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Everything posted by allardjd

  1. I see a new name on the list. Welcome TangoRomeo! I think I've seen you in the JF Cargo Pilot forum from time to time. I hope you find Mutley's haven for the - - - insert whatever it is we are here - - - to your liking. It's a kind of a neat little place. Feel free to tell us a little about yourself, if you're not shy! If you're feeling adventurous, I think Mutley is still looking for another pilot to fly one of the legs in the Caribbean section of the Around the World Challenge. See the ATWC topic at the bottom of the forum main page. John
  2. Reef, Very nice shots. The rain effects were very well done. I landed and departed Owen Roberts recently in a couple of Cargo Pilot flights, but both were at night, so there wasn't much for me to see. Your's looks a lot better. Welcome to the ATWC. Glad to see a new face. John
  3. Martyn, You don't waste any time, do you? Nice work! Great shots. I thought the Flight Number was a nice touch. That AC looks like it might be a good Cargo Pilot ride. John
  4. Mut, I also flew one of these occasionally in real life so this brings back some memories for me as well. Very nice article - and I like the new section. Things I remember about her... Castering nose wheel - ground steering was like a tail-dragger . If you didn't use differential braking you had to goose the engine to get a blast of propwash on the rudder to start her turning. Split flaps, not Fowler flaps - better than nothing, but not very effective. A busy airplane - you had to fly it every second (ours had no autopilot, either). This was never a docile, hands-off aircraft. Dropping a chart on the floor and bending down to pick it up was a quick way to get a lesson in recovery from unusual attitudes.
  5. Now that was different... very nice, Mut. John
  6. They say the only time you can have too much fuel is when your aircraft is on fire. On long flights I do a 10 minute fuel flow check as soon as I'm at ToC and then continue to monitor at less frequent intervals until I'm sure I've got it made. I fly with RW weather, so winds aloft can change things quickly. Glad you saved it. John
  7. Good one, Fred. Looking forward to the rest. This is the same AC that's in one of Theo's shots. John
  8. The P-39 was ahead of itself with tricycle gear and the cannon, but not much else about it is enviable. If you look closely at the silver tarp covering the canopy, you can see the air intake sticking up behind it and the exhaust ports on the side, just aft of the cockpit. the engine was directly behind the pilot and the breech of that cannon was more or less between his legs. It must have been an interesting mechanism for feeding a shell into that cannon with the shaft turning at propeller speed. Not sure if it used a reduction gear and if so which end of the power train it was on.
  9. Martyn, I think you're right! The afterburner nozzles are all wrong for it to be a Cessna 152. John
  10. allardjd


    BRITISH OFFICER FITNESS REPORT -------------------------------------------------------------------------------- The British Military writes officer fitness reports. The form used for Royal Navy and Marines fitness reports is the S206. The following are actual excerpts taken from people's "206's".... His men would follow him anywhere, but only out of curiosity. I would not breed from this Officer. This Officer is really not so much of a has-been, but more of a definitely won't-be. When she opens her mouth, it seems that this is only to change whichever foot was previously in there. He has carried out each and every one of his duties to his entire satisfaction. He would be out of his depth in a car park puddle. Technically sound, but socially impossible. This Officer reminds me very much of a gyroscope - always spinning around at a frantic pace, but not really going anywhere. This young lady has delusions of adequacy. When he joined my ship, this Officer was something of a granny; since then he has aged considerably. This Medical Officer has used my ship to carry his genitals from port to port, and my officers to carry him from bar to bar. Since my last report he has reached rock bottom, and has started to dig. She sets low personal standards and then consistently fails to achieve them. He has the wisdom of youth, and the energy of old age. This Officer should go far - and the sooner he starts, the better. In my opinion this pilot should not be authorized to fly below 250 feet. This man is depriving a village somewhere of an idiot. The only ship I would recommend this man for is citizenship. Works well when under constant supervision and cornered like a rat in a trap.
  11. Mut, Your mystery fighter, rear view, has all the attributes of an F-16, but also appears to have a pair of canards that I can't account for. Everything else seems to match the F-16, though one doesn't usually think of the business end having such a gaping hole. Theo, Your first photo is not an American so-called "Aircraft"; it is a Tornado variant, F-3 I think. :wink: Check it out here... http://en.wikipedia.org/wiki/Image:Torn ... 63.arp.jpg John
  12. Very nice... I like 'em. In the last shot I also see a P-40 on the left and the tail section of what looks like a P-39 Aircobra (the one with an automobile type pilot door, a mid-engine and a 37 mm cannon in the propeller shaft) on the right. Not a very successful type over all, but a lot of them were sent to Russia, where they used them with fair success to convert Panzers to scrap iron. Thanks for posting. These are the kinds of things that make air shows worth the traffic, the crowds, the weather and the prices. John
  13. Great photos, Theo. It's amazing how they've added that extra engine to the F-16. :wink: Really good photography. Looks like it was a fun day. John
  14. Nice photos, Kris. Looks like a busy place. You have access to some very good vantage points. John
  15. Martyn, Very nice. I really liked the approach shots and the scenery is excellent. John
  16. Dave, Did you have any trouble getting the trim lever out of your ear after that first shot? John
  17. Dave, It's very, very nice, but...is it Real World Aviation. :wink: John
  18. WOW! Great fun, eh? Yes, the B1 can rattle the windows, but for just sheer noise level, sustained, I don't think you can beat a Harrier in hover. The Thunderbirds and the Blue Angels, and I'm sure the Red Arrows and other national military teams just make it look so easy that I think some people don't really appreciate the difficulty. Great looking Mustang. I love 'em. (It's an 8-hour Spitfire.) Thanks for the quick post. John
  19. I wish I were the guy selling them tower cranes! Nice photos - I wish I could get a vantage point like that at my local airport. John
  20. allardjd

    Fairford Friday

    Parts!?! You could have ferried them replcement aircraft in that thing. Nice work. John
  21. David, Just excellent! What a great narrative to go along with a very picturesque piece of landscape. Great idea going VFR, low and slow, to see all the sights. If ever there was a venue for a seaplane, this was it, though it looks like the next segment will offer some similar opportunities. I'm looking forward to more of your flights - with or without pontoons. :yes: :wink: :good Now, as I recall, the last we'd heard of Sharon, she'd been busy logging a little dual time with your Shorts Empress co-pilot out in the islands. So what's the rest of the story here? Inquiring minds want to know. :chuckle: John
  22. Fred, Thanks for the comments. Yes if you can fly when the frame rate gods are angry, thunderstorms are just a walk in the park. It seems that whatever gene governs the recollection of multi-legged flights by people named David must be defective in my family. You're right, of course. Dave Gorman did indeed do several hops for his leg in the Great White North flying his King Air. I'm doubly embarrassed to have forgotten about that one too. Here in Florida that's called a Senior Moment. I guess you and I are just Johnny-come-latelys in the enroute stop-over department. John
  23. Mut, That whole thing is just great - from cover to cover. The USAF 60th anniversary livery is a nice touch. My son-in-law will be appreciative; I'll send him the link. The air show...what's the word...environment(?) is amazing. Really good stuff. John
  24. I liked it....ugly weather though. John
  25. Welcome to leg 40 of the ATWC. We'll be departing from Dallas-Ft. Worth, KDFW, a veritable rabbit warren, with more runways, taxiways, control towers and terminal buildings than you can find in the whole of some third world countries. They do things big in Texas! There are seven runways (yes, seven, Smeagol. That's one more than that aviation sand trap they're building in the Middle East. :mrhappy:) It has three control towers, East, Central and South. They are close enough together, however, that from each one, you can still see both the others. Our destination today is Tampa, Florida, not all that far from my place - about 80 miles, as the buzzard flies. Tampa is a beautiful city on picturesque bay. It's a bustling area with a major seaport in the bay. All the land areas around the bay are connected by a very few bridges, some very long, making the traffic a nightmare. One bridge has a sign warning you to check your gas supply before getting on the bridge - it's true, I swear it. We'll be going into KTPA, Tampa International, the main commercial airport in the area, though McDill AFB is nearby too, as well as a number of lesser fields. If things go according to plan today, we may be meeting friends briefly along the route of our flight. Since our preceding pilot, Fred, made ATWC history with an enroute stop, I'll follow in his worthy footsteps. We will also have a brief pause enroute, but we won't linger there quite as long as Fred did. By the way, Fred, should we consider your flights as Legs 39 and 39-1/2? (Joe Ellwood did make a brief enroute stop near New Zealand, and like Fred, arrived in a different AC, but I don't think that one counts.) EDIT: I think I've made an oversight. I said Fred was the first to fly a multi-flight leg, but had forgotten about the long Pacific leg(s) in the Shorts Empress by a gent who lives in "Darkest Wales". Sorry, David. I was thinking about it this morning and realized that I'd completely forgotten that leg had an overnight layover, complete with some missing aircrew who had gone native. My humble apologies; no disrespect intended. That was actually one of my favorite episodes. - JDA As for the high points of our flight plan, our route today will take us over New Orleans, still bailing out and digging out from hurricane Katrina. I also built in a small detour to route us over the OCF VOR at Ocala airport, KOCF. I've been seen there from time to time lurking on the wrong side of the fence; that is on the side without airplanes. In addition, there's a mystery destination - stay tuned! Our ride today is the Lockheed S-3A Viking, an all around workhorse for the US Navy. Though it started life as an ASW hunter-killer and is specialized for that, it can also take on all manner of other missions, including that of tanker. Vikings often provide a drink to aircraft returning to the carrier low on fuel, or to those who've boltered a landing or two and are getting low. It must be very relaxing for a young Naval Aviator who's just fouled up two or three traps to spend a few quiet moments trying to hook up to a tanker - just the thing to settle the nerves. It's sad to say that the Viking, too, like some of it's noble stable-mates, is on the way to retirement. The Navy is in the process of phasing them out. If the trend continues, sometime soon the Navy is going to look around and find that all they have left are FA-18s. So let's get a ride in an S-3 while they're still available, shall we? This first photo is an aerial view of the corner of KDFW where we're parked. This shows about an eighth of the airport, but you get the idea. It's likely we'll need progressive taxi instructions to get out of this place, even with an airport diagram. We did get a break, however. ATIS says that only five of the runways are in use today. And here's our ride, all folded up like a yoga master. Let's get aboard and get the APU cranked up so we can start the hydraulics and get her unfolded for the pre-flight inspection. If we could do this fast enough, it would fly. Do you know what an ornithopter is? Here are a few shots of taken during our flight preparations. Do you think DFW got a good price on taxiway signs? The Navy gents refer to the S-3 as the Hoover. These big turbofans give it a unique sound, and they can gather up any FOD that's not beyond the horizon. We have the engines started and have our IFR clearance now so we're ready to request clearance to taxi. We've been directed to 36R today, the runway nearest to where we're parked. Sometimes things just work out. Life is good! Then again, we discovered during our taxiing that the frame rate gods are not happy today. But eventually, we're lined up - more or less - and ready to go! Rolling - this thing goes like a bat out of hell! Rotate! Initial climb is very good! ...and we begin our turn to the east with some of the Dallas downtown and another airport visible in the distance. Our call sign today is Navy 2, and we're given our first handoff to center. I guess you only get to be Navy 1 if the President's aboard. I invited him, but he's busy. Since our route of flight is so long today, let's pass some of the time by looking over the aircraft. Here's a classic view of the planform... This shot gives a good view of the, "Buddy Stores" pod (a really, really dumb name), containing the hose reel and refueling drogue. The engineer in me notes that there must be some very tricky hose routing in there, as the reel almost has to be oriented axially in the pod. There are indicator lights on either side of the drogue pocket. I'm sure the customers know what they mean - I don't. Here are some more close-up shots. The first one shows the tail hook tucked up into its well and the sono-buoy dispensers. There's a bomb bay forward that can accommodate bombs, torpedoes, air-to-surface missiles and depth charges - but not all at once. Level at our cruising altitude, flight level 310. We're coming up now on New Orleans to the left, with the Mississippi river beyond. We saw this river a couple of weeks ago far to the north, on our approach into St. Louis. We've cancelled IFR now and are descending to meet our friends. We do have a little problem however, one that's going to require a change of plans. The keyboard is locked up; almost nothing works, except, thankfully, the Print Screen key, so we can keep going. This means that re-filing IFR and climbing back up to the flight levels is not going to happen, as we cannot use the number keys to acknowledge any radio instructions. We'll have to stay lower and go on into Tampa VFR, and I'm afraid the flyover at Ocala isn't going to happen either. Ah, there they are now - right where they said they'd be. We're just going to take a brief detour here and try our hand with a carrier touch and go - I don't think it's called a bolter unless it's unintentional. We've carefully checked that the tail hook is UP, since we don't want to stop. I understand they're serving bean soup tonight. Now I like bean soup as well as the next man, but with about 5,000 other guys eating bean soup, I don't think I want to stay. Let's just check that tail hook up one more time. We're very high. Did I mention that the frame rate gods are not cooperating today? Perhaps it's because the frame rate goddesses are not cooperating with them - I don't know. All I do know is that this flightus interruptus business makes things very difficult. It's a lot like watching a PowerPoint slide show. I'm sure you've heard that it's very hard make a good landing out of a bad approach. Well, I proved it once again here today. I did make a touchdown, very far along the deck. It wouldn't have mattered if I'd had the hook down anyway because there weren't any arresting cables that far forward. What's more it was a very hard contact. After flying away from the scene of the crash, umm, touchdown, I discovered we have an additional problem besides the keyboard issue and the frame rate. The landing gear switch on the CH flight yoke will not work. The gear is stuck down. The green light is still on, indicating it's locked, but who knows? This is starting to feel like, deja vu all over again. Is this flight going to Columbus? Thankfully the flap switch still works though. Now, we're not only going to go on to Tampa VFR, but we're going to do it with fixed landing gear. Fortunately, the fuel supply is adequate. An F-16 out of Eglin AFB makes a quick fly by and examines our landing gear. It LOOKS all right, but what does an Air Force guy know? They don't even have tail hooks. Here's Tyndall AFB near Panama City, Florida, as we limp our way along the coast toward Tampa. At last, on final for KTPA runway 36 L. Well, life is good again after all. The landing gear did not collapse when we touched down. Here we are turning to exit the runway. And safely parked at Tampa. Just some last minute notes here - you knew I'd have more to say, didn't you? The Viking and the USS George Washington are courtesy of Abacus from their Flight Deck III program. FDIV is the current version, I believe. Flight Deck is a very nice program which includes about a half-dozen AC. The exteriors, cockpits and flight models are pretty good, but seem kind of hard on frame rates. Also, I didn't want to reveal this earlier as I didn't want to scare anyone off, but prior to this flight I have only had about a half hour in this AC and it's very different from what I usually fly. I learned a lot today, but I had fun too. I hope you can say the same! The problems I described are real. The keyboard did lock up, and the frame rates could have pulled a 35 inch vacuum on an onion sack - they sucked harder than those two big fanjets. Also, the landing gear really would not retract after the controlled crash on the carrier deck. I swear it. You can't make this stuff up!
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