The Ginger

Nothing cosmic. It's described in a -1-1 example. Say you were applying at 120 KCAS and releasing at 60. On chart 2/3, you would calc 120, then slide down to 60. Carry the difference forward rather than computing 120 and 60 through all 3 charts. I'm not sure I agree, given these charts are exponential.....but it lets me do things I want to do. The only way to do multiple heavyweight landings is to avoid braking below 60 KCAS so you can subtract that energy. Therefore, reverse and stomp the hell out of the brakes 120-60, then try to reverse the rest. Brake temp sensors in brand new planes? Nope. Carbon brake charts? Nope. Heavyweight assaults per copilot per year? Eight.

There's no time advantage provided for air cooling vs ground cooling. The problem: when you need cooling most (multiple heavyweight assaults), you usually get trapped on the ground because you don't have energy available for a fully braked reject. Some bypass this by taking off from the main runway and saying they can roll out the reject. The Lockheed method for calculating a brake application starting at touchdown and releasing at 60 KCAS calculates a smaller "burn" that simply running both speeds individually and taking the difference. Are you going to go that far? Do you have contacts to get you the carbon brake test data results prior to TO release? All of this is really semantics as all the planes got carbon brakes for "mx labor savings" but no carbon brake charts or data.

I like it! This program will be a great tool for all those times that the ops desk gets a call from the user regarding available payload... For brake energy on multiple heavyweight landings, can you calculate brake energy with brake release at 60 KCAS, then time to cool to ensure the reject (50 flap, 2 in rev)? if your reject would cost you 18M per wheel, how do you cool below 5M?

Factory PLT chart can't account for: Increased touchdown speed due to gust Increased touchdown due to crosswind (max effort) Nosewheel groundspeed limitation (anytime headwind is less than 6) So, a popular technique is to use the offside cruise page to input the PA, OAT and touchdown CAS to ensure it's below 145 TAS. You could program that, but it's not going to jive with the -1-1 procedure....

Including gusts? Better than using the Perf Cruise 2?

Thread bump- Torch and Toasty, what's the latest with your situations? Anybody know the current ARC policy?

Just in Asia, Africa and the Middle East.

Also, can somebody speak to Reserve vs Guard concerning this topic? That would be a big discriminator when Palace Chasing/Fronting.

http://www.vice.com/video/north-korean-labor-camps-part-1 Weird that it's news now. Vice posted this to youtube almost four years ago.

eh?

Another 1-2 years is another 1-2 years that you can't say no to a 365. Your STRD will be older then, too. Increased risk, same money. The only people they're attracting are people who are staying for 20 anyway, or people who are so bad at money management that they NEED that $25-50K.

Getting this thread back on topic - Who has dates on the Yokota transition? Are they going to finish Little Rock first? Herc skills are dying on the vine in the 19th. Still waiting on 5 tails on the factory, but deploying on par with Dyess. Got maybe 10 sorties last week for two squadrons. How do you do flight lead upgrade with that?? Meanwhile, Yokota launches a 10-ship and Dyess "deploys" to Greece and is proficient GPS-out.

So, everybody thought the NDAA/continuing resolution would solve the deadlock regarding Pope/Keesler/Little Rock reserve J's. Anybody find anything to that effect?

How in the hell has AMP not died? That must be code for "Afghan bribe money"

I used a little more Google-fu and figured out I got a CP04. I filed prior to tax day in '11. Maybe they're asking for employment tax info.