it sounded the were trying bribe a federal offical. All over the radio. It was funny.