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TreeA10

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TreeA10 last won the day on February 25

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About TreeA10

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  1. As a part time Reservist, I was tagged for drug testing several times over a short period of time which would irritate most anybody. Fortunately for me, the medical staff was poorly trained and in a hurry. This meant they were putting samples on common work surfaces used by patients and medical staff. I merely documented those OSHA violations in an email to the WG/CC and cc'd the medical SQ/CC. That was 2003-ish I was never drug tested again and I retired in 2011.
  2. I think they are trying to dig out from under the rubble after the House of Collusion collapsed on their tinfoil wrapped skulls. I'm guessing the survivors from that debacle are going to take that debris and start building the Obstruction Palace because....Orange man bad.
  3. Getting just 10 degrees nose low in a big old airliner feels excessive. I'm not sure what the pitch change rate might be but getting 50 degrees nose low doesn't happen that quick and how you get there without somebody noticing and correcting the situation escapes me. I've seen guys in the sim get behind in roll control with engine failures but I've never seen anything close to losing control in pitch with any type of failure.
  4. Yes, they are. I must have picked that up at the schoolhouse training for the 72/73/75/76/77/78 or the POS MD-80. That phrase "leading edge devices" must be embedded in there somewhere. That's my story and I'm sticking to it.
  5. Yes, they are. I've made far too many trips through the schoolhouse (72/73/75/76/77/78 and the POS 80) and somewhere in the process, the phrase "Leading edge devices" has been embedded in my brain. That's my answer and I'm sticking to it.
  6. Depending on gross weight, you might need to go FLAPS 1 (just extends the leading edge devices) to slow to @210-220 KIAS. Extending flaps out of up puts the airplane into approach mode and makes the TOGA switch active. I've flown several Boeings and it is not uncommon to select flaps 1 10-11K feet depending on the arrival.
  7. During an unpleasant time in my life, I was an ALO attached to an armor battalion. We were doing a night live fire exercise so 105mm main guns, .50 caliber, 25mm chain guns, TOW missiles, and, the winner for spectacular effects and crowd pleaser, APC mounted 20mm vulcan shot at ground targets. As a Hawg driver, we talked a lot about big sky, little bullet theory but, to quote the military historian Ho Lee Fuk, "That's a whole lot of metal going a long way uphill via richochets." The big, fast stuff like 105mm and TOWs had to be topping out better than 1000 feet on occasion. Seeing that stuff bounce at night really changed my thoughts on pressing hard target slant range cease fire distance.
  8. I've flown most Boeing jets and have done a real go around the 727, 737, 757, and 767. Never say never but I can't envision hitting TOGA well outside causing anything dramatic resulting in such an excessive reaction.
  9. Those FADECS systems can burn anything!
  10. I'll add to that seniority concept. At AA, we've absorbed Reno Air, TWA, and the US Air East/West pilots. Each of these integration's cost seniority numbers. Had my seniority date been 5 days sooner, 270 Reno guys would be behind me and not in front of me, lost another 700+ with TWA, and @2500 with US Air. The guy right behind in my new hire class and therefore the next on the seniority list is now 5 numbers behind me.
  11. I was walking across the parking lot at NAS Fort Worth JRB and "got pulled over" by what passes for security and informed of the new rule saying no walking and talking on my phone. If there ever was a clue that there were too many people making rules without real jobs that enhanced our mission to kill people and break their stuff, this was it.
  12. I did interview with the NTSB when I left active duty but had no desire to move to the LA area but it was an option if a Hawg gig didn't show up. While the NTSB does accident investigation for causal factors and makes recommendations to improve safety, the FAA has the hammer on regulations or mandatory equipment. Just like the AF, politics and money are involved (although those two are redundant) so you really have to have something spectacular happen and kill a bunch of people before changes are made.
  13. Reading Jerimiah Weeds description of a trip reminded me of a comment made during contract negotiations by a former (before my time) American Airline's CEO, Robert Crandall, "There's no money in cargo."
  14. This month was 2 Hong Kong, 1 Madrid, and 1 London which flew into next month. Hong Kong is 44 hours on the ground while most other layovers are 25-27 hours-ish. My second Hong Kong trip cratered while we were in Hong Kong so I got an extra day and a half in Hong Kong, flew back to LAX instead of DFW and had to deadhead home. While that sucked, the extra hours took me over our max and I got paid to NOT fly to Madrid. Last month was 4 3-day London trips (Flight Standards bought one for training) and I picked up a HNL and took the wife. I bid reserve next month because I have vacation and pay/trip strategery favors reserve. You can put these trips back to back, i.e. get in from LHR on Monday and fly to Narita on Tuesday. Time zone changes and weird hours make for challenges getting rest. Some guys can do that but I'd rather have a day or two to relax. Most brutal is to get in from a deep south trip at 6 am and then fly deep south again departing at 9pm that night. Uh....hell no but, again, some guys do it. Most international flights are 3 day trips. Our deep south flights to Buenos Aires, Santiago, Sao Paulo, Rio, etc. boarder on 4 day trips because you depart late, 8-10pm, and fly 10 hours to arrive just after sunrise. Layover is long since you depart late in the evening on the 2nd day to fly home arriving 5-6am. I fly out of DFW and there are many more options depending on which HUB you fly the trip from. For instance, LHR (London Heathrow) is a 20 hour, 3 man crew out of DFW but is flown as a 15-16 hour, 2 man crew out of JFK. 4 man crews flying Asia out of mean you get two breaks inflight. 3 man crews mean you get one break. How long? Take the time remaining between 15 minutes after takeoff and 35-45 minutes prior to landing and divide that time by 3 or 4 and that is the length of the break.
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