moosepileit

Worked Great for Wayne Handley, until the one time it didn't... ETA- Pratt & Whitney PT6A-25C https://en.wikipedia.org/wiki/Wayne_Handley

The U.S. Air Force has a message for Iran: Don’t mess with our drones. In what only can be described as a scene out of Tom Cruise’s “Top Gun,” Gen. Mark A. Welsh III, Air Force chief of staff, describes how F-22 stealth jets scared off Iranian jets from a U.S. drone flying in international airspace. The Aviationist reports that in March a U.S. MQ-1 drone came close to being intercepted by an Iranian F-4 Phantom combat plane, but the Iranian aircraft stopped short after a warning by an American pilot. “He [the Raptor pilot] flew under their aircraft [the F-4s] to check out their weapons load without them knowing that he was there, and then pulled up on their left wing and then called them and said ‘you really ought to go home,’” Gen. Welsh said. According to The Aviationist, the Iranians came within 16 miles of the drone. Read more: https://www.washingtontimes.com/news/2013/sep/19/us-pilot-scares-iranians-top-gun-worthy-stunt-you-/#ixzz2fSYjkA9b

Chill out before SUPT. I had a hangarmate that was a Navy pilot. He had a Christen Eagle, I had a Pitts S1S. He taught me to fly with my prop tucked inbetween the trailing edge of his wing and leading edge of his horizontal stab. When his wing wash had my ailerons washed out about 1/3 of the way I knew I was in. It was a hoot. It translated HORRIDLY to tweet formation. A light piston plane has the ability to stop and go, a T-37 did not. I couldn't fly normal wing worth a crap. Went from being the first guy to each check to just a dude getting 4 down goods. Negative transfer at its worst. Still, had a blast, but the T-38s ran to others.

Crew failed to follow proscribed procedures, to whit...

No way he was any type of aircrew. Period. Next pithy Liquid banter, please. Perfect lil emperor has no clothes avatar, too.

J1234=GC/2.69

https://www.youtube.com/watch?v=_XtpYGHJ34w&feature=youtube_gdata_player

Found: CVR leak! Tower: "Asiana 214, you appear short on your approach." Pilot Bang Ding Ow: "Confirm wi tu lo?" Tower: "That's affirmative. Unknown voice in cockpit: "Wi Tu Lo, pilot just say you name." Wi Tu Lo (sipping coffee): "Why, sum ting wong?" Sum Ting Wong: "What you want." Wi Tu Lo: "I ask, sum ting wong?" Sum Ting Wong: "Ask me what?" Pilot (shouting): "Sum ting wong. Anyone know why wi tu lo?" Sum Ting Wong: "Why Wi Tu Lo what?" Pilot: "Why wi tu lo on approach?" Sum Ting Wong: "Wi Tu Lo not on approach, he on coffee break." Pilot (frustrated): "I repeat: sum ting wong. Why wi tu lo?" Sum Ting Wong: "Ho lee fuk, I confused." Ho Lee Fuk: "Me too." Pilot: "Listen up. Sum ting wong is wi tu lo!" Sum Ting Wong: "I not Wi Tu Lo!" Pilot (shouting): "I know who you are... Ho lee fuk, look at the altimeter!" Wi Tu Lo: "Not Ho Lee Fuk either, but Wi Tu Lo." Pilot: "I know wi tu lo!" Wi Tu Lo: "I know him tu, he is me." Pilot (exasperated): "Ho lee fuk! Sum ting wong, wi tu lo, and I'm surrounded by incompetents!" Wi Tu Lo whispering to Sum Ting Wong: "Well, he no Jackie Chan himself." Pilot (shouting): "Ho lee fuk, we're about to crash. Notify the tower." Ho Lee Fuk: "Will do. You save plane and our names become famous as Captain Sully's." ETA: Boeing trying to sell S. Korea the C-17 yet? Bang. Ding. Ow...

My crew chief can beat up your... wait- what do you do in the AF?

https://blog.sfgate.com/stew/2013/07/11/animation-re-creates-saturdays-sfo-crash/

SLC and all- NOT every FSDO will understand that. In the airline world, Captains keep their CFI currency, if they wish, by showing they were a Captain to the FSDO. No FIRC required. Not all FSDOs like to do it that way. Why should it work- Capt/ATP = instructing future Capts and ATP>CFI. This is a great way to save some $ but possibly screw up your window. Suggest the 1st class medical (extra $, worth it should you ever need a SODA) Radio license, Fresh passport with extra pages option and ATP in hand at least 6 months prior to that magical future App window. But, what do I know...

United crew holding short did call a go around, the LiveATC feed has a go around call not by tower just before skywest is sent around. edited for clarity.

"The Lt Col list will be released on 17 Jul. Do any of you think AAD and IDE (res or corr) should be complete prior to IPZ to O-5? Should SR, MLRs and boards consider advanced education when determining who should be promoted? I am in favor of completely masking AAD at O-4 board, but not O-5. Thoughts? " short answer- "2" to jughead's post. long answer- I got a "real" masters before entering active duty in 1995 after an ROTC commision with 1 in 100 qualified graduates receiving a pilot slot. It was a direct follow-on to my "real" BS. I knew I might need one in life, was already in school mode, and didn't not want to take away from my real work in the future. My classmate was an Army O-5 Assigned to the same degree program, full time. I also knew it was a pilot training trough, and it would get better towards the end of my first assignment non-flying. Timing isn't everything, but it covers for a lot. I am biased against work outside of one's assignment. How do you fully bloom where you are planted, otherwise? Why take away from your personal time or the taxpayers' time? Amazing what you can learn as a tier 2 late rated, ex-Mx officer when you don't need to sweat SOS and a masters. SOS- got sent as a last second pick before I'd even signed up- lucky. ACSC? That was 8 weeks of time wasted after a deployment, ORI and ASEV- but- I wanted to make it to O-5 and that was the final box to check. I found the joint points process to be a joke, I hit it towards its infancy, though and never cracked the code before it was time to move on in the ARC. If it could be wrapped into a better officer development that removes the AF centric DE AND replace the need to self-serve an AAD- that would be great. I wasn't taking a bronze star 179 as an airline pilot by then. The ACSC/Masters was a good start, but look at it honestly. You have to remove the AAD from all levels of rack-n-stack, not just those you listed, if you mask it. I agree, by O-5 board, you are in it for a career and the game is changed- that does not mean the current self-service option for AAD is correct. I agree that PME is PME- if required to be completed, equal credit for in or out of residence. Don't look at the date vs. promotion. I get the requirement to stratify all and hurt some in the current mindset. I was lucky to be an OG's exec as a O-3 after being late rated. I learned there was no way I could do what I saw the O-6s doing with their 7 days per week. Couldn't just be a Sq/CC or DO and be happy- those turned into springboards or parking stalls. That used to be the goal when I was a kid. Chiefed every other office job in a flying sq you can name through the inspection cycles, then saw the writing on the wall. Happily flying in the ARC as a crustifying O-5, insert appropriate Rainman remarks here.. Big elephant of which to take that first bite- if you don't fix the OPR, you won't have an easy fix to the PRF. The stratification whack-a-moles are by-products. I argue that drives this entire thread's root cause. Fix one issue, another will crop up. Hope you know the decoder ring when your PRF is in the cue. Great thread, wish every 2Lt could learn these lessons early- and be driven to be an expert in their assignment, not in their future PRF.

Downgrading automation, or "Clicking it off" is a 2-heeded hydra. 1- You know what you want- but the automation isn't going to cut it - ATC ammends your altitude and the automation won't capture an altitude that you know you can by hand without hurting anyone or breaking anything. click, click, pull/push. What the book doesn't explain, in a crew jet, is the CRM during and after- PM, rebuild the FMAs so the F/D matches what you are doing, reautomate as desired. 2- The learning curve- What happened to the ?....- Click, click, stabilize. Take a second and figure it out. Remember you are in the new plane, not the last one or last model... Verbalize the desired fix to the inputs so the FMAs and F/Ds match the phase, reautomate as desired. There is a way to do either and not look like a newb. There is the other way- which winds up with the PF gazing through the "bad" or old FMAs and F/D inputs, trying to fly a fancy T-37. CRM can be smooth, and is probably somewhere around chapter 5 of your MDS vol 3. ie- "Copilot, Altitude Hold, engage heading 270, speed 250 on thrust." Want to hand fly? Fine- with or without flight directors, get further ahead of the aircraft w/ the collective S/A, you will be using the PM more, so think ahead so each request is a one time good deal. Haven't seen a mishap yet that didnt' have a lesson for me. Gets more "interesting" when the PM is running 2 radios and the slowdown or postdrop checklist- hence why we train more than the airlines.

I'll take 10 Tony Carrs in the USAF over 1 Chang. I knew and flew with him. GC, you are no TC. Stick to quoting Shakespeare in Klingon. The world will be better for it.

https://www.airlinepilotforums.com/safety/75814-asiana-777-crash-sfo-38.html#post1442287 Great background post. Long, so just the link.

https://en.wikipedia.org/wiki/Korean_Air_Cargo_Flight_8509 Even more so than the Guam, the above had the CP/PM and FE let the Captain fly a failed ADI into the ground on departure in a 747.

That was an embedded quote from the linked article! Well played, and I agree. Laughing, not quibbling- they make far fewer C-17 jokes over there, too.

https://m.theatlantic.com/national/archive/2013/07/professional-pilots-on-the-san-francisco-crash/277563/ If you really are interested in details, you could check out PPRuNe. This is a site for professional pilots, whose postings anyone can read. For an example of the nitty-gritty of the discussion, consider this post: The 777 can catch you out with with what is known as the "FLCH trap." When you are above the glide slope and need to get down in a hurry Flight Level Change (FLCH) is a useful mode to use. Normally you transfer to another mode like glideslope or vertical speed, or you switch off the flight directors. However in this situation the glideslope was off the air so the ILS would not have ben selected or armed. If the flight directors were left on and the plane was descending at a high rate in FLCH the autothrottle would have been inhibited and would not have put on power so the thrust levers would have stayed at idle. If the Asiana was a bit high (quite normal for SFO) then regained the visual glideslope, the rate of descent would have decreased and the speed would have started slowly reducing but with the thrust levers staying at idle the 777 would now be in the same situation as the Turkish 737 at AMS, ie speed decreasing below Vref and not being noticed. The 777 has autothrottle wake up, ie when the aircraft approaches a stall the power comes on automatically to almost full power. This gives pilots great confidence however autothrottle wake up is inhibited in FLCH. So 777 pilots will be looking at this scenario and wondering if Asiana were in FLCH with flight directors on, too high, stabilised late and did not notice they were still in FLCH and that the autothrottle was not keeping the speed to Vref plus 5 untl too late.

Two trolls in one thread? GC- your accusation is false. But, to make yourself feel better- Print Screen, staple to your forehead. Light said sheet on fire and go running down some halls of "your" ring to get noticed.

Navs riding the staffs are the newest assigned BODN trolls, it seems.

GC = N/A on the S/A. Thanks for the laughs. Signed, 12 yr VSP guy, circa 1/07

Best part is knowing he's lurking on this, pressure checking his personal set of gasket limits.

Once a month, gotta make those gates...

I've stopped light in less than 1000' of ground roll. Little wind on the nose, Home 'drome just 25 minutes away, nice weather, 10x knot groundspeed last time I glanced at it, etc. Can be "fun", and you're not going to do that in many 4 engine jets, evah. Just pay your dues and do your homework. Yep, it was the correct airfield, we didn't have a HATR or birdstrike, had the gear down, checklists complete, didn't break anything I even came back Alpha 1. Big woop. Flew the Indians around Washington State one fine July day. They were not expecting those big brakes or the little runway. They were labor, not mgmt, so no idea if it helped "sell" any jets.