darn youngins.......
- Thread starter MikeD
- Start date
Minnesota_Flyer
New Member
[ QUOTE ]
Naval Flight Officer
[/ QUOTE ]No Future Outside????
Sorry, I couldn't resist.
Naval Flight Officer
[/ QUOTE ]No Future Outside????
Sorry, I couldn't resist.
[ QUOTE ]
Hey Mike D, are you in the guard or something? What do you do / fly?
[/ QUOTE ]
Capt. Mike Daftarian, USAF F-117A Stealth pilot; perspective article (click here)
Hey Mike D, are you in the guard or something? What do you do / fly?
[/ QUOTE ]
Capt. Mike Daftarian, USAF F-117A Stealth pilot; perspective article (click here)
[ QUOTE ]
**Genuflects humbly**
Sorry for the noob oversight!
MikeD, you acquainted with "Dorf" Dorman? He did an exchange tour in my squadron around 2001.
[/ QUOTE ]
Geez, don't genuflect. Don't want to give the dude a big head or anything.
It wasn't a noob oversight anyway. It's not a requirement to read everything on the front page before entering the forums.
(Hope my post didn't come across that way, anyway)
Ciao!
**Genuflects humbly**
Sorry for the noob oversight!
MikeD, you acquainted with "Dorf" Dorman? He did an exchange tour in my squadron around 2001.
[/ QUOTE ]
Geez, don't genuflect. Don't want to give the dude a big head or anything.
It wasn't a noob oversight anyway. It's not a requirement to read everything on the front page before entering the forums.
Ciao!
ROFCIBC
Well-Known Member
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Made me wonder what kind of other things the yougin's never dealt with in their career.
Any others the old heads around can think of?
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How about the old radio range. Four "quadrants". "A" and "N" signals, in Morse code. "_ ." and ". _" I think. You would listen to one fade and the other come in. This told you that you were either headed toward or away from one side or the other. Seem to remember you turned 90 degrees, flew for a certain time (maybe a minute) and turned another 90 degrees, or maybe 180 and kept listening.
Throughout this process you were trying to get on one of the "beams" which would then take you "to" the station. Upon reaching the station you would fly "out" a beam until you could pick up another station on your route.
They used to appear on the sectional charts. Went the way of the dodo in the 60s.
Then there is the PAR. Which still existed in Canada as late as the 90s. Shot one to 1/4 mile visibility at Shearwater CFB, Nova Scotia. They called them a "talk down". Rather that giving you specifics of how high or low on glide path you were, they just told you to "increase or decrease descent". Heading corrections were in single degree increments.
Wasn't too bad in the KC10 with the A/P on, A/T on, and using heading select and the vvi wheel.
Got pretty good at raw data (needle and RMI only) ADF approaches using the CRAKK OM at SHV Regional airport. Again with the airplane coupled up it was relatively easy. The fun was when you turned off all the automation and the flight directors. Nearly good ‘ol needle, ball, and airspeed.
There’s another one…do they still have turn needles on airplanes now? Didn’t have one in the MD90 as I remember. Did have a ball, which was worthless!
How many know of the “control and performance concept” of instrument flying?
Mike, do they still have AFM 51-37?
So do I qualify as an “old head” or “old phart”?
Made me wonder what kind of other things the yougin's never dealt with in their career.
Any others the old heads around can think of?
[/ QUOTE ]
How about the old radio range. Four "quadrants". "A" and "N" signals, in Morse code. "_ ." and ". _" I think. You would listen to one fade and the other come in. This told you that you were either headed toward or away from one side or the other. Seem to remember you turned 90 degrees, flew for a certain time (maybe a minute) and turned another 90 degrees, or maybe 180 and kept listening.
Throughout this process you were trying to get on one of the "beams" which would then take you "to" the station. Upon reaching the station you would fly "out" a beam until you could pick up another station on your route.
They used to appear on the sectional charts. Went the way of the dodo in the 60s.
Then there is the PAR. Which still existed in Canada as late as the 90s. Shot one to 1/4 mile visibility at Shearwater CFB, Nova Scotia. They called them a "talk down". Rather that giving you specifics of how high or low on glide path you were, they just told you to "increase or decrease descent". Heading corrections were in single degree increments.
Wasn't too bad in the KC10 with the A/P on, A/T on, and using heading select and the vvi wheel.
Got pretty good at raw data (needle and RMI only) ADF approaches using the CRAKK OM at SHV Regional airport. Again with the airplane coupled up it was relatively easy. The fun was when you turned off all the automation and the flight directors. Nearly good ‘ol needle, ball, and airspeed.
There’s another one…do they still have turn needles on airplanes now? Didn’t have one in the MD90 as I remember. Did have a ball, which was worthless!
How many know of the “control and performance concept” of instrument flying?
Mike, do they still have AFM 51-37?
So do I qualify as an “old head” or “old phart”?
[ QUOTE ]
How about the old radio range. Four "quadrants". "A" and "N" signals, in Morse code. "_ ." and ". _" I think. You would listen to one fade and the other come in. This told you that you were either headed toward or away from one side or the other. Seem to remember you turned 90 degrees, flew for a certain time (maybe a minute) and turned another 90 degrees, or maybe 180 and kept listening.
Throughout this process you were trying to get on one of the "beams" which would then take you "to" the station. Upon reaching the station you would fly "out" a beam until you could pick up another station on your route.
They used to appear on the sectional charts. Went the way of the dodo in the 60s.
[/ QUOTE ]
I actually read about the radio ranges in one of my old books. Wow. How did those guys not go totally deaf?
Hmm, I'll probably be saying that about myself in another 30 years after having spent so much time in the ATR..........
How about the old radio range. Four "quadrants". "A" and "N" signals, in Morse code. "_ ." and ". _" I think. You would listen to one fade and the other come in. This told you that you were either headed toward or away from one side or the other. Seem to remember you turned 90 degrees, flew for a certain time (maybe a minute) and turned another 90 degrees, or maybe 180 and kept listening.
Throughout this process you were trying to get on one of the "beams" which would then take you "to" the station. Upon reaching the station you would fly "out" a beam until you could pick up another station on your route.
They used to appear on the sectional charts. Went the way of the dodo in the 60s.
[/ QUOTE ]
I actually read about the radio ranges in one of my old books. Wow. How did those guys not go totally deaf?
Hmm, I'll probably be saying that about myself in another 30 years after having spent so much time in the ATR..........
[ QUOTE ]
Mike, do they still have AFM 51-37?
So do I qualify as an “old head” or “old phart”?
[/ QUOTE ]
Post the McPeak era, along with SAC/MAC?TAC becoming ACC/AMC, came a rewrite of old regs given new numbers. Some idiot General came up with this crap in order to pin on another star, IMO. Anyhow, all AFRs became AFIs (Instructions) and AFMs became AFMANs....something about them having a more "directive" meaning. So the old AFM 51-37 is now AFMAN 11-217. AFR 60-16 became AFI 11-206. Many others affected, but those are the general flying ones.
Mike, do they still have AFM 51-37?
So do I qualify as an “old head” or “old phart”?
[/ QUOTE ]
Post the McPeak era, along with SAC/MAC?TAC becoming ACC/AMC, came a rewrite of old regs given new numbers. Some idiot General came up with this crap in order to pin on another star, IMO. Anyhow, all AFRs became AFIs (Instructions) and AFMs became AFMANs....something about them having a more "directive" meaning. So the old AFM 51-37 is now AFMAN 11-217. AFR 60-16 became AFI 11-206. Many others affected, but those are the general flying ones.
[ QUOTE ]
**Genuflects humbly**
Sorry for the noob oversight!
MikeD, you acquainted with "Dorf" Dorman? He did an exchange tour in my squadron around 2001.
[/ QUOTE ]
Yeah, I know Dorf. Former A-10 guy, now in 117s. He's in the OSS squadron.
I did notice the A-6E or EA-6B pic on your avatar...just couldn't tell which one.
Dorf told me he hated Whidbey......
**Genuflects humbly**
Sorry for the noob oversight!
MikeD, you acquainted with "Dorf" Dorman? He did an exchange tour in my squadron around 2001.
[/ QUOTE ]
Yeah, I know Dorf. Former A-10 guy, now in 117s. He's in the OSS squadron.
I did notice the A-6E or EA-6B pic on your avatar...just couldn't tell which one.
Dorf told me he hated Whidbey......
Looking4Lower
New Member
Is there anybody who DOESN'T like the old-school straight-tail 1950's Cessnas?
They feel great to fly (gotta squeeze in a little more rudder than a newer 172), you can get 'em stopped on a dime, they sit up high like a 4x4 truck, and those little 6-cylinder engines run SOOOOO smooth!
Fun times!
They feel great to fly (gotta squeeze in a little more rudder than a newer 172), you can get 'em stopped on a dime, they sit up high like a 4x4 truck, and those little 6-cylinder engines run SOOOOO smooth!
Fun times!