HerkDerka

Great, now do us a favor and STFU. HD

Could you move a little to the left? Yeeeeeeaaaaaah....that's grrrrreeeeeeeat. HD

Let's see......oh....Lumberg F%ed her! HD

Here's my two pennies. First, there's no such thing as a bad flying job. Airlines pilots get bored because all they ever do is take off, George on, George off, and put down the magazine to flare. The military plane with the least amount of "fun" i.e. AWACS is still alot more fun to fly. It's pretty impossible to go through UPT and then hate your job. I wasn't sure if I would like Hercs until the first time I flew one. Then I realized TAC Airlift was were I belonged. The AF won't be worried about keeping you happy even after 10 years, so don't worry about that. But seriously, with today's job market, civlian companies don't need to worry about keeping young employees happy either because they all need their jobs. About the only downside is to military aviation is the time away from home, but it's still the pinnacle of flying. Good luck to you! HD

Hello to everyone from the sandbox. Just wanted to give a quick hello and apologize for my absence in posting lately. I don't know how this board can survive without my one sided and completely irrelevant and unhelpful posts! BTW - Did that Check Six dipshit ever get the message and stop posting? HD [ 21. August 2004, 18:24: Message edited by: HercDriver24 ]

Wow Baseops, a free subscription? Maybe I should head on over to the Check Six forums and spread the news! HD

Neville- I appreciate you sending me four emails. Baseops gave you his apology, now leave our forums alone. Be a man and just walk away. It is very poor form of you to threaten Baseops wil legel action. He's done nothing wrong and his website is on no way affiliated with the mighty US military. With that said, STOP EMAILING ME. Harassment suits are much easier to win than internet suits. HD [ 09. August 2004, 17:28: Message edited by: HercDriver24 ]

IMHO You need to seriously look at what it is you want to do. It is a real waste of AF resources to get your wings and then try to jump over to JAG. I'm not accusing you of anything, but if you just want to be a pilot because it "sounds like fun" then you need to pursue the JAG career. It's easy to cross train from a mission support job to JAG, but not from pilot. The Air Force spends well over a cool million to produce just one pilot. They tend to want to keep you flying until you get enough rank to do a staff tour. It's not impossible, but I would be AMAZED if I ever heard of it happening (excluding medical problems like the TV show ). HD

FE's are all enlisted. They are not pilots or navs. Eng's are required to spend about at least four years as some type of maintenance troop. Then they go to basic flight engineer school to learn how to work TOLD and then to FTU for their specific aircraft. Their main job is to monitor the engines, operate aircraft systems, compute TOLD, and fix minor manitenance issues and complete inspections when away from home station. Eng's are basically the resident systems expert on the plane. The USAF planes that have FEs are as follows: C-130 - All variants (C-130J is the exception). C-141 - Two engineers C-5 - Two engineers E-3 E-8 KC-10 MH-53J/M - Two engineers HH-60 UH-1N There are eng's on OSA planes like the VC-25 and C-20, etc. But I don't know much about them. HD [ 05. August 2004, 01:32: Message edited by: HercDriver24 ]

I put it on my left. Absolutely no reason why. HD

Jhonka- Don't confuse 'em man. The prop isn't connected to the engine in the Herk. It's connected to the reduction gearbox which is connected to the extenstion shaft which is driven by the turbine assembly. This is more of an indirect connection since the engine is actually just driving the reduction gear box. And the engine doesn't run at 100%. It runs at 98-102%. Rooster- In the Herk, our condition levers have four positions and never move during flight unless you're airstarting or shutting down and engine. HD

Aileron Rolls, Loops, Split-S, Cuban Eight, Clover Leaf, Barrel Roll, Immelman, Lazy 8, Chandelle. That's about all I can remember. HD [ 26. June 2004, 15:43: Message edited by: HercDriver24 ]

Yes, when you finish your final intrument check in Corpus you qualify for a type rating. Either BE90 for the T-44 or BE200 for the TC-12. Regarding T-1s, I have no idea b/c I never flew them, but I would think you might be eligible since it's just a souped up Beech 800. HD [ 08. June 2004, 17:36: Message edited by: HercDriver24 ]

Here it is out of the AIM: 4-3-22. Option Approach The "Cleared for the Option" procedure will permit an instructor, flight examiner or pilot the option to make a touch-and-go, low approach, missed approach, stop-and-go, or full stop landing. This procedure can be very beneficial in a training situation in that neither the student pilot nor examinee would know what maneuver would be accomplished. The pilot should make a request for this procedure passing the final approach fix inbound on an instrument approach or entering downwind for a VFR traffic pattern. The advantages of this procedure as a training aid are that it enables an instructor or examiner to obtain the reaction of a trainee or examinee under changing conditions, the pilot would not have to discontinue an approach in the middle of the procedure due to student error or pilot proficiency requirements, and finally it allows more flexibility and economy in training programs. This procedure will only be used at those locations with an operational control tower and will be subject to ATC approval. I guess that updated it this year. I remember the option used to be only for TNG, full stop, and SNG. Still doesn't make alot of sense in that low approaches and missed approaches don't require a clearance. Go-arounds are always pilots discretion. HD

As I stated earlier, the option is a clearance for three things. It's in the FARs, check it out. And there's no difference between a civil option and a military option (Unless the Chapter 10 says so). Low approaches, they're nothing more than a go-around and go-arounds are free as stated by PAB. Clearing you for the option is clearing you for final, once established on final, the go-around is your decision. You don't need clearance for it. Toro's post was spot on. Hence the reason that you only get the option with an empty pattern, you get cleared for the specific touch and go etc. when your bouncing in a busy pattern. [ 03. June 2004, 01:28: Message edited by: HercDriver24 ]

By the FARs. Option is clearance for the pilot's option of three things: 1. Touch and go 2. Full stop 3. Stop and go HD

So, what are you trying to say? HD

Absolutely not! Hmmmmm, for some reason I have a hankerin' for a Chevy! HD

Right on Hueypilot. Let's also not forget that out typical mission lasts a little longer than 1.5 Looking forward to a couple flights with you when you get to the big DY! I've just got to remember to brush up on my fix to fixes first! HD

ITT and TIT are actually two different things. Although both are engine temperature readings, they are measured in different places. The T-44 used ITT (Interstage Turbine Temperature) because the thermocouples were located between two stages in the turbine section (That might not be spot on, I've forgotten almost everything about the Peg's engine). Regardless, ITT is measured between the turbine stages. TIT (Turbine Inlet Temperature) is measured prior to the turbine section and after the combustion section. TIT is what you'll find on the Herc. In others words, both are heat readings, but just measured in different locations. The place where the heat is measured changes from engine to engine. HD [ 27. May 2004, 18:27: Message edited by: HercDriver24 ]

Mardon is decent. www.mardonco.com And I agree, HERKS RULE! HD

Oh yeah? Wait until you get into the flying community. There's a reason that we say things like "cranium" and "container". I also find it interesting that you were offended by me saying "cunt" but not by PAB saying "dick" and "tits". They're all body parts aren't they? Let's get a little standarization here. HD

Wow, rule of 5's. I forgot that one a while ago. jtpuro- My personal fix to fix technique is the pinch 'n' pencil. First, put one finger on your desired radial and the other on your current course. Pinch your fingers together to get a half way point. Then pinch again either from the desired radial and halfway point if you are going to a further DME or from the halfway to the course if you are going to a smaller DME. The second pinch gives you a good initial heading. After that, perform the pencil maneuver. Draw a line from the radial and dme to the course and move it to the little airplane on the HSI. Now just keep updating and you'll be within 0.5 every time (assuming you update correctly). With that said, I agree with F16pilotMD. Just wait until you get there to learn this junk! HD

lovelacm- That was classic, sounds about right too! Beaver- I agree with you. Fix to fix isn't really that hard once you get used to it. However, I don't see anything wrong with asking for a vector if you're SA's gone TU. Of course, it does break the fundamental rules of aviation "Look cool, act cool, and sound cool!" IMHO, asking for a vector is not a bad thing, just use it as a last resort (as long as you aren't /I). HD

One place I hate to fly into is KMEM. Those approach contollers are real dicks. If you don't have Fed Ex somewhere in your callsign, they view you as the low man on the totem pole. MEM is normally not that bad, it's just when you show up during the big Fed Ex departure and arrival times. On the lighter side Washington DC's controllers are generally pretty helpful, but you gotta watch out for all the damn TFRs. HD