Friday, May 14, 2010
Will You Quit #Facebook?
Due 2 increased #privacy concerns
Due to increased privacy concerns and Facebook's history of bungling in ths regard, there's a movement afoot!
Will you walk away from one of the internet's biggest phenomena?
Facebook Exodus Planned 4 May 31: http://bit.ly/9ZUoJg
James Ireland
www.jamesireland.ca
- Posted using BlogPress from my iPhone
Friday, May 7, 2010
DOW Gone Wild
Maybe the future Rise of The Machines will be a SKYNET that runs financial markets? It seems computer trading fed the huge market gyrations yesterday.
http://www.nytimes.com/2010/05/07/business/07markets.html?th&emc=th
- Posted using BlogPress from my iPhone
www.jamesireland.ca
http://www.nytimes.com/2010/05/07/business/07markets.html?th&emc=th
- Posted using BlogPress from my iPhone
www.jamesireland.ca
Location:Fleet St,Toronto,Canada
Wednesday, May 5, 2010
Teen Cell Phone Use (Infographic)
Over 33% of teens use their mobile phone to send over 100 text messages per day!
Ever since I discovered Edward Tufte a few years ago I've been really interested in infographics. So, submit your comments. I'd like your thoughts about the clarity and power of the graphic primarily, but feel free to comment on the content too.
"Dada Baseball"
- Posted using BlogPress from my iPhone
www.jamesireland.ca
Ever since I discovered Edward Tufte a few years ago I've been really interested in infographics. So, submit your comments. I'd like your thoughts about the clarity and power of the graphic primarily, but feel free to comment on the content too.
"Dada Baseball"
- Posted using BlogPress from my iPhone
www.jamesireland.ca
Location:Toronto,Canada
Tuesday, April 27, 2010
Tufte Would Be Proud
In a terse disavowal that would make Edward Tufte (an infographic master and vocal critic of Power Point ... the guy who laid the 2003 Space Shuttle explosion firmly at the feet of the dumbing effect of PP) proud, a prominent American general speaks out against Power Point, Microsoft's ubiquitous presentation software.
http://www.nytimes.com/2010/04/27/world/27powerpoint.html?th&emc=th
Apparently the general is not alone. Many other military officers are quoted in this Times article.
- Posted using BlogPress from my iPhone
www.jamesireland.ca
http://www.nytimes.com/2010/04/27/world/27powerpoint.html?th&emc=th
Apparently the general is not alone. Many other military officers are quoted in this Times article.
- Posted using BlogPress from my iPhone
www.jamesireland.ca
Location:Canada
Thursday, April 8, 2010
Semiotics of Social Media
The New Panopticon functions severally to allow the viewing of, the desemination of information about, and to define the meaning of YOU.
As Foucault and the famous photographer Diane Arbus (and to some extent her progenitor Weegee) noted, there is inevitably a gap or disconnect between what we believe we show the world, and what others believe they see when they look at us in all the ways we now have to fix our gaze upon the world.
For a practical discussion of the latter day electronic ramifications of these observations: 3 Tips for Managing Your Online Reputation: http://bit.ly/bRM0j6
Sent from my iPhone
James A. Ireland
- Posted using BlogPress from my iPhone
www.jamesireland.ca
As Foucault and the famous photographer Diane Arbus (and to some extent her progenitor Weegee) noted, there is inevitably a gap or disconnect between what we believe we show the world, and what others believe they see when they look at us in all the ways we now have to fix our gaze upon the world.
For a practical discussion of the latter day electronic ramifications of these observations: 3 Tips for Managing Your Online Reputation: http://bit.ly/bRM0j6
Sent from my iPhone
James A. Ireland
- Posted using BlogPress from my iPhone
www.jamesireland.ca
Location:Scenic View Ct,King,Canada
Tuesday, April 6, 2010
History of Geolocation
The Panopticon has a long history! But now people are signing up to allow their location to be tracked and stored: http://bit.ly/bT12h2
- Posted using BlogPress from my iPhone
www.jamesireland.ca
Location:You Gotta Be Kidding!
Sunday, January 3, 2010
Friday, January 1, 2010
Sunday, May 6, 2007
Rights Civil & Military
From Wired on-line magazine:
Do you know how many rights that civilians take for granted that members of the military must renounce while they are in the service of their country? It's worth knowing if you're young enough to be thinking about the military as a career, or aid to your education. There are similar restrictions in most countries, including Canada.
Ask any relative who served in wartime ... their letters were all censored. "Loose Lips Sink Ships" is a phrase even I use, and I wasn't born until The Beatles were already a world-wide phenomena, and Vietnam was stirring the conscience of North Americans.
And seeing as how our neighbour to the south (the U.S.A. of course) has decided to be in a constant state of "war" with ubiquitous enemies around the world, these regulations should come as no surprise. What is surprising is that the U.S. Military is backing off from its own very well established and practical policies about censoring the information that individuals in the service are allowed to divulge to anyone else. In this case freedom of speech could, has, and will cost lives. Living is what we are here for, and as Nietzsche said, any philosophy (or principle) that destroys life destroys itself, and must be abandoned.
Now consider this from the same government that feels it is OK to tap private citizens telephones (a right of privacy for which people have a reasonable expectation) - and would love to get your mail and e-mail too if it could - while seeming to be handing back to the military a right for which historically they had no expectation. Sensible? Not to me.
More tomorrow on bloggers rights.
J.A.I.
Army to Bloggers: We Won't Bust You. Promise.
Do you know how many rights that civilians take for granted that members of the military must renounce while they are in the service of their country? It's worth knowing if you're young enough to be thinking about the military as a career, or aid to your education. There are similar restrictions in most countries, including Canada.
Ask any relative who served in wartime ... their letters were all censored. "Loose Lips Sink Ships" is a phrase even I use, and I wasn't born until The Beatles were already a world-wide phenomena, and Vietnam was stirring the conscience of North Americans.
And seeing as how our neighbour to the south (the U.S.A. of course) has decided to be in a constant state of "war" with ubiquitous enemies around the world, these regulations should come as no surprise. What is surprising is that the U.S. Military is backing off from its own very well established and practical policies about censoring the information that individuals in the service are allowed to divulge to anyone else. In this case freedom of speech could, has, and will cost lives. Living is what we are here for, and as Nietzsche said, any philosophy (or principle) that destroys life destroys itself, and must be abandoned.
Now consider this from the same government that feels it is OK to tap private citizens telephones (a right of privacy for which people have a reasonable expectation) - and would love to get your mail and e-mail too if it could - while seeming to be handing back to the military a right for which historically they had no expectation. Sensible? Not to me.
More tomorrow on bloggers rights.
J.A.I.
Friday, May 4, 2007
A Brief Interlude.
Dear inmate:
Your host here learned to fly several years ago, and it is something I cannot say enough good things about. It is truly one of the most amazing experiences in the world, having your licence to fly a small plane, and flying alone or with friends as the "pilot-in-command".
I am a reader of a newsgroup for private pilots and plane owners, and today a student posted this simple question:
On May 2, 12:02 pm, spo...@usa.net wrote:
> I am gonna go on my first solo at the end of May. I am a little bit
> nervous... Any advice?
It took me back to my last few weeks before I soloed (after which you still have about half of your training still to go before you are ready to take your flight test).
So ... I have broken the surly bonds of earth ... and this is what I shared with him about my first solo ... who knows ... you might have to land a plane yourself someday ... here's some hints:
* * *
Hey first solo:
Know by heart all of the critical airspeeds and emergency procedures. You'll probably be verbally quizzed on this by the instructor, and you need this stuff by heart if you ever need really come to need the procedures. Those speeds you will be using constantly.
YOU are the PIC as soon as your instructor closes the door ... take all the responsibility ... unless something very unusual happens, you don't need a radio to talk to your instructor ... only the tower and ground controllers, or the local traffic. Your instructor should be with you in your head. Trust the instruction, and your instructor's faith in you.
Don't forget your radio work.
Don't taxi too fast, and remember your control surface positions vis-a-vis the wind direction while taxiing. Several people will probably be watching you, and will notice if you forget this.
Remember your pre-take-off procedures. You are probably expected to repeat them all before take-off.
Listen and watch extra carefully for traffic, especially before you enter the runway.
The plane will seem to jump off the runway compared to what you're used to, shorter take-off roll, and better rate of climb ... but keep it nailed at best rate of climb (or whatever climb speed your instructor wants) KIAS while you climb to circuit altitude.
Do yourself a big favour and make sure you promptly and efficiently get the plane trimmed appropriately for all phases of the climb, downwind, and descent. Make sure your skill with the trim is very good to excellent ... it helps saves you from avoidable airspeed deviations, and altitude deviations while you keep your eyes outside the plane (where they belong!).
Keep your eyes outside the plane almost all of the time ... looking for traffic.
Correct for crosswind on all legs (climb, crosswind, downwind, base, final) and keep your track nice and rectangular across the ground (or whatever shape is standard at your home field).
You will probably find that you have about 30 - 45 seconds (each circuit will take about five to six minutes in a small Cessna) while on downwind to think "Holy $8i7, I'm really doing this, and that seat beside me is empty ... it's really nice looking around up here! This is ruddy amazing!" Then you should hear you instructor's voice in your head again with all the things you should know by brain memory and body memory ... but listen to the instructor's voice in your head anyway ... "downwind check" ... don't forget the brake-check (I tended to forget to tap them while on downwind).
Don't forget your mixture and carb-heat (if you need to use this) and check the engine instruments before you reduce power to turn base.
Don't forget your radio work in the circuit! Make your position calls and watch for that traffic, and listen for it too ... those pilots are now talking to YOU (not you AND your instructor), the PIC. It's only your eyes and ears now.
Get your landing clearance before turning base (if you have a tower) if you can. One less thing to worry about on final.
Configure for landing as quickly as you can on base with flaps, etc. Watch out for the plane to "balloon" upward with the first two notches of flaps (many small planes do this) and don't let it climb while losing speed due to those flaps... push the nose down, reduce power and keep the nose down and trim for the right speed and rate of descent. Then double check that engine again, carb-heat again, and the mixture again too.
Get the speed to within 10 knots above short-field landing airspeed established on the last half of the base leg. Remember the wind on base is probably pushing you away from the field, since you shoud be landing into the wind, so correct for that and keep your base leg's track perpendicular to the runway heading.
Make sure your speed and descent rate are correct early on base. This is a really common error ... insufficient power reduction while on base ... and you end up too high on final and you have to do something about it. Just set up promptly, confidently, and efficiently on base and avoid this problem! Being too high when turning final can really sneak up on you if you have a significant tailwind component on base, because it increases your ground speed, pushes you across the ground, shortens the time you are on base, and you end up too high! Just keep glancing at the aim point and if you need to get down ... don't be afraid to reduce that power as much as you need to while keeping a safe airspeed ... less power with correct airspeed means increased rate of descent.
Don't forget your position call for final.
Just before turning final check your airpseed and landing configuration again. Turn final, and get the runway centre-line track nailed ASAP ... listen for your instructor's voice in your head again. "Is that picture out the window look right? ... watch your airspeed ... rate of descent OK? ... did we get a landing clearance?" If you have a VASI or PAPI or APAPI you might have a glance at it, but trust what you've been taught about your aim point on the windscreen. Once on final get the airspeed as close to short-field speed as your instructor and you are comfortable with, and watch the movement of your aim point on the windscreen. There shouldn't be any movement ... if there is your rate of descent and glide path are off a bit ... do something about it with the throttle. Glance at your airspeed occasionally, as students are often tempted to correct their glide path with the yoke, not the throttle, and your speed can bleed away on you (or, less often, you can speed up if you push the nose down to get down with too much power).
Remember if you are trimmed out correctly at the right approach speed, and a good aim point, you just nudge the throttle ... a little more ... a little less ... to keep on your glide path. (But do not "drag it in" at a shallow approach angle and too much power.)
On short final you might get some turbulence, or a sudden change in wind speed and/or direction because of trees or buildings. Just make the plane do what you want ... keep the nose down if it pops up due to turbulence ... stay on the centre line, correcting for the crosswind and don't let your speed bleed away too much. Keep the plane doing what you want Don't be rudder shy ... remember you might need some confident and proper rudder use along with the ailerons at low speeds, epecially for those pesky turbulence caused wing drops.
.
Don't be tempted to carry too much airspeed down to short final (this can easily happen if you ended up too high while turning final)... you only have to get rid of it near the ground, and you might not have enough runway to get rid of enough of it and still have enough room to land safely.
Don't be ground-shy and round out too high ... 100 feet AGL and low airspeed is very dangerous!
After you've rounded out switch your gaze from the aim point to the far end of the runway, on the centre line (don't look just past the nose ... it's rushing by and doesn't give you the picture you need to keep your track nice and straight). Make sure you're using enough rudder to keep the nose pointed at the end of the runway ... and correct for that drift!
Don't be afraid to nudge the power a little tiny bit while you are flaring or settling if you don't like your crosswind correction or rate of descent or your airspeed you and need to fix any of these things ... just not too much power (you shouldn't climb or speed up) or for too long (you don't want to use up all the runway).
Don't be afraid to go-around if you don't like your approach while you are on final. Remember ... its better to go-around early than late. And sometimes a go-around that is too late is worse than no go-around at all, because now you've added power and speed to that runway excursion. And energy is proportional to the square of your speed.
If you hear the stall horn at 3 feet or higher ... nudge the power and/or push the nose down a tiny bit ... if you hear the stall horn and your nose is in the air and your mains are about 6 inches above the runway (or less) and you're straight and not drifting ... congratulations ... this is the beginning of a good touchdown.
Hold the nose up even after the main(s) touch down ... don't "give-up" and suddenly let the nose plunk down while releasing your crosswind correction as soon as the mains are down. You need let the nose come down on its own as the speed decreases, and to slowly decrease the crosswind correction as you slow down and the nose wheel comes down. Don't forget the rudder becomes the nose wheel once it comes down, so be careful with the pedals once the nose gear is down.
Don't brake too hard (unless you REALLY NEED to) ... gently and intermittently should do the trick for you first solo.
When you are "done" ... don't forget you're not really done until the airplane is tied down again.
Don't ruin a good solo by forgetting your radio work when exiting the runway. Remember your call here, and if there's a tower, don't cross that line onto the taxiways or apron without talking to the tower and getting handed off to ground or apron, and getting clearance to taxi back to your tie-down.
Watch for those other students or sight seers walking around the other planes near you at all times.
Remember the flight isn't over until the plane is safely shut down and tied down.
Have fun ... be focused, but confident ... your instructor believes in you enough to let you loose with that airplane. You should believe too.
Wear a shirt you don't mind getting cut up ... and/or you might also get an unexpected shower.
You'll never forget you first solo ... all of the above is what I tried to concentrate on while I flew my one circuit first solo (in Canada a first solo consists of only one circuit ... second solo you can proceed up 3 circuits) in a Cessna 150 around a towered airport in a large city.
If any of this is unclear ... or your instructor tells you something different ... ask your instructor about it, and LISTEN to YOUR INSTRUCTOR. I'm not an instructor, but all of these points stand out for me when I consider what I remember about my first solo (and how I later dramatically improved the consistency and quality of my circuits and landings) several years ago.
Good luck ... and grease it on!
PPL-A (SEL) Canada
* * *
Just a short diversion from my normal subject.
I hope my readers will appreciate the seriousness which most private pilots of small aircraft take the task and the responsibility. It's unfortunate, but few people know just how many hours are safely flown in small aircraft every day. The news tends to focus only on the accidents that occur with small planes. At the end of the day the airlines are the safest way to travel, but small aircraft when flown by pilots who keep their training current and are realistic about their experience and capabilities are very safe, and it's a very invigorating way to get around. Try a site-seeing flight at a local flight school. Who knows ... you might get hooked and end up a pilot yourself, like me.
For me the feeling of self-possession, and responsibility for my own life and destiny, and the perspective on all of life's tiny troubles "down there" were so exciting I went all the way and got my license so I could enjoy the feeling whenever I want.
If you want any further information, leave a comment ... I love talking about flying.
J.A.I.
Your host here learned to fly several years ago, and it is something I cannot say enough good things about. It is truly one of the most amazing experiences in the world, having your licence to fly a small plane, and flying alone or with friends as the "pilot-in-command".
I am a reader of a newsgroup for private pilots and plane owners, and today a student posted this simple question:
On May 2, 12:02 pm, spo...@usa.net wrote:
> I am gonna go on my first solo at the end of May. I am a little bit
> nervous... Any advice?
It took me back to my last few weeks before I soloed (after which you still have about half of your training still to go before you are ready to take your flight test).
So ... I have broken the surly bonds of earth ... and this is what I shared with him about my first solo ... who knows ... you might have to land a plane yourself someday ... here's some hints:
* * *
Hey first solo:
Know by heart all of the critical airspeeds and emergency procedures. You'll probably be verbally quizzed on this by the instructor, and you need this stuff by heart if you ever need really come to need the procedures. Those speeds you will be using constantly.
YOU are the PIC as soon as your instructor closes the door ... take all the responsibility ... unless something very unusual happens, you don't need a radio to talk to your instructor ... only the tower and ground controllers, or the local traffic. Your instructor should be with you in your head. Trust the instruction, and your instructor's faith in you.
Don't forget your radio work.
Don't taxi too fast, and remember your control surface positions vis-a-vis the wind direction while taxiing. Several people will probably be watching you, and will notice if you forget this.
Remember your pre-take-off procedures. You are probably expected to repeat them all before take-off.
Listen and watch extra carefully for traffic, especially before you enter the runway.
The plane will seem to jump off the runway compared to what you're used to, shorter take-off roll, and better rate of climb ... but keep it nailed at best rate of climb (or whatever climb speed your instructor wants) KIAS while you climb to circuit altitude.
Do yourself a big favour and make sure you promptly and efficiently get the plane trimmed appropriately for all phases of the climb, downwind, and descent. Make sure your skill with the trim is very good to excellent ... it helps saves you from avoidable airspeed deviations, and altitude deviations while you keep your eyes outside the plane (where they belong!).
Keep your eyes outside the plane almost all of the time ... looking for traffic.
Correct for crosswind on all legs (climb, crosswind, downwind, base, final) and keep your track nice and rectangular across the ground (or whatever shape is standard at your home field).
You will probably find that you have about 30 - 45 seconds (each circuit will take about five to six minutes in a small Cessna) while on downwind to think "Holy $8i7, I'm really doing this, and that seat beside me is empty ... it's really nice looking around up here! This is ruddy amazing!" Then you should hear you instructor's voice in your head again with all the things you should know by brain memory and body memory ... but listen to the instructor's voice in your head anyway ... "downwind check" ... don't forget the brake-check (I tended to forget to tap them while on downwind).
Don't forget your mixture and carb-heat (if you need to use this) and check the engine instruments before you reduce power to turn base.
Don't forget your radio work in the circuit! Make your position calls and watch for that traffic, and listen for it too ... those pilots are now talking to YOU (not you AND your instructor), the PIC. It's only your eyes and ears now.
Get your landing clearance before turning base (if you have a tower) if you can. One less thing to worry about on final.
Configure for landing as quickly as you can on base with flaps, etc. Watch out for the plane to "balloon" upward with the first two notches of flaps (many small planes do this) and don't let it climb while losing speed due to those flaps... push the nose down, reduce power and keep the nose down and trim for the right speed and rate of descent. Then double check that engine again, carb-heat again, and the mixture again too.
Get the speed to within 10 knots above short-field landing airspeed established on the last half of the base leg. Remember the wind on base is probably pushing you away from the field, since you shoud be landing into the wind, so correct for that and keep your base leg's track perpendicular to the runway heading.
Make sure your speed and descent rate are correct early on base. This is a really common error ... insufficient power reduction while on base ... and you end up too high on final and you have to do something about it. Just set up promptly, confidently, and efficiently on base and avoid this problem! Being too high when turning final can really sneak up on you if you have a significant tailwind component on base, because it increases your ground speed, pushes you across the ground, shortens the time you are on base, and you end up too high! Just keep glancing at the aim point and if you need to get down ... don't be afraid to reduce that power as much as you need to while keeping a safe airspeed ... less power with correct airspeed means increased rate of descent.
Don't forget your position call for final.
Just before turning final check your airpseed and landing configuration again. Turn final, and get the runway centre-line track nailed ASAP ... listen for your instructor's voice in your head again. "Is that picture out the window look right? ... watch your airspeed ... rate of descent OK? ... did we get a landing clearance?" If you have a VASI or PAPI or APAPI you might have a glance at it, but trust what you've been taught about your aim point on the windscreen. Once on final get the airspeed as close to short-field speed as your instructor and you are comfortable with, and watch the movement of your aim point on the windscreen. There shouldn't be any movement ... if there is your rate of descent and glide path are off a bit ... do something about it with the throttle. Glance at your airspeed occasionally, as students are often tempted to correct their glide path with the yoke, not the throttle, and your speed can bleed away on you (or, less often, you can speed up if you push the nose down to get down with too much power).
Remember if you are trimmed out correctly at the right approach speed, and a good aim point, you just nudge the throttle ... a little more ... a little less ... to keep on your glide path. (But do not "drag it in" at a shallow approach angle and too much power.)
On short final you might get some turbulence, or a sudden change in wind speed and/or direction because of trees or buildings. Just make the plane do what you want ... keep the nose down if it pops up due to turbulence ... stay on the centre line, correcting for the crosswind and don't let your speed bleed away too much. Keep the plane doing what you want Don't be rudder shy ... remember you might need some confident and proper rudder use along with the ailerons at low speeds, epecially for those pesky turbulence caused wing drops.
.
Don't be tempted to carry too much airspeed down to short final (this can easily happen if you ended up too high while turning final)... you only have to get rid of it near the ground, and you might not have enough runway to get rid of enough of it and still have enough room to land safely.
Don't be ground-shy and round out too high ... 100 feet AGL and low airspeed is very dangerous!
After you've rounded out switch your gaze from the aim point to the far end of the runway, on the centre line (don't look just past the nose ... it's rushing by and doesn't give you the picture you need to keep your track nice and straight). Make sure you're using enough rudder to keep the nose pointed at the end of the runway ... and correct for that drift!
Don't be afraid to nudge the power a little tiny bit while you are flaring or settling if you don't like your crosswind correction or rate of descent or your airspeed you and need to fix any of these things ... just not too much power (you shouldn't climb or speed up) or for too long (you don't want to use up all the runway).
Don't be afraid to go-around if you don't like your approach while you are on final. Remember ... its better to go-around early than late. And sometimes a go-around that is too late is worse than no go-around at all, because now you've added power and speed to that runway excursion. And energy is proportional to the square of your speed.
If you hear the stall horn at 3 feet or higher ... nudge the power and/or push the nose down a tiny bit ... if you hear the stall horn and your nose is in the air and your mains are about 6 inches above the runway (or less) and you're straight and not drifting ... congratulations ... this is the beginning of a good touchdown.
Hold the nose up even after the main(s) touch down ... don't "give-up" and suddenly let the nose plunk down while releasing your crosswind correction as soon as the mains are down. You need let the nose come down on its own as the speed decreases, and to slowly decrease the crosswind correction as you slow down and the nose wheel comes down. Don't forget the rudder becomes the nose wheel once it comes down, so be careful with the pedals once the nose gear is down.
Don't brake too hard (unless you REALLY NEED to) ... gently and intermittently should do the trick for you first solo.
When you are "done" ... don't forget you're not really done until the airplane is tied down again.
Don't ruin a good solo by forgetting your radio work when exiting the runway. Remember your call here, and if there's a tower, don't cross that line onto the taxiways or apron without talking to the tower and getting handed off to ground or apron, and getting clearance to taxi back to your tie-down.
Watch for those other students or sight seers walking around the other planes near you at all times.
Remember the flight isn't over until the plane is safely shut down and tied down.
Have fun ... be focused, but confident ... your instructor believes in you enough to let you loose with that airplane. You should believe too.
Wear a shirt you don't mind getting cut up ... and/or you might also get an unexpected shower.
You'll never forget you first solo ... all of the above is what I tried to concentrate on while I flew my one circuit first solo (in Canada a first solo consists of only one circuit ... second solo you can proceed up 3 circuits) in a Cessna 150 around a towered airport in a large city.
If any of this is unclear ... or your instructor tells you something different ... ask your instructor about it, and LISTEN to YOUR INSTRUCTOR. I'm not an instructor, but all of these points stand out for me when I consider what I remember about my first solo (and how I later dramatically improved the consistency and quality of my circuits and landings) several years ago.
Good luck ... and grease it on!
PPL-A (SEL) Canada
* * *
Just a short diversion from my normal subject.
I hope my readers will appreciate the seriousness which most private pilots of small aircraft take the task and the responsibility. It's unfortunate, but few people know just how many hours are safely flown in small aircraft every day. The news tends to focus only on the accidents that occur with small planes. At the end of the day the airlines are the safest way to travel, but small aircraft when flown by pilots who keep their training current and are realistic about their experience and capabilities are very safe, and it's a very invigorating way to get around. Try a site-seeing flight at a local flight school. Who knows ... you might get hooked and end up a pilot yourself, like me.
For me the feeling of self-possession, and responsibility for my own life and destiny, and the perspective on all of life's tiny troubles "down there" were so exciting I went all the way and got my license so I could enjoy the feeling whenever I want.
If you want any further information, leave a comment ... I love talking about flying.
J.A.I.
Subscribe to:
Posts (Atom)
