LJDRVR

I'll have to get you a name, but at least one of the 1967 NASA scientist/astronauts was 40 when he went to UPT. Graduated number one in his class.

Even better is the ignomity of a non-denominational burial. AT SEA! That will anger the idiots. Put him in a t-shirt depicting the prophet in a less than flatering manner. Stuff a pork sandwich in his mouth.

Fuck that POS and all the religious zealots everywhere who can't seem to keep their faith to themselves. I hope he gets to meet God. And finds out she's Jewish.

This was my favorite line from the article: •“We are flyers, and sexual harassment and distasteful racial slurs are a way of life for us.” That should be a bumper sticker.

Meanwhile, Jill Metzger walks around with her career intact.

Thanks, Max - didn't mean to water it down.

We all like to think we'd go back to the burning jet three times to carry people out and check for survivors, leaving ten seconds before the CFT explodes. But Rich actually did it. Nice work! https://www.airforcetimes.com/news/2010/12/airforce-reservist-earns-airmans-medal-121010w/

Man, I went through BMTS in 86' and don't remember a bluebook at all. Of course I could have taught a class on aircraft recognition. I was...OK, am a total airplane nerd. All these years later I still get fired up about just about all of them.

Good luck with that lawsuit. Morons.

I'm kind of happy I wasn't working that one. I'm pretty sure I could have commandeered the gate PA and had some volunteers rather quickly. I'm also pretty sure it would have got me fired.

More like a flightcrew problem. I fly both airplanes involved and I don't think I'd taxi a seven-five anywhere near an airplane with an empty weight of 700 pounds.

Jolly Green Giant footprints on your ass. Only cool if you're a PJ.

That would be the first impression, but Roush is well-regarded as a pilot. Thousands of hours of single-pilot jet in the system doesn't automatically make one a great stick, nor does a bunch of P-51 and T-6 time, but taken in whole? Not Thurman Munson by any stretch of the imagination. Jack's done a lot for aviation and has shared his airplanes - I hope he make a quick recovery.

An RA is a big deal. AP/AT disconnected and pitch on the red guidance bar. Gentle maneuver, but mandatory compliance - regardless of in sight or not. Mandatory report to ATC and mandatory Captain's irregularity report. (The latter goes unfiltered directly to our Principle Operations Inspector at the FAA.)

I bought the Scorpion - perfect! Small, light but bright enough to illuminate the large aeroplane during walkarounds. Thanks, fellas!! Any of y'all get through Houston, drop me a line - we'll go fly the Cub and tell lies.

OK, I've searched about nine different ways and can't find a previous thread. I've been using a three D - cell, LED Maglite for years. I've just moved to a new jet and my bag is now stuffed to the gills with charts for said airplane. I'm looking for something smaller that will still illuminate all the dark crevasses of a large airplane, with a minimum amount of bag space. Any suggestions? Thanks!

There is more depth to this than somebody cussing at their troops. I think we're all thick-skinned enough to tolerate a litle ass-chewing, especially when we deserve it. But like Max says, the secret lies in using that as just one of the tools in your bag and not the only implement you own. (A club at that.)Much like the cockpit of an airplane, the safety and effectiveness of a ship relies on the commander getting the very best performance and information from all team members. Part of that's them but a lot of it's the culture you create as the Commander, A/C, Captain or CEO. When you start treating your team like lower life forms? They shut down and stop providing you with the vigilance and counsel you need to do your job safely and effectively. You're now running the boat/airplane/company all by yourself, which is just plain frickin' stupid. Worse, when you physically assault them? Now you're just being a prick who lacks the intelligence, creativity and most importantly, integrity to do your job the way you're supposed to. You want to wear all the fancy crap on your uniform, collect the extra pay and nice title? That's fine - but you better step the hell up and meet your obligations to the people whose lives have been entrusted to you. Reading the article you get a sense of what an epic failure she must be. Potty mouth notwithstanding.

Perhaps he'll be sued shortly since the bridge sounds just like "middle of the road" by The Pretenders.

Hah! STS.

Really interesting perspectives. As far as the airlines, I agree with the sentiments expressed so far - the majors are not what they used to be. I will not take a 747 around the world with a stash of hot young stews in the back for playmates on layovers at five star hotels. I won't have twenty days off a month and make enough money to buy a P-51. (And there was a time - really!) I'm just as likely to get stuck in St. Paul during a -10 degree day with a bunch of militant gay flight attendants and a racist Jesus-freak Captain. (Which leaves booze and porn!) But at the end of the day I get paid good money to fly great airplanes to reasonably interesting places. My wife works, which helps. In another couple of years these age 65 folks will be gone, that should help put me into the left seat, maybe then I'll be able to purchase airplane number two. It's easy to get distracted and pissed by the crap. OPR's, EPR's, additional duties. In my world, evil gate agents who steal from our employees by not processing a jumpseaters request and leaving them stranded at the gate, all because their desire to get the flight out on time overrides any common courtesy and the fact that it only takes them thirty seconds to do the job. At the end of the day, I simply focus on the positive and getting my job done. Anybody not squarely in both of those camps (Mission oriented and positive) I don't have the time of day for. Having a Cub in the hangar and a friend with a Pitts makes life a whole lot better. There's nothing in my life that fat tires, grass and pulling some G's doesn't fix instantly.

I got to be involved with a flight home several months ago, a deceased Marine and his escort travelling from LAX to IAH in the bottom of our 737-800. It was especially sentimental for me for a couple of reasons. I was an enlisted punk, so I wore my SSgt tie tack that day above my union pin. Although I spent four years in the Honor Guard at Bolling and have been to well over a thousand military funerals, It was so very nice to just stand there in the sun and render honors one more time. It was also my leg, so I got to fly him there - rolled it on, too. Lastly, I was able to get the GY/SGT upgraded to first class also, which made me feel good. What a great country we live in that young men and women are willing to go serve, knowing that they may die. PS - wear your uniform when travelling - I'll do everything I can to get you up front and I'm not the only one who does that.

What a shame. My thoughts and prayers go out to the survivors and all the families. I'm going to resist the urge to comment on the obvious. I will say this: For a religion that purports to be peaceful, I'm getting a far, far different vibe. I've been exposed to exactly one Muslim this year. (That I was aware of.) He was a thoughtful, well-spoken young man, we had an interesting conversation on Afghanistan, his insights into the US mishandling the Pashtoon portion of the equation were well-reasoned. He drove me from the downtown Marriott to KDEN after a board meeting this March. His name was Najibullah Zazi. We all know how that turned out.

Thanks so much for all the input. I began working on the article today, I'll make sure to post a link. This subject brings up an interesting thought: What other areas could airline and military aviators learn from each other in? Sort of a cross-pollination of ideas, procedures, techniques and observations? What would that mechanism or venue look like? In a way this already takes place due to the scores of former military aviators that populate our flight decks. Conversely, Guard and Reserve units get a pretty wide sampling also. But straight active duty can remain somewhat insulated. Never happen in a million years owing to political, marketing and budgetary considerations, but it sure would be nice to see. It would be great just to have an excuse to get some of y'all into our jumpseats, so we can go drink beer and chase flight attendants!

Thanks for the info guys! Sounds like the procedure is not unheard of, but not necessarily trained and part of the day to day toolbox. Anybody from the C-21, Freddy or Herc community want to chime in? Also, I'd be interested to hear from the C-40 and 89th airlift community.

Thanks for the insight. The first monitored approach I shot was in a Lear 35. We just briefed it and tried, no real guidelines. With the type of flying I do now, we shoot them anytime the surface vis is less than 5000RVR. 2500 or less include an autoland. (We've got the autopilot, something a lot of airframes don't.) The structure includes a very detailed monitored approach briefing where responsibilities, callouts and procedures are reviewed. We even discuss what would constitute us abandoning the approach once the transition to visual is made. In my environment, the go-around can be executed right up until the TR's are deployed. The CO flies the approach, with the AC serving as PM. The philosophy being that the more experienced set of hands is responsible for the trickiest part. Although procedures vary by operator, most have the PM make a: "Approaching minimums, I'm going heads up" call at 100' above. At minimums, if the PM has the runway environment in sight, the call is: "Minimums, I have the aircraft." and the landing is made. The choice of verbiage here is critical - notice it's not "Minimums, landing." We reduce the urge toward continuation bias with that. If the runway environment is not in sight, the PM says nothing, and the PF automatically flies the missed as briefed. The use of the "no callout" for runway not in sight is to declutter. If the CO is flying and the little minimums bulb on your ADI starts flashing? That's it. This has the added benefit of the person performing a low altitude, IMC go around is heads down and all warmed up. You brought up an excellent point about cold hands, but I believe that is offset by having made the visual transition completely, thus avoiding a lot of potential for SD and illusions such as diving under or shallowing out, both common with a pilot trying to transition. One of the things that surprised me about the video was the lack of callouts and the AC making a call to the command post on #2 just a couple of hundred feet above the runway. Why do we persist in the notion we're good at multi-tasking, when the physiological evidnece show otherwise? Thanks for your contribution. I think there are a lot of lost opportunites for learning and growth when our two cultures don't ignore each other. I think we could both make some substantial strides in airmanship if we occasionally got together. Some adult beverages could be consumed also. Amen.