In article 64.209.0.95>,
Clark uswest.net> wrote:

I've flown many hours with ANR headsets. They don't eliminate engine or
wind noise. You can here MORE when using ANR...you'll hear things
you've never noticed before.

I'm looking for some book recommendations - but the request comes with a
story:

A couple months ago I went with my wife to a quilting exhibition at the
local state fairgrounds. Quite nice quilting work, actually, though of
course I saw only one other male there. When we arrived the parking lot
was much fuller than I expected because it turned out that a used book
sale was also being done in another larger building. So after looking
over the hundred or so quilts we decided to wander over to the book sale
do some good old fashioned book browsing. Never know what old treasures
or curious titles one may stumble across.

Still, I had to restrain myself because I already have quite a few unread
books. I fear I'll never get through the backlog I already have before I
exit this mortal coil. But I did come across a couple used books that I
figured were worth spending $4 each on:

"Takeoffs and Landings" by Leighton Collins

"Free Flight" by James Fallows

The Collins book had a forward by Wolfgang Langewieshe, and the short bio
on the backcover told me all I needed to decide the book was worth
picking up.

On May 18, 8:29 pm, Clark uswest.net> wrote:

Wind noise is really a broad spectrum and ANR is tuned to a very small
range (near 100Hz), so I would not be overly concerned. Wind
inherently has no noise. Noise is generated when wind flows past
various features of the airframe which convert the steady flow in
turbulence. So wind noise is going to be highly dependent on each
airframe.

"Clark" uswest.net> wrote in message
news:Xns9AA2BC0C1EA99ch2uswestnet@64.209.0.95...

Yes. I have a much more modest Lightspeed ANR headset but it does a very
good job of eliminating engine noise (at least to my old ears). I have always
left the ANR off through runup and my first takeoff because that is one time
that feel it is important to hear exactly what the engine is doing.

Vaughn

This is a link to the largest Air Traffic controllers blog
in America

The FAA is out of control

Scary shit

http://themainbang.typepad.com/blog/2008/05/a-fly-on-the-wa.html?cid=115166914#comment-115166914

Hi folks;
Please bear with me on this post. I've just spent the entire day
thinking about some things and have a few what I hope will be accepted
as friendly thoughts to share.

Keep in mind if you're reading this that what I'm going to say isn't
meant to be critical of anyone in any way and that I totally respect the
right of everyone on this forum to make up their own mind on these issues.

What I'd like to share with you are simply my own thoughts on some
things. All of what I'm saying here is simply how I personally view the
issues involved.
So bear with me as I try and get this stuff down without pissing off
half the world in the process.

First of all, I've been reading a thread here where pilots are dealing
with Mxsmanic on the issue of physical sensation vs instruments in an
IFR environment, specifically when certain instrument failures...

More Proof the FAA is EXPANDING Civil Rights and Management
staff at FAA D.C. HQ while CUTTING Air Traffic controllers
and technicians. Remember, Air Safety is no longer important
at the FAA. Expanding worthless D.C. Empires and Civil
Rights staff(SCAMS)while pissing away American tax money is.

All while delays skyrocket and Air Traffic errors and
close calls expand. Your new backasswards FAA.

Page 29 FAA Resources, Employment
Washington Headquarters (only)
CY 2006 3,096
CY2007 5,363

A freakin' GAIN of 2,267 employees to do the weenie rub
at the FAA D.C. Puzzle Palace! As my pal says, "I wish I
had the contract to sell sheet cake to the FAA!"

It used to be that when we were assigned an en route altitude we held
it, plus or minus a needle width or so -- husbands trained as
engineers are apt to be a little compulsive about things like that.
Well, we had a long discussion with another pilot who had different
advice. He suggested, since we are in a low winged airplane, we hold
assigned less 50 feet or so -- if a high winged airplane, he'd have
recommended assigned plus 50. His obvious intent is to avoid en route
conflicts. It seems like a cheap insurance policy to me, but how real
is the threat? Does anyone have an idea on how often there are
altitude conflicts when on an IFR flight plan?

We have agreed on VFR cross country flights (something that we very
rarely do) we will hold that kind of offset to the altitude rule as a
matter of routine: you might consider doing that too.

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On May 15, 9:49 pm, "Coffee, Tea or Flames"
wrote:

Was the flight attendant bipolar?