Coasta

From C-17 static display during family day at Boeing Long Beach: Stoner Surfer Dude: "Dude, can this thing land on the beach?" Me: "Yeah! Once." Keep fightin' the good fight Chuck. You SOCin' it up this week?

Copenhagen. Lock please!!!

Shut up Nav!

Break stuff. Wait...I already do that.

Jackpot!!! My laces are knotted in about 4 different places where they've broken and I've tied them back together. Thanks! Now I gotta find my MSgt with the impac card. Thanks Turtle. Coasta

"At a projected $276.5 billion..." Unpack your bags ladies and gentlemen. No one is PCSing for 10 years. Nyuk nyuk nyuk!

Better yet...make it a raven.

WOW! A urinary olympiad about hot brakes!!! It's a good thing everyone on this board is a physicist. Don't forget to chalk the nose gear with the co-pilot.

2 on the Blackhawks Nat'l Anthem. It's been a tradition to just go apesh!t when Wayne Messmer sings it. I've been to dozens of games at the Old Chicago Stadium and the United Center (which pales in comparison). It's absolutely electric!

Flt Docs, I have a relative who's been diagnosed with sleep apnea (sp?) and is very much interested in an aviation career. How does this affect his PQ, and if it disqualifies him, are there treatments/surgical procedures to restore his PQ? Thnx Coasta

HercDude, You're looking in the right spot. Go back to 11-401 and search "Primary Time." You should find your answer. "3.4.1.2. For pilots, primary time is time actively controlling the aircraft excluding hands-on-time flown while instructing and evaluating (log such time under instructor or evaluator). It is not predicated on which set of controls is being used (multi-place aircraft), or on the duty position indicated on the flight authorization. Pilots receiving instruction while controlling the aircraft will log primary time." Coasta

It's my understanding that the AFFSA guys don't do all that much flying. This will be one interesting Class A.

ZRooster, Here's my take on your T/R issue. The -1 procedure tells you to T-Handle the engine if the core T/R fails to stow. The T/R failing to stow hasn't been the problem. The problem arises when when the engines are hot and the core fails to deploy due to thermal binding at the core turning lip seal (the stowed seal). If this happens in flight, who cares, put the throttle back to fwd idle. Boeing is currently working to find the root cause of this anomaly. You should see a -1 change regarding the Thrust Rev X procedure that pertains to P-151 and greater, and a TCTO to retrofit T/R hydraulic lines for the rest of the fleet. Coasta By the way, I've never used the T/Rs in the box. [ 21. September 2006, 12:39: Message edited by: Coasta ]

Well put Chuck (enjoy a few too many at Charlie's tonight) For me, it really depends on what your doing which dictates the use of the A/P. On a 13 hr pond crossing, my after take off checklist might look something like this: 1. Gear................UP 2. A/P.................ON 3. Aircraft control....X-fer to CP 4. ACM.................get in pilots seat 5. Box Nasty...........Eat 6. Sack(bunk)..........hit it like a bad handjob Of course, why would you want to hand fly at cruise for 10 hrs at 350? Chuck is dead on about LL trng. Here at Long Beach we almost never use the A/P except to get to and from the area. Most of the time we're in a non-standard configuration (doing airstarts, abnormal flap/slat configs, GPWS/TAWS ops checks) that prevents us from using the A/P or Autothrottles. Basically it's all personal preference on how much or little you want to use the A/P. The guy who got down graded for turning the A/P off...sounds like he had a real winner for an EP. Us C-17 guys have our share of douchebags too. What the C-17 community does have are what we call "HUD babies." I'd encourage the SNAPs to do a HUD down approach every once in a while. Preferably an NDB with standbys only. That outta show you how sharp your instrument skills/scans are. Coasta

Travis and McGuire are correct answers. I'm pretty sure that the school house is at Travis though. Back me up on this 10MAN.