TreeA10

IIRC, the checklist called for a climb to 35K and involved a 1G stall/cabin pressurization check. Easily accomplished by slowly pulling the throttles to idle. Throttle or stick techique, i.e. ham fisting, the jet might have resulted in the problem. The jet has cables for both fuel control and flight controls and, if it wasn't rigged correctly, that may have caused the problem. However, prior to the 35K check, he would have shut down each engine (not at the same time) and done a restart via cross-bleed and APU at 15K. So, I'd say there is more to the story that we don't have via that link.

I think he failed to clear for rocks at 12 while target fixated on a blonde.

First step in the G-warmup is to put down your coke.

Great book called Spitfires, Thunderbolts, and Warm Beer covered the process of the UK recruiting in the US, getting the pilots into Canada for training, and then to the UK. The pilot in this book flew for the RAF before the Eagle Squadrons, then in the Eagle Squadrons, and then in the 8th AF. I wonder if the Australia would hired a retired guy?

I have no idea how they calculated savings with the iPads, they just said $1.2 million in fuel. Not sure how much could be saved with no longer purchasing Jepps. I think Jepps charges for information, not paper. Not printing paper ops manuals will save a ton. One direction I haven't heard mentioned at the airline is moving away from printing flight plans which includes route, notams, takeoff data, and weather. If that information could be linked into the iPad, the savings on paper, printers, and ink would be huge.

American Airlines put out an estimate that removing the 35lb kit bags and replacing them with 1.5lb iPads would save in the neighborhood of $1.2 million dollars per year in fuel costs.

I've seen it work with Sectionals but not approach plates. The only problem I noted with the Sectionals was the trying to reference points on the ground from FL350 but it was still very, very cool.

There is a precedent for a combined burial. Unidentified remains of the Challenger crew was buried in Arlington in a joint grave. Why this or something similar was not done is unacceptable and the idiots in charge should be handed a shovel and fix this oversight immediately.

I remember hearing the estimated WW III life span of a Hawg driver was 19 tanks. Do targeting/defensive enhancements offset the threat enhancements?

Looks like a weapons effects testing arena. Detonate the bomb in the middle and look for fragmentation distribution, velocity, etc. Eglin uses something similar.

Mr. Lim..."My suit make man took rike million dallah....you...mehbe thousand."

If the Navy has problems filling the decks of its carriers with aircraft and or crews, I think you might see them asking the Marines to buy the F-35C.

Not sure how ANA does it but we have a Flight Attendant on the flight deck with us and we let them open the door. I've never used the unlock switch to open the door. Placement-wise, each airline designs it a little different. Our door unlock switch is located to the right and behind the rudder trim. Still not sure how you could mistake the little knob which is locked unless you lift it then rotate the knob with the larger trim control with no lock. Stranger stuff has happened, I guess. Lucky they didn't seriously hurt someone or tear up the jet.

Masters of the Air by Donald Miller, about the bombing campaign against Germany in WWII. Topical highlights: loss rates vs replacements for Germans and US and launching costly bomber raids with the sole intent of bringing up German fighters to kill them, the debate in the leadership between precision and area bombing, target selection arguments between cities, oil, sub pens, V-1/V-2 launch sites, rail transportation, D-Day landing preparation targets and the effectiveness of those raids.

"The Dream Machine" by Richard Whittle. Covers the development, marketing, and integration of the V-22.

33 yr old in my UPT class way back when. He was an Army then AF helo guy.

It has been a long damn time but I do remember dragging a four ship through the gap with standard crappy Korean weather.

I was at Shaw in 94 when Iraq did the double pump fake that began the never ending Southern Watch. We were coming up on a Phase I ORI when this thing started and the wing generated 2 F-16 and 1 A-10 squadron plus an additional 6 or 12 (can't remember the exact number) A-10s that came from McChord and were in flyable storage prior to going to Moody. The two F-16 Squadrons launched, the A-10's did not but 6 Hawgs were transferred to Pope to cover a shortage and those guys launched. We asked Langley to come down and watch but they said it wouldn't work for an eval. WTF??

Not sure about CCIP but, when I was at the plant in Fort Worth, the guy did mention "autostrafe." It only carries about 180 rounds so I guess the computer can shoot them.

I think those are AF-8 and AF-9 which were supposed to go the school house.

SOS is pretty much useless but I do remember this one nugget of wisdom from a three star: "How often do you read information in newspapers or see news reports on television about topics that you are experts and you see the errors in their information? So, why is it that you give any credibility to those same sources when they report on topics that you are unfamiliar with?"

We landed a 737 shortly after the incident on Rwy 10. Their choice (I think made for them by the emergency) of 19 was much better due to winds which were in the neighborhood of 22G30 out of the south, give or take a little. I'm not an Airbus expert but they had no nose gear steering and had they landed on Rwy 10, I think they would have had far more difficulty staying on the runway. TRANSCRIPT OF AIR TRAFFIC CONTROLLER, PILOT CONVERSATION UA 497: Clear for takeoff runway 19, thank for you very much. UA 497: We need to vector back to the airport, we got a smoke issue with the airplane. N.O. Approach: Turn right 030 (degrees) and maintain 4,000 (feet.) UA 497: 030 4,000. And we'd like the longest runway please. N.O. Approach: There are men and equipment on the runway - they're going to try to get them off now. Descend at pilot's discretion. Maintain 2,000. UA 497: We are declaring an emergency and please roll equipment for our landing please. N.O. Approach: We are unable for (runway) 10, can you take (runway) 19? UA 497: ..no.. N.O. Approach: Roger, we are clearing the runway now. Airport operations: How much time do we have? New Orleans Tower: I'd say they are about 11 miles to the west. Airport operations: Tower, we can start trying to pull them off, but I don't think we will get them all off in time. N.O. Approach: United 497, Say souls on board and fuel remaining. UA 497: 106 souls on board, fuel remaining 32,400 pounds. N.O. Approach: They are still trying to get all the vehicles off the runway and 19 is still available if you like.... New Orleans Tower: ... working as fast as they can (unintelligible) There is a bunch of equipment on there they're tying to get off now. UA 497: You need to clear it for us. New Orleans Tower: I understand, sir. We're getting them off as fast as we can. N.O. Approach: Turn right heading 140, main 2,000 ....cleared ILS runway 10 approach. New Orleans Tower: Can you verify the vehicles are exiting? Airport operations: We are attempting to get the vehicles off right now, I'm removing the cones also. New Orleans Tower: OK, cause I haven't seen any of the vehicles move and the aircraft is ten to the northwest and they have to have runway 100. N.O. Approach: United 497, Turn right heading 180. UA 497: um.... We only have one... um ... (Alarms sounding in background.) N.O. Approach: United 497 say again sir? New Orleans Tower: We need three minutes to get the runway clear. UA 497: (alarms blaring) We've lost all our instruments right now and we're going to need (directions) N.O. Approach: United turn left heading, 20 degrees left N.O. Approach: Just continue left turn, I'll tell you when to stop. UA 497: (unintelligible) What vector are we from the airport? N.O. Approach: Right now sir you are on the 330 degree heading from the airport. Northwest of the airport for runway 19er. If you continue on this present heading you'll set up on the shoreline for 19. UA 497: Shoreline for 19. N.O. Approach: I can set u up there or I can vector you, what'd you need? UA 497: That's fine. N.O. Approach: (unintelligible...)You got the water, right? UA 497: Yeah, we got the water and we're going to stop here about 600 feet. N.O. Approach: Roger that. The airport's currently at your 1 o'clock and five miles. UA 497: 1 o'clock and five miles roger. New Orleans Tower to fire crews: Fox-6, next arrival runway 19er is our aircraft. And the aircraft is approximately 3 miles northwest runway 19er. N.O. Approach: If you start your right turn now I can set you up on final. UA 497: Start turn on final. New Orleans Tower to fire crews: The aircraft is over the shoreline around two miles out. You do have permission to proceed on to the runway after he lands. N.O. Approach: Make a right turn. The airport is off to yoru right side, N.O. Approach: 497, clear to land 19er. You'll be able to make it sir? Winds 180 at 16, gusts to 20, Clear to land. Runway 19er. New Orleans Tower to fire trucks: Fox-5, this is our aircraft touvh ing down bow. New Orleans Tower: Follow the aircraft down the runway. New Orleans Tower: We're going to need runway 10 operational. Runway 19er is fouled at this time. Fox-5: The aircraft is off the runway.

I gave out EQ's rarely. I never heard of any requirement or quota regarding EQ's. If I flew with a guy and the mission went flawless it was a definitely a Q-1. It is what is expected. If the examinee had to overcome weather, mechanical issues, or weapons issues and still flawlessly accomplished the mission where most could have easily given up, we are into EQ territory.

Or you could just wear something with a giant red maple leaf and let everyone think you are Canadian.

You can't change them but you can put a yellow sticky note on the item. Touch the yellow square and your note comes up.