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November 14, 2018, 06:22:22 PM
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CAP Talk  |  Recent Posts
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 21 
 on: Yesterday at 10:57:31 PM 
Started by OldGuy - Last post by OldGuy
http://time.com/5453054/boeing-crash-737-max/

Two U.S. pilotsí unions say the potential risks of a safety feature on Boeing Co.ís 737 Max aircraft that has been linked to a deadly crash in Indonesia werenít sufficiently spelled out in their manuals or training.

excerpted, much more at the link above...

 22 
 on: Yesterday at 10:17:27 PM 
Started by Eclipse - Last post by NIN


Just wish they'd gotten the SMA a hat that fit better here.. :)

 23 
 on: Yesterday at 10:15:22 PM 
Started by Eclipse - Last post by Eclipse
^ Just for clarity, those are the Feb 2018 prototypes and may not be the final version of the uniforms.

 24 
 on: Yesterday at 10:05:52 PM 
Started by Eclipse - Last post by OldGuy
Posted sans comment.

 25 
 on: Yesterday at 09:45:43 PM 
Started by OldGuy - Last post by OldGuy
Thanks. Prayers for the dead and their family. Sadness.

 26 
 on: Yesterday at 09:41:36 PM 
Started by Eclipse - Last post by OldGuy
No one probably cares, but in my opinion, the classiest uniform combo was the Ike Jacket with the long sleeved 1549 shade shirt and same shade trousers.

http://www.usmilitariaforum.com/forums/index.php?/topic/199974-usaf-midnight-blue-dress-shirt/

How did you manage to wear a uniform like that?

The Ike jacket was gone by 1966 and 1549ís didnít come along until 1967.


Sent from my iPhone using Tapatalk
CAP often has old uniforms in stock. My first encampment (1973) we still wore khakis, IIRC. (And it may be my memory is malleable, an odd effect of age. If so, my apologies.)

 27 
 on: Yesterday at 09:38:50 PM 
Started by Eclipse - Last post by NIN
There were cadets wearing Ike Jackets in the 1980s in my area, still.

Might not have been authorized, but I doesn't mean there wasn't overlap. Our unis don't phase out at the same time as AF unis.

 28 
 on: Yesterday at 09:32:37 PM 
Started by Eclipse - Last post by Mitchell 1969
No one probably cares, but in my opinion, the classiest uniform combo was the Ike Jacket with the long sleeved 1549 shade shirt and same shade trousers.

http://www.usmilitariaforum.com/forums/index.php?/topic/199974-usaf-midnight-blue-dress-shirt/

How did you manage to wear a uniform like that?

The Ike jacket was gone by 1966 and 1549ís didnít come along until 1967.


Sent from my iPhone using Tapatalk

 29 
 on: Yesterday at 08:48:53 PM 
Started by Live2Learn - Last post by Live2Learn
I've suffered a few autopilot malfunctions during my short time as a pilot.  Fortunately they were all ones I was able to override with increased manual effort.  In one case I tried to pull the breaker, but it wasn't the type you can pull.  Flush with no collar.  I'm now at the point where I just don't even use autopilots anymore, just one more unnecessary item there to kill you.

True, though if they work as advertised they can save your bacon.  Dunno if it's policy to have ALL oowered CAP aircraft equipped with pull able breakers.  If any are not I'd treat 'em like aircraft with no shoulder harnesses:  Viewed from outside, but never flown.

 30 
 on: Yesterday at 08:14:33 PM 
Started by OldGuy - Last post by sardak
The USAF Accident Investigation Report has been released. First, read PHall's post above "you never want to turn into a dead engine," in this case the #1 (left outboard).

"...the cause of the mishap was MP1ís (MP1 = left seat) improper application of left rudder, which resulted in a subsequent skid below three-engine minimum controllable airspeed, a left-wing stall, and the MAís (Mission Aircraft) departure from controlled flight."

"Additionally, I [the president of the accident board] find, by a preponderance of the evidence, the MCís (Mission Crew - pilot, co-pilot, flight engineer, navigator) failure to adequately prepare for emergency actions, the MCís failure to reject the takeoff, the MCís failure to properly execute appropriate after takeoff and engine shutdown checklists and procedures, and the Mishap Maintainersí failure to properly diagnose and repair engine number one substantially contributed to the mishap."

During the takeoff roll, the #1 engine RPM was constantly fluctuating, never reaching 100%. Eight seconds before rotation the RPM dropped to 65%. No one in the cockpit - pilot, co-pilot, flight engineer or navigator - noticed or suggested a rejected take-off. The plane had an operational CVR (and FDR) and the investigation notes that the engine sound in the cockpit was not normal. The pilot had to crank in 28 degree rudder to keep on the runway.  Once airborne, the correct engine was shut down, but neither the normal or emergency flight procedures were followed. the flaps were left down, and the plane never reached minimum three-engine speed. The pre-flight briefing was shortened and emergency procedures were one of the sections skipped.

Then this. An RPM issue on #1 engine on the inbound flight was written up. The MX crew at the base didn't have the proper test equipment and bootlegged the procedure, which gave indications that the engine was OK. The work order was signed off that the engine had been repaired.
https://media.defense.gov/2018/Nov/09/2002061699/-1/-1/0/180502-/AMC-MU%C3%91IZ%20AIR%20NATIONAL%20GUARD%20BASE,%20PUERTO%20RICO-W/C-C130H-AIB-NARRATIVE%20REPORT.PDF

Mike

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