Here is the official letterhead response from Seaplaneforum.com on New Mexico’s proposed ban of seaplanes.
“A government big enough to give you everything you need, is a government big enough to take away everything that you have….”
Since posting this last article, from your friendly FAAST Team, I have received several emails asking for clarification on the words wheel barrow; wheel and barrow or any mixture of those words. Well, we all know what a wheel is, right? Usually round, contains metal and air and rubber. Three of those with the plane on top (unless we are looking at an amphibious aircraft, which may have more, or an airliner, which may have confusingly more) usually make a good landing. They chirp, or scream, sometimes they even explode on touchdown, which is really just another word for landing. Fortunately, FlightPrep has not filed a patent on landing any aircraft on it’s wheels, otherwise it would become terribly expensive to fly and landing would be pretty much filthily expensive! In any case, for those others, who wonder what a wheel barrow may do:
- Option : A cart or flat rectangular tray with handles at each end.
- Option : (A Barrow) A a castrated male domestic pig. Schweinerei!
I wasn’t able to locate a castrated male domestic pig for interviewing, but, the poor thing is probably not very happy.
Lets just say this:
If you land according to the rules in the flying bible, your main wheels will touch the ground softly, just at the right speed and time. The position of the stars, martial status or amount of money in your checking account has nothing to do with it. Your landing is finished when you manage to taxi the airplane back to the ramp without pieces hanging from it or people having to push! If it takes full power to make it to the ramp, you may have shaved your gear off, or converted the black rubber things to flat, lifeless containers of nothing.
Many airplanes develop severe vibrations on the front wheel (that’s the smaller one, where the air processor ;commonly referred to as PROPELLER is) which can then become terribly sick and collapse. We call that vibration a wheel shimmy and it can lead to a nose gear collapse, or sometimes a structural gear failure. If that shimmy is ignored, or taken to the extreme it can shear the little wheel thing smack off the airplane which may cause severe upset of the whole shebang. Your airplane may turn over, sideways, upside down or convert itself into a smoking pile of smoldering rubbish. NOT GOOD! In the end, you may be made to feel like our Mr. Piggy, shown above. Stick around short field airports and watch the local matadors practice their landings. Especially when it’s windy, many of these guys actually come steaming into the airport (speed = retention of unconverted energy) and may skip picking the nose up to land all-together!
In essence: Land right and there won’t be any pigs involved. Nor will you need a wheel barrow (Option 1) to clear the aircraft off the runway.
Hope this helps!
Notice Number: NOTC2674
Landing Safety Tip
During the landing roll, wheel barrowing can occur if you touch down on the main wheels and the nose wheel simultaneously while holding excessive speed, and then add forward pressure to the yoke. Wheel barrowing will not occur if the pilot maintains the correct speed, and touches down main wheels first, then gently lowers the nose wheel. In nose wheel airplanes, a ground loop is almost always a result of wheel barrowing. The pilot must be aware that even though the nose wheel-type airplane is less prone to ground looping, virtually every type of airplane, including large multi engine airplanes, can be made to ground loop when sufficiently mishandled. Do you want to know more? The Airplane Flying Handbook and other FAA manuals are available here.
You Watch the Game, We Will Watch the Sky
Notice Number: NOTC2790
You may already be aware, but here are a few reminders about the upcoming Super Bowl. There will be a Temporary Flight Restriction (TFR) in place over Cowboys Stadium on February 6, 2011, during Super Bowl XLV. Be sure to check NOTAMs in this area prior to flying for all the TFR restrictions and boundaries. The latest NOTAM, TFR, and other important flight information can be found at http://www.faa.gov/air_traffic/flight_info/.
Here are a few quick reminders: All aircraft entering or exiting the TFR must be on a discrete code assigned by an air traffic controller. Aircraft must be squawking the discrete code at all times while in the TFR. All aircraft operating in the TFR must remain in two-way radio communications with ATC at all times.
Pilots who do not adhere to the proper procedures may be intercepted by armed military fighter aircraft, and detained and interviewed by law enforcement and/or security personnel.
Visit the FAA at http://www.faa.gov or America’s AOC* Facebook page at http://www.facebook.com/americasaoc for additional or changed information. Check out our really nice Super Bowl poster at https://www.faasafety.gov/files/notices/2011/Jan/SuperBowl_2010_Poster_Both-v2.pdf which is suitable for framing!
For intercept procedures and how to avoid being intercepted review the PowerPoint presentation at http://www.faasafety.gov/gslac/ALC/libview_normal.aspx?id=49877. This is a large PowerPoint file, so be patient while it downloads. * The 601st Air and Space Operations Center, known as “America’s AOC,” plans, directs, and assesses air and space operations for the North American Aerospace Defense Command (NORAD) and United States Northern Command (NORTHCOM).
Some confusion exists as to what a pilot is supposed to do when a “Cleared as Filed” clearance is issued by ATC from an airport, but no Departure Procedure (DP) is assigned in the clearance. ATC at some airports may not issue a Departure Procedure as part of the clearance. However, the pilot is expected to determine a way to safely depart the airport and join the enroute structure defined in the ATC clearance (or flight plan if “cleared as filed”). One way to accomplish this—and normally the safest way in IMC—is to fly the appropriate published Departure Procedure. If a textual DP has been established for the airport, it will be found in the front of the U.S. Terminal Procedures Publication under TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES. (Digital procedures are available at http://aeronav.faa.gov/index.asp?xml=aeronav/applications/d_tpp.)If there is more than one Departure Procedure, the pilot should fly the one most appropriate to the route of flight. Absent specific departure instructions from ATC, the pilot may also elect to “climb on course,” but only if he/she has determined that adequate terrain and/or obstruction clearance can be maintained until reaching the minimum IFR altitude (MIA), or minimum enroute altitude (MEA.) Weather conditions permitting, a pilot may request a “VFR climb” for the initial portion of the flight. While this will often expedite your departure clearance, note that this provision applies only to the vertical aspect of the ATC IFR clearance. The pilot is expected to follow the ground track as assigned, overflying the fixes or airways stated in the clearance. A “VFR climb” is not permission to deviate from the cleared route. As part of your IFR preflight planning always familiarize yourself with the airport written and graphic departure procedures. You may not always be assigned one by ATC but you are expected to determine a safe departure method—a published DP is one way to accomplish that. Following a published DP is also appropriate if you depart VFR expecting to pick up an IFR clearance en route, especially at night when terrain features, such as mountains, are not clearly visible – just remember to stay VFR until you have your IFR clearance.