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If only we hadn't already learned our lesson about building one airplane for all services, then having to phix all of its phucking deficiencies. Is it to late to name it the Phantom III?

Had bad wreck in high school Lots of windshield in knee and arm joints. You could feel it in there most days and then just randomly sitting around you'd look down and see a piece breaking the skin and would pop out.

https://www.snopes.com/fact-check/toilet-licking-trump-protest/ You should definitely believe everything you see on the internet... Well done, but you keep believing everything that makes you feel good. Sent from my iPhone using Tapatalk

Jonathan Kim (born 1984) is an American US Navy lieutenant (and former SEAL), physician, and NASA astronaut. A born-and-raised Californian, Kim joined the United States Navy SEALs in the early 2000s before earning a Silver Star and his commission. While a US sailor, Kim also received his Bachelor of Arts (summa cum laude) in mathematics, his Doctor of Medicine, and an acceptance to NASA Astronaut Group 22 in 2017. He completed his astronaut training in 2020 and was awaiting a flight assignment with the Artemis program as of January 2020.

Outside of taxing in the C, it's the best variant. More gas and bigger wings make such a large difference. Biggest issue is having three variants with multiple services and partner nations all pushing for different things.

It’s not an issue. The only difference between the viper and it is I loosen one shoulder strap...overblown “problem.” That’s not to say the entire canopy design/seat/ejection sequence isn’t retarded. Thanks again B Model.

Listened to him on a podcast, really interesting story and perspective on things...3 hrs that went by in 3 min. Would love to meet him in person.

No worries, we (c-17 community) are be HUD babies, no doubt about that. But our jet was designed to use the HUD as our primary reference, with the best of 80s technology. Good news is our new HUD is pretty sweet. Not perfect, but is sole source IFR certified without limitation. And I think C-130J block 8 will give you gps approach capes. Just comes down to money/budgets, and drawing the line at where "good enough" is. Need good dudes/dudettes in A5/8 to make and defend those budget cases for the line flyers. The hard (worrisome) part is that our budgets probably not going to get bigger, limiting what we can but as far as improvements, and training is being cut on the front end in UPT, undercutting the ability to just "be a pilot and make it happen."

Thank you for clarifying, I stand corrected. I've encounter a whole lot of ego and thin skin surrounding the primacy of the HUD in the C-17. Not a judgment, just a statement of my experience. //RANT// What is ultimately concerning to me is the institutionalized acceptance of mediocre engineer and lawyer crafted solutions to line operator problems with no input from said operators. Anyone remember the response to the F-22 pilot who was blamed for not flying his jet because he had no oxygen? (I know, a gross oversimplification, just hang with me, I'm ranting) Or on a micro scale, how about the functionality of the CNBP number pad on the J-model? Not a big problem, but an annoyance non-the-less. The mentality that we get handed "good enough" training, maintenance, and equipment with virtually no feedback channel it appalling. "But it's how the acquisition/training/regs/etc process works..." is the routine answer, with no one effectively challenging those processes. If we can improve things, regardless of how major or minor, we should. Instead we accept them, demand that others do the same, and even shame them when they don't. In today's aviation era, the C-17 should have a HUD that is allowed to be the sole source of flight information. Just like a C-130J should be able to fly GPS approaches. Just as both should have internal and external camera systems. Instead of fixing these things, we "make the best of it" because that's how we do it in X community, get with the program! In the end crews like those of Shell 77, Torque 62, this F-35, and countless others pay the price as they discover the holes in our training and technology. But don't worry, I'm sure a Warning in the dash 1 will cover it. //RANT//

Imagine being this much woke! #liberals

I can't speak for the fighter or F-35 specific stuff, but if go-arounds were a bean, people would have to log them. That might diminish the reluctance of folks to go around in a borderline situation, since they'd have the face-saving option of rehacking currency.

Easy to go into the "salvage mode" when you're alone. First leg of my first flight as a newly minted Bus CA landing at the shortest field (SNA) in our system I fu*k'd the approach and somehow had the fortitude to go around. 20+ years later I still have nightmares of trying to salvage the approach and going off the end of the runway. Heck, even this morning I went around in my trusty RV.....I was high but at least I was fast.

Sometimes, one just needs a carriage return. On a separate note, "unfornicate" is not a real word, but passes muster here, as we like alternate ways of saying things.

ATCer here. I'm a Tower guy, so explaining what Center/Tracon dudes do can be difficult because 1) it wasn't me and 2) the equipment and rules they use are very different (even from each other). As absurd as this guy with the phone seems, keep in context the terrain surrounding the area, and the locations of radar antennae and radio transmitter/receivers - for Centers they're optimized for talking to people in the flight levels above 10k, and around terrain (which there's lots of in that area) you lose line-of-sight and radar contact/comms very quickly below those altitudes. Assuming the aircraft is semi-controllable, which it obviously was, and someone on a multi-crew aircraft is able to maintain communications, passing along a phone number while you can is a prudent move and it wasn't just so the mishap aircraft could cancel IFR on the ground. There's lots of info needed and it's likely that was rapidly going to be the only way to communicate with the Center, who can pass around useful stuff like Lat/Longs and other crucial info for emergency response and not just rely on eyewitnesses calling 911. Also do J-models have integrated Sat Phones, like the C-17's Aero-I? Also where this occurred is just beyond the eastern fringes of the servicing approach, SoCal Tracon (SCT), and at the lower levels of Los Angeles Center (ZLA). SCT in the area is really set up to work the Palm Springs TRSA and to feed/sequence the satellite airports in the area (Bermuda Dunes and Thermal), and there's a basic ATC procedure of not forcing radio frequency changes on emergency aircraft unless better handling will result. Someone in an emergency descent from the low twenties or teens (not sure where MC-130s do their A/R) isn't a whole lot of time to work with beyond an emergency point out as you blow through someone else's airspace. Finally the LiveATC tape was edited so not all the comms are there. Anyway consider the limfacs, don't just look at it as quibbling. Very very happy there was such a happy end result. America!

Being proficient with automation is a critical pilot skill. Being proficient with hand-eyeball flying is a critical pilot skill. Thank you for coming to my TED talk.