A typical shack dream that! No seriously, just another ‘fear of failure’ dream theme, like the one where you have to catch a train for something important and as you arrive it is leaving. You wanted to photograph the aeroplane but your camera was far away. You fail to get a decent photo but catch the end of it. The Shack represents your life aims and sense of opportunities. The free-running rotor on the top suggests it can exceed ‘normal’ abilities (your aims/opportunites in life). But you need to get it together and be quick or you will miss it (the photo). The person you are seeing off at Norwich is part of your personality that you are letting ‘go’ to achieve your life hopes.

Dreams are never literal (except in psychic dreams, which are very rare) but the dream’s environment represents your state of mind and emotions and the characters represent aspects of your self unless it is someone very close to you in life.

That’s the threory anyway. 🙂

Assuming the pilot didn’t have any licence it was pretty irresponsible to give a teenager the keys to a multi-engine aircraft. I could almost understand if it was a Piper Cub but a twin? Loss of an engine and a non-trained pilot would be in a world of trouble.

It is always best to use the fastest shutter speed as long as you use some f-stop setting above the widest. The widest aperture will use the edges of the lens and this is the least sharp part. It is better to use a small amount of closed aperture to force the light through the cente of the lens (the part that will have least defects and thus be sharper).

Back in the day I used SLRs for aviation photography. A zoom lens would averagely use an aperture range from f5.8 to f22 and f8 was good enough for air shots. Use a smaller aperture for parked aeroplanes to get a deeper depth of field (focus). Don’t know what the dSLR apertures are but you get the idea. 🙂

FWIW: 500 of a second was better for an all around action shutter speed as 250th often showed slight camera shake. But this may not be so crucial if your camera has shot-steadying software option.

Yup! Stop some of this foreign aid. Some of it goes to hateful muslim nations who really want us dead. (We westerners are unbelievers and therefore soul-less and worthless.) So we are giving money to our enemies, like Somalia. Do they respect us for that? God no. When a muslim terrorist finally manages to let off a nuke on western soil we will maybe get real.

But most of our ring-fenced foreign aid actually goes to India. Why? No one really knows. India has a space program and a nuke program. It just ordered over 3bn on new helicopters and attack planes. Yes there are people who die of povety on the streets of india because their country is one of the most bigoted around. Their class system is the caste system. They believe millions of their people are born into low-caste families because their souls are somehow less valuable. I think we should not be giving a penny to such a nation when it squanders its money on nukes and space missions and war-mongering, and at the same time lets its own people starve.

We are all in this money shortage mess thanks to the assh*le bankers and their gambling addiction and inbred corruption while they are still paying huge payouts to the very assh*les who are at the top of this monetary pile of dog crap. They are the people we should be angry at.

So whether its India or the West the real enemies are those who are at the top of the pile because they do whatever they need to do to us to keep at that top table. And most of these scumbags do not identify themselves with a red spot between the eyes!

Rant over here too!

John and Moggy both have valid positions. I admit to having been uncertain of my legal VFR status on more than one occasion in my early days of flying. Usually because I failed to do the correct thing early on. So this debate has been thought provoking for me. Making the right decision about weather is not really taught under the PPL. If you fly with a flying club the instructors usually make sure you don’t go off in dodgy weather. For those in self-oned microlights or extra-lite aeroplanes (as in the crash that started this topic) the pilot has to fall back on his or her judgement.

Here’s a thought though. Given that instrument training & practice can be done these days on one’s own computer using software, why isn’t there more emphasis on a basic T panel practice with the aim to rescue yourself from inadvertent flight into IMC conditions, and recovery from a bad attitude.

I agree with the technical/legal assessment of Moggy but I have to say I think John Green is talking about the ‘spirit’ of the situation. And this is the guiding path we would follow if in that genuine situation. I doubt many VFR pilots would consider a precise (technical/legal) consideration of the AIP once they are beyond their legal licence privaliges. More likely, they would feel their way through the situation using the ‘spirit’ of the rules.

The Air Nav Order is a legal document and to stay within the letter of the law it must be followed. But in real-world situations – let’s be honest, boys, we follow our best interests and safety needs. And after we land we don’t talk too much about how we diverged from the letter of the law.

If we do this and end up with the CAA taking court action against us then so be it but I have never considered the letter of the law when I have been forced to make difficult decisions during flight. I have always been guided by the spirit of the rules and how they can be interpreted for best air safety.

Because I can promise you, if anything goes wrong, as the legal Captain of the flight, you will be responsible. However closely you stick to the letter of the law. You will still get the blame, probably in a You vs. CAA court case. So the only sensible thing is to do what you need to do to keep the flight safe.

So, I don’t think it matters about strict ‘letter of law’ interpretations because the real world of British weather doesn’t care a jot for them. It will kill you if you get it wrong. The best course of action is to give a wide berth away from those conditions that might switch on you and force you into illegal conditions. But once you are there do what you feel is the safest course of action and stuff the letter of the law. 🙂

Woowww… a bit controversial – sorry for any offence. 😉

Frank, great oldies!

I liked the Barvaria One-Eleven myself.

I guess the Cyprus Trident is still sitting around in Larnica (?), Cyprus, full of cannon holes. Your photo was interesting because it shows the underwing colours are red, so former BEA I guess. I know two of them were hit on the ground by Turkish attack jets.

Nice also to see that Viasa (KLM) 747. I believe that was one of the early models that KLM had. They looked really nice in that initial KLM-747 livery and seeing Viasa is always a treat.

AUA was interesting in the 60s prior to the DC9 fleet. Viscounts, SE210 and a DC8!

The Modern Air Coronado is sweet! Nice aeroplane, pity it was a massive pollution problem. Early jet engines were awful for thick, black exhaust emmisions but the CV-990A was the worst i think!

Thanks for sharing these. 🙂