moosepileit

3580x100' logging an ALZ? Might have been outside the tac duty period. Bearing is a bit light, don't see it in the ZAR. I thought KSPG was a good sucker nearby, also. There goes the MFOQA stats. Bet it was at the end of a long day. Wx today looked to be vmc. edit. see fox news tampa. pics n video with commentary, doh. Jet and runway look ok. 22 threshold is at rwy 18, hence notam. Looks ready to go from there.

Have a friend who recoverd his retirement after getting railroaded. Bud Day, the POW, was his lawyer. Butters, thanks for filling in the gaps on the 18 AF still being involved in pushing past initial court actions. You ever talk to Charlie S. @ LTS about that flight and ordeal w/ the C-141? Might go into a dear boss letter, more effectively would be 69+ airdrop crewmembers turning in their airdrop quals. Glad I'm not active duty, as I am pretty sure I would have already done so and turned into the test pilot to see what happened next. Pretty sure the AMC/CC is NOT the waiver authority to continue a drop after a malfunction, either. Especially when he is on the jet. Edit to add Bud Day's website: http://georgebuddaypa.com/index.htm

The old towed parachutist NWC telling you not to let them slip back when attempting a retrevial came from the C-141. As I understood from the pilot, the USAF had to get the JAG up to Bragg quick as the Army was quite upset with the crew. The fatality deployed their reserve before they were either cut free or retreived. In the end, the aircrew all had awards and we had a new NWC in the regs. Hope this works out. Having done drops large and small in training, I could see this happening, hope the true story and actual sequence of events clears the crew.

Maybe Tues/Weds w/ a jet. Can't keep it out for the whole Gig.... bummer.

Rainmain would be #2, but would have the benefit of zero crosswinds. Winds don't dare get cross w/ C.N. Few just plain stink at using radios, G.A. or military. Simply telling them to fly without them and do the non-towered thing isn't fixing the typical problem- which is simply they are not far enough ahead of their crate to handle the marconis and fly. Can't handle a radio- probably don't have a visual scan worth a $hit, either. Now, there are times and places for hand propping and a good scan- and I love 'em- Blakesburg, IA comes to mind, plus the local glider club. That's choosing to not use a radio. Almost a right/freedom/responsibility- and I enjoy it, too! Teach them the timing, show them the S/A, they'll become a bit better all around, radio or not. Same as aerobatics- teach them to manage energy and all that, they'll be better all around later. Not because they can fly a loop, just because their S/A and skills were built up rather than accepted. Huggy, Shack. That's the kit I mentioned. Edit to add, My first 800' show had Bill Dodds as the airboss on the east coast. He asked if I had anything special to unleash with my dime a dozen Pitts- I said no. He said he'd be watching for the landing as it was blowing crosswinds gusting 20 right along the trees. Pretty sure he was a Ralph Royce cohort.

I've seen brits wearing setups like that in warbirds- no hose, just a mask, looked like a crew chief doing an engine run. You will wind up letting it hang from one side, and hold it over your face with one hand when speaking as the breathing restriction will seem silly after 5 minutes. Defeats the purpose of a boom mike or mask. You could go old school and get a throat mike ala Black Sheep Sq. They don't look comfortable. In my Pitts S1S I never needed more than a double layer of foam covers over the mike. The Oregon Aero leather cover w/ small foam holes was the bees knees when it came out. Open or closed 'pit, worked swell, 4 and 6 cylinder versions. You can dial down the gain on some mikes, if not on the headset/helmet side, then on the radio side. I assume you have a noise cancelling mike- don't block the side you don't talk into, it throws off the feature. Do you have 2 seats and an intercom or just a one seater? If you have an intercom, it should have plenty of squelch adjustment range for the noisest seat. Outside noise, not that of your shrieking pax... Unless you lop off the end of the hose, sts, you are going to have restrictions to your breathing w/ that mask, I really don't see it as a good option.

2013Z, as we joke at an airline... Any given day, that's as far as they can get ahead of the curve.

Prosuper- from a former Prosuper... If you don't have an aircrew stage and cargo ready to either head one way or another- jets fly full of sailboat fuel to the hotel. Checkrides in the AOR often don't come up as a reason for a delay. The old issue was evaluators not rolling up their sleeves and helping with the downloads and uploads. I think that was put to bed about 5 years ago. Of course, unless, like all bad ideas, it has resurrected. Either way would be a management or leadership issue. Every ride is a checkride, if anything goes amiss... Just like every repair action can be a DSV or a thinning out of your 623s. It's great they hung decent 1980s motors on a jet w/ 1970s reliability, finally.

Short version: DGA, $160k. Spartan $325k. pm if anyone wants more debrief.

Huggy, no, I have hung out w/ Kent Pietsch at airshows after hours. I believe that was the firm up near the Twin Cities in MN he used to work with. Creve Couer was the TWA retirees' hangout for all things cool GA near St Louis. Family friends are in that circle. I had a Pitts, and was just a ferry pilot as they knew I could handle their aircraft on long cross countries- a real hoot. The restorer there is John Counoyer. I knew of some of the other restorers around MN from competing in my Pitts around Albert Lea. N9220J was one sweet ride- Stearman engine/220hp on a light airframe w/ a Reed prop- 115 mph at 1800 rpm, could not stop smiling! Took off and landed at 40ish MPH like a super cub. Much shorter coupled than the Stearman, but nice rudder and think it can handle 15 mph crosswinds if done right, more on grass, where you can slide it around a bit if need be.

Huggy, I can't even guess. Could be stolen for $50k, could demand over $80k. Would make a great episode of an auction TV series. Seeing the Christen wobble pump in the cockpit indicates to me that it is really first class as that is the best hand pump you could buy when it was restored. I have seen top notch Howard restorations from basket to Oshkosh showplanes- I imagine $140k range, minimum. The Spartan, heck- I fear a Mark Clark/Courtesy Aviation type near Chicago will come over and steal/take it if it is good. May be a big case of if you have to ask, you can't afford it. The Extra will probably be the best buy of the lot as there is plenty of supply and increasing performance in newer models. Edit to add, the Waco Taperwing or the AGC-8 would be my pick- I have time in the cabin Wacos, they are sweet, both have the best owner groups- I flew a '31 QCF-2 to the last Bartlesville, OK Biplane convention back in the day, from St Louis/Creve Couer. Didn't matter if you had a run of the mill RNF or a perfect restoration, they were great people!

Not sure you need to see it in 3D, I did, but from the slapstick Austin Powers joke about the guy on the computer terminal to the Hulk's excessive punches- It has some real laugh out loud w/ the whole theater moments. Great movie, even if you have no clue about the character's back stories.

Final link to actual photos from the auction website. My Waco Buds are playing this one close to the chest, would be great to see. The Pitts Special is the type I want, but a bit too vanilla, like my first S1S before I started updating it. The photos are worth a drool: http://www.starmanauctions.com/Past%20Auction/FIREBIRD%20ENTERPRISES/photo%20manager%20template.Firebird%20Enterprises.htm

2. http://www.barnstormers.com/listing.php?id=654177 Updated auction link with better photos and descriptions.

Their formal dinner last night was pretty cool. It had a hollywood opening video by Gary Sinise and John Voight and others introducing each Raider. I got to walk Col Saylor to his seat. Next one will be in Ft Walton Beach. Kermit Weeks offered his museum for the next- he was quite down to earth to speak with. Relatives of Chinese that aided in escapes were there, along w/ Mr. Hennesey from France, as it is a bottle from Jimmy Doolittle's birth year in the case of goblets for the final toast when only 2 are still with us.

Sq and civie job bro was the RSO when she took off w/ empty tanks. He was a C-130 guy at the time and they split duty w/ the A-10 pilots. Funny stuff.

Barnstormers, new listing under light-sport. CA based cadet, 0-200, $30

Well said. A few of each today on barnstormers in CA under $40k.

Many seem to miss the fact that in VMC, see and avoid is always the rule. IFR and ATC are just there to help you, like TCAS. Cloud clearance rules are the bare minimum under most circumstances under VFR, for instance. Visibility of 3 miles when you are near-scud running obviously cuts into see and avoid even at J-3 cub speeds. RPAs do not have the field of view of a human, for now. They may have GREAT FLIR/sensors/cameras- but you cannot tell me they see everything a "competent" VMC pilot next to them sees second to second. Yes, even a J-3 cub may have a pilot staring too often at their chart/GPS/IPad/cell phone- but they are still liable to see and avoid. They may not have a transponder- so TCAS/Sensors are no help to the RPA. When there is a mid-air collision- the NTSB tries to figure out how long each aircraft should have been able to see the other. Unless you can shift the entire basic doctrine away from see and avoid, you have to understand how much an RPA operator cannot see. I predict more areas where RPAs can operate and local pilots will have agreements through the FSDO, maybe just a beefed up MOA rather than restricted airspace. If folks will be smart, they can co-exist and keep the RPA industry happy. Typically, that isn't the case when it comes to more written rules.

Warning, wall of text below, but worth the read/drool/dream. I see a few up my alley, if not Huggy's: Auction outside Cleveland 19 May on Barnstormers. http://www.starmanauctions.com/upcomingauctions.5.htm Rare planes, so hunted the owner, he has some listed under his uncommon name, not a corporation. Dig this collection: 1001E7AC-4551 AERONCA 7AC 1761312 SPARTAN 7W 200JV130 EXTRA FLUGZEUGBAU GMBH EA 300/L 202JV81140 RV-8 40JV 80 AVIONS MUDRY ET CIE CAP 10B 41JV 735H PITTS SPECIAL S-1S 5662210030C MAULE MX-7-235 659N 3123 WACO Aircraft Description Serial Number 3 Type Registration Individual Manufacturer Name FLAGLOR Certificate Issue Date 12/14/2006 Model GEE BEE Y Expiration Date 06/30/2013 VENALECK JOHN T, owner of Associated Enterprises. SAT. - MAY 19th 2012 MAJOR ANTIQUE EXPERIMENTAL & OTHER AIRCRAFT COLLECTION Located in Cleveland, Ohio This is a Single Individuals Private Collection Including: 1937 Spartan Excecutive 7W, 3,718 Hrs. T.T., R-985 Engine, 503 Hrs. SMOH, Restorted to Museum Quality, 1939 Waco AGC-8 Cabin Class-1806 T.T. Jacobs L6MB -107 S.M.O.H. Ground up restoration in 2000. This is an absolutely Flawless Aircraft, 1930 Waco ATO Tapper Wing, 785 Hrs., T.T. Wright R-760, 115 Hrs. S.M.O.H. Ground Up Restoration in 1997. Ryan ST-3KR (PT-22)-1944 T.T. has Ranger 6-440-C5 Engine, 251 Hrs. S.M.O.H. Restored, 1984 Flaglor Gee Bee Y - 159 Hrs., T.T., Lyc. R-680 Engine 583 S.M.O.H., 1943 Howard DGA-15P-835 Hrs. T.T., P&W-R-985, 109 Hrs., S.M.O.H. Complete Ground Up Restoration in 2003, 1946 Aeronca 7AC-3,121 T.T., 2003 Daytona Cub (Experimental PA-18) On Clamar Tech. Floats, 379 Hrs. T.T. Lyc 0-360-C4F Engine, 1979 Pitts Special SI-S, 119 Hrs. T.T. Lyc. IO-360-B4A, 6 S.M.O.H., 2002 Vans RV-8 193 Hrs. T.T. Lyc. IO-360-A1B6, 193 T.T., 1972 Cessna 172-L, 3,386 T.T. Lyc. O-320-E2D 1337 S.M.O.H., 2001 Extra 300L, 196 Hrs. T.T. Lyc. AEIO-540-L1B5, 196 T.T., 1986 Maule MX-7-235, 857 T.T., Lyc. IO-540-W1A50, 857 T.T., 1979 Pipe 601-P AeroStar-3,880 T.T. Engines 406 S.M.O

Stearman is the most expensive way to fly 90 MPH. Only fun slipping in final w/ airspeed by wind in the wires. Used to have keys to a nice one. Couldn't even buy the gas I burned without getting yelled at. For the same engine, (W-670 220 cont.) try a '31 Waco QCF-2. $250k, for a reason! L-4 if you need a warbird write-off does sound dandy.

Conflicting info, But Well, there may have been one UC-90A. Not much of a warbird, but enough? http://www.aero-web.org/specs/luscombe/uc-90a.htm http://www.pilotfriend.com/aircraft%20performance/Luscombe/luscombe.htm Toward the end of the production run, as the company experienced financial difficulties, many variations existed. POP: 3,695 included 3,138 built post-war; included 1 (c/n 1653) acquired by the Army in Panama after the outbreak of WW2 and designated UC-90A [42-79549]. Many 8As were modified by the installation of more powerful engines, additional wing tanks, and more advanced instrumentation. In fact, few exist in original configuration — most were modified in some way over the years. http://en.wikipedia.org/wiki/Luscombe_8 The Air Force, in 1947, released a specification calling for an 85 hp (63 kW), high-wing tandem-seating aircraft to use as a liaison aircraft for Army ground forces. The proposal required an aircraft that was in current production, so Luscombe decided to convert a model 8E to a tandem configuration. This model passed the military tests, but lost out to the entry from Aeronca, who quoted a low price of less than $1700 per aircraft. Luscombe obtained a type certificate for the T8F anyway, in anticipation of future off-the-shelf buys by the military. The later, modified specification excluded Luscombe with several changes to the procurement, and instead resulted in the Air Force's buying the Cessna L-19 Bird Dog.

http://barnstormers.com/listing.php?id=580914 Price? Luscombe T8 was an L-Bird in at least Mexico? I tend to avoid gold plated aircraft, but this looks nice. IF the 955 hours on overhaul is since the 1996 Restoration, that is a bit long on years for my liking for the camshaft health without at least pulling a jug and looking at some camshaft lobes. I had a '46 8E, it was a nice plane, but the T-8 is tandem for you. An O-320 150 HP is autofuel capable, if the airframe works out for the STC.

Huggy, The issue if you chose not to provide the labor- you may wind up upside-down on value vs. investment. That is usually why there is a pool of planes that need a recover AND are for sale. It's not supposed to happen that way, but paint and fabric got expensive. Get some bids. Knock the seller down to where it all works out, or keep looking. Sometimes fabric isn't yet "bad", just cosmetic, on the way out, but still airworthy-safe for a while longer- if you hangar the plane you may have time to enjoy it while you plan/budget a recover/repaint. The punch test will yield differing opinions from mechanics of different backgrounds, for instance. Fabric and then paint just cost too much if you don't provide your own labor. Good Stits/Ceconite, Dope or enamel for ease of MX or poly for the wet look. L-2 didn't seem to catch on like the Cub did post L-4. The regular Champ is "cute" and flies nicely. Not sure about the L-2 if you fly in a bunch of crosswind. I have seen some decent cubs now at lower than the LSA peak when a $25k cub was suddenly a $38k cub/ L-4. What about a basic 100-115 HP Citabria? Are you pegged to a warbird/O-type? They usually have a good discount vs. the 150+hp models. I assume by old and classic tandem seats you mean high wing taildraggers, not a Varga/low wing/tricycle or biplanes. A nice S1S is checked off my bucket list, but I might do another someday...

MASAP is the proper channel. I've run C-17 dets and of course lived in them and flown through them. I've been an airline pilot and am familiar w/ ASAP. I've been a DOV chief. I am very familiar with both MASAP and MFOQA. Their relationship is supposed to be complimentary. If your Sq/CC thinks he can FEB a safety of flight call, I'd enjoy speaking with him/her.