BFM this

I'm not familiar with the control layout in the scarrier, but I'm pretty sure that it's operating at mil pwr when hovering. Maybe he swipped the throttle back when he meant to move the nozzles horizontal. Moving the nozzles horiz is a typical part of the harrier show: just tilts the plane back so that it looks like it's flying off near vertical. Makes for a good show. Take the throttle out of mil when hovering: picture wile-e-coyote just after he steps off a cliff.

Marine Hercs are not equipped with MLS.

A thread usually gets closed when it becomes: A) a pissing contest and/or flame war B) pointless and unproductive and therefore a waste of server bytes C) a chat room conversation btw two or less parties... D) irrelevant: this is a mil aviation forum after all The list goes on--you get the point. In other words, to your above comment, you're probably right...

Must...let...thread...die...but...I can't seem to...stop myself... Actually there's nothing that says you couldn't fly form in Class A if it's arranged btw the pilots. "Atlanta center, Lancair 123YZ with you FL180, flight of two..."

Back to the "feeding the trolls" comment. 1) So far, I'm afraid to say the trolls have it: I haven't seen anything illegal discussed. 2) To the board vets who are getting worked up: these guys just aren't too bright, or you're being baited. 3) You're being baited. (Or witnessing darwinism in action...)

Well, CJ, I hope I didn't sound like I was describing the path of least resistance. I was hypothesizing what a motivated student might be capable of when paired with an instructor who was able to think outside of the part-141 container. But we've all got our opinions...

Ok, now who's got the "Tweet Rage" video?

Would that be this video? https://live.infomaniak.ch/rossy/avionchasse-1.wmv

If it paid the bills (and someday it might), sure, I'd fly an airbus without complaint. It probably is a neat airplane to fly. In the way of mopeds and...

ifrflyer, I made the same transition last year. I had one set of BDUs where the EGA was faded to the point that you had to get within two feet of my pocket to see it. That was the pair that I wore in the field. After that, I did go ahead and purchase two more sets for everyday ots wear. Being a flyer, that's a lot more BDU than I'll need for a while. On that note, yes, I said "purchased"; you'll buy everything. There will be no assembly line that you walk through with your seabag open while things get tossed in at 11:30 at night. (Ah, the memories) So, if you want to get a leg up (sts), go ahead and start hitting the uniform shop now. The OTS web page has a list of exactly what you need. If you show up with nothing but a credit card, you're golden. www.airforceots.com has this and a lot of other unoffical, but sometimes usefull gouge. SF.

Scenario: Me: fairly new CFI Stud: had his hands full but doing well on a night XC through West Lafayette, IN (Purdue). We did a touch and go intending to proceed to our second destination to the northwest. Shame on me: the controller had cleared us to land. Oh well, the deed's been done, I decided to sit back and see how the student handled this tense situation. Couldn't get any worse, right? Climbing out on our touch and go: LAF TWR (sounding rather perturbed): "Cessna 45G, I cleared you to land on runway 10, say intentions." I could see my student figet for a moment while he reached for the mike button. Stud: "Uh, Cessna 45G,... intentions ."

Rback, Live by the gouge, die by the gouge. The gouge is what you use after you've done your readings to reinforce what you've read. It includes notes, flashcards and study aids. The icing on the cake is when you take a critical eye to the gouge and verify it's accuracy. If you do this, you'll find some erroneous and dated material, and in the process you'll become the expert in the material that you need to be to not only succeed, but succeed well. If you don't, you'll get the rote memorization of facts and figures, which, if taken out of context, will show up in the table top briefings, check rides, and shotgun stand ups and leave you looking like you have a very poor grasp of the material.

Wing safety or your unit safety officer should have info on riding courses. Another good source of info is the local bike shops.

Without a club on base you're probably looking at Official Business Only. I flew civilian planes into my last base regularly, but it was after the aforementioned paperwork, and again, OBO while I was on duty with my reserve unit.

Eluzion, Depending on where you go to school, see if there's a football stadium open in the mornings. Running up and down the stairs a dozen or so times will make you feel alive. I wouldn't do it every day, but it's something to mix things up every few days or so.

You live there? I just thought that was the after hours place that opened for drinks and breakfast when all the other joints closed.

Can I come drink on your tab, too?

#153 on the list of things that you don't need to worry about and probably wouldn't understand until you get to UPT. There's some techniques, procedures, and technedures that are pretty military (and even Air Force) specific that differ from civilian flying. If you are inexperienced, it's all transparent. If you are experienced, theres a curve ball here and there, but otherwise it's all easy to adjust to. With regard to the topic of this thread, I agree that instrument training (or rating) for the sake of getting a leg up on UPT isn't worth it. If you already have some experience, be prepared to work hard at UPT regardless. If you lack said experience, be prepared to work a little harder than the experienced folks, but don't think that you'll get left behind. There are plenty of UPT grads that didn't have any experience to speak of and ended up performing as well as those who had some to start with.

I guess I'll wait till after UPT to let my twisted side out again...

The cheapest flying I've found is a Glider Club. Obviously things will vary from club to club but at the one that I was a member of back in IL you paid for tows and dues and that was it. It was about $400 per year and $21 to 2K', I had some pretty cheap 2 and 3 hour flights. Question is: will glider time kick up a PCSM score? It was never a factor for me as my glider time was a drop in the bucket above the 200 hour max for the PCSM. The other thing is that you'll have to get yourself spooled up to at least solo status: most instructors don't want to hang around while you work on your thermalling techniqe for hours on end. At any rate, www.ssa.org will help you find a local outfit.

Here's an interesting one: stuck throttle (Mil), night, bad wx... https://www.codeonemagazine.com/f16/semper_viper/viper00.html Here's HUD video complete with (unfortunately) cnn commentary https://www.cnn.com/US/9606/29/spectacular.landing/

Uh, if this is what you call "not trying" then you might want to consider a career in sales... I'm with everyone else on this one: if you can afford it, more power to ya--must be fun to ride around in.

https://www.collegehumor.com/?movie_id=24993

Looks kinda scary to me: ya never know what the computer in the Airbus will decide to do at any given moment...

Haven't flow the T-6 but I do have some time with the PT-6 series engine. If you can visualize the reverse flow, compressor section spooled directly to the first stage turbine. There the spool stops and right next to the first turbine is another turbine: a power stage turbine which is geared to the prop. N1: the speed of the first stage turbine and compressor section, in percent of rated rpm. Np: the speed of the prop, typically in rpm's (IE 1700-2200 normal range for an early model King Air -90), but not always. ITT checks as C-21 talked about. As far as EGT vs ITT, it all depends on where the designers decided to stick the probe (STS). For the T-56 that's on the Herc, it was at the turbine inlet (TIT), PT-6 it was around the interstage point (ITT), J-69: you get the picture. PMU: sure, what C17wannabe said...