who the fuck are you an alias of and how have you ever heard of Dos Gringos?

7/1/2008 2:53:23 AM

Just because I dont post 16 times a day doesnt mean Im an alias of anyone

7/8/2008 11:59:00 PM

I was at work late and saw what I think was a Fokker F100 very low with gear down headed towards runway 32. Still trying to figure out what was going on there. It may have been the most severe crab that I've ever seen if thats what it was.

For anyone not familiar with RDU, the airport has 2 long wide runways (5R/23L and 5L/23R) that commercial aircraft use and one short perpendicular runway (14/32) used primarily by small aircraft and the national guard helicopters which would never be used for anything large.

[Edited on July 9, 2008 at 9:44 PM. Reason : .]

7/9/2008 9:40:54 PM

Quote :

"Boeing Building Biggest Helicopter Ever Boeing is partnering with Calgary, Alberta-based SkyHook International Inc. to develop a new kind of vertical-takeoff-and-landing (VTOL) rotorcraft able to carry loads twice as heavy as those that can be carried by the world's largest in-service helicopter. A combination of an aerostatic-lift aircraft and a helicopter, the JHL-40 will be a "neutrally buoyant" aircraft that, like today's airships, features a helium-filled balloon (known in the industry as an "envelope"). In addition, it will have four helicopter-style rotors for vertical lift, and computer graphics of the planned aircraft show it also fitted with ducted propellers to propel the JHL-40 horizontally. Its helium-filled envelope is sized to support the weight of the aircraft and fuel without payload, so the lift generated by the four rotors will be dedicated solely to lifting the payload itself. This will make the JHL-40 capable of lifting a sling load of nearly 40 tons and transporting it up to 200 nautical miles (230 miles) without refueling, says Boeing. The JHL-40's planned payload will be approximately twice the maximum load that the Mil Mi-26 (currently the world's largest helicopter) can lift, according to SkyHook International. The huge Mi-12 that the Soviet Union built in the late 1960s and flew for two years could carry 88,000 pounds, more than the JHL-40 is planned to be able to lift, but at 121 feet 4 inches long and 41 feet high the Mi-12 wasn't as large dimensionally as the JHL-40. This enormous helicopter of tomorrow will be 302 feet long, 217 feet wide and 118 feet high, and so, size-wise, it will be the largest helicopter ever."

http://news.yahoo.com/s/aviation/boeingbuildingbiggesthelicopterever

7/10/2008 12:52:38 AM

bttt per request

10/9/2008 9:58:40 PM

6 Ea-6Bs just got back to Cherry Point from an Iraq deployment.
http://www.wral.com/news/state/story/3704415/

Has theDuke shipped out yet?

10/10/2008 12:07:24 AM

that was VMAQ-3. we relieved them in iraq.

10/10/2008 2:52:04 AM

WOW, I just heard a high powered jet aircraft so I walked outside and a fucking B2 Stealth Bomber was making a 180 degree turn over my house at around 1000ft or so.

It was incredible.

Another TDUBBER spotted it, he responded to my thread.

message_topic.aspx?topic=544102

[Edited on October 11, 2008 at 3:17 PM. Reason : ]

10/11/2008 3:06:31 PM

where is the picture of the 7 series jet that had either the tail part of the fuselage get cracked or broken?

does anyone remember seeing it?

10/11/2008 5:48:49 PM

there is a wreck of a FOXBAT sitting right beside the chow hall here at Al Asad. i'll have to upload pictures of it later.

10/13/2008 6:16:00 PM

A Mig?

10/13/2008 7:43:59 PM

holy power to weight ratio batman...


>3 teh foxbat

10/13/2008 7:50:11 PM

10/13/2008 8:05:51 PM

^ FISHBED

there are wrecked MiGs all over Al Asad, but most of them aren't in places that I frequent.

10/14/2008 6:58:52 AM

I was driving back from FL one night last week and was bored enough to keep the car on cruise control and do flight planning math in my head with the mile markers.

I crossed the SC border 3 seconds behind schedule.

10/14/2008 2:30:36 PM

yeah, it's amazing how accurate you can be at that stuff.

by the end of flight school, they'd give us an MTR (like a VR route) to fly and assign a target at the end of it...usually a dam, or a building, or something else that would be shown on a TPC or sectional chart, and it would be in, say, Tennesee or Arkansas or somewhere. They'd say "You are to hit this target at 1520z."

You'd do all the planning, check the weather, NOTAMs, plan for diverts, figure out your fuels, etc, and come up with a planned takeoff time (and an absolute no-earlier than and no-later than time. the no-earlier than time was typically governed by fuel--we usually didn't have much extra to loiter for long. the NLT was the time after which it was physically impossible to hit your target on time, even after pulling every trick you could to gain time...things like climbing at Vy, flying higher to take advantage of TAS and lower fuel consumption--to allow for keeping the throttles at the stops the whole time, staying high as long as possible, then come screaming down into the low level route, taking more direct routing in the transit--GPS direct instead of jet routes, etc, cutting corners throughout the MTR, entering at alternate entry points, etc...and, of course, keeping the airspeed indicator pegged at Vne at all times!

Some instructors would intentionally do things to delay you and make you work hard to make it on time (rather than just adhering to your perfectly constructed plan).

i think the minimum standard to pass the event was +/- 30 seconds, but if you knew what you were doing, you would usually be within 5 seconds or so. In the beginning, we'd speed up/slow down and try to keep the jet navigated to route centerline. By the end, you were supposed to keep your speed at a minimum of 300 kts (up to the maximum of 350 kias in the Sabreliner) and adjust your timing by either cutting turns tight or wide. When you really got good at it, you could get down in river beds, mountain valleys, etc, for terrain masking (and fun flying), intentionally accepting the timing penalty, then make it back up with cutting off corners in your route as the situation permitted.

Oh, and this was all with a simple VFR chart and a watch (and a ground mapping RADAR if/when you wanted to use it. it was of limited use in mountainous terrain). No GPS/INS, though.


Of course, in the Prowler, we fly low levels at 420-540 kts, and the nav suite (dual GPS, dual INS, all coupled together into a total solution) will give you great navigation and even handle the timing for you (it'll give you a commanded ground speed and tell you to speed up/slow down, re-computed every few seconds)...I as the navigator just keep tabs on it with my chart to sanity check it, then feed the pilot bits of information ("Ok man, see that tallest mountain? Look one peak to the right. Go around the right side, then there will be a valley down to your left. Drop down in it and follow it for the next 5 miles or so. Looking good on time, about a minute early, but we'll burn most of that down in the valley.")

10/14/2008 3:33:58 PM

^ That's badass

10/14/2008 4:16:53 PM

I love watching large aircraft do crazy stuff

South African 747 at airshow
http://www.youtube.com/watch?v=ovOIJdNYO9c

TAP Airbus A310 low pass
http://www.youtube.com/watch?v=rYfhC9ft_hk

the triple 7 low pass that got that pilot fired
http://www.youtube.com/watch?v=b1ijLu2HzvI

757 going vertical
http://www.youtube.com/watch?v=mVUDMkBfds4

A380 crosswind testing
http://www.youtube.com/watch?v=ju01-kwZ7bo

12/11/2008 8:36:28 PM

^ we're not THAT large (a little over 60,000 lbs, fully loaded), but today we did a loop, half cuban 8, immelmann, and split-S, all linked together. of course, we had burned a lot of gas down and were only about 45k lbs or so when we did all that. We start at 450 kias, and it takes 10k' or so at 4-4.5g. We're rated to 5.5g, but we don't pull that just in training (in order to extend the life of the airframe).


Oh, and I found the group/pile of junked MiGs where that FISHBED pictured above is. There are several -21s and -25s there. Don't remember if there are any -23s. There's a -25 at the chow hall by the flightline, and a -21 just sitting out in the middle of the desert a few miles from the field.

1/12/2009 11:17:07 AM

Oh, and a friend of mine in the squadron is going in halves with his dad to buy an RV-4 (or possibly a Lancair, Glasair, Mustang II, etc) when we get home. Hopefully I'll get to fly it with him. I've flown an RV-4 once before, and it's a great time.

1/12/2009 11:29:16 AM

here's an article that was written earlier this year

it's all about coordinating the flyby's for the navy football home games and the precision of them

http://navy.scout.com/2/803865.html

1/12/2009 6:24:02 PM

Just started ground school at Wings of Carolina. Anyone got any better rental rates than $60/hr for a Cessna 152 or equivalent trainer? I am putting off flying until the summer, because I am pretty busy this semester.

1/12/2009 8:04:31 PM

nah, that's a pretty good rate. you might find something marginally better somewhere (maybe $55 or so, and probably then for a C-150 instead of -152), but not by much. you can easily spend $70 or even $80/hour for a 152, and $100 for a 172 (or substantially more if it has nice avionics, etc).

See if they'll let you buy block time (i.e., you buy $1000 or $2000 upfront, and they give you a 5-10% discount.)

1/13/2009 6:45:58 AM

How come no body has pimped the might Orion!?!?!?

1/13/2009 4:59:23 PM

I've always liked the look of the RAF's Nimrod maritime patrol plane

1/13/2009 10:48:28 PM

I think their VC-10 is a pretty smooth looking tanker.


the Nimrod makes me think of this:

.

1/14/2009 10:23:10 AM

Copied from the flight 1529 thread:

Quote :

"dude, i think i break out the emergency checklists once or twice per month. i've landed with 15 minutes worth of fuel remaining, into an arresting cable because the nosegear wouldn't come down (it finally came down on short final, maybe 10-15 seconds before we landed). I've landed in one broken aircraft (hydraulic pump failure) and scrambled right over into another jet to take off again. I've aborted 2 takeoffs in the last month alone (one at high speed--the brakes welded themselves together when we stopped). On multiple occasions, I've had flaps, slats, and landing gear all refuse to come down."

-theDuke866

What are the maintenance reqs in the military? Is it at all comparable to the 100 hour deal in commercial aviation?

1/16/2009 3:10:22 PM