Dan Wilson

[h=2]God Bless the enlisted man.............[/h]

The only Q2 I ever got (no Q3's thank god) was on an evaluator upgrade checkride in the 37th; the Chief who was administering the evaluator check and I got into a screaming match during the -1, somehow I knew a Q1 wasn't going to happen on that checkride.

Pilot did pretty good and made a purty landing.

Had a seven minute flight in Germany that we had #1 shut down and #2 and #4 screwing up real bad, we elected to keep the other two engines running since we were on downwind. (#4 overspeed 105% and #2 underspeed 93%)

Ken

Dont expect any more than 10% for your tinnitus, I think the CFR38 allows for as much as 20% (maximum) but you have to be deaf in both ears to get that.

I am eligible to get glasses at my co-pay if I ever need them!! (probably be like the ones issued in basic)!!! Hope not!!

No actually they have a pretty nice selection of glasses, I get a new pair from them every year, nice wire frame ones. Of course they have the butt ugly selections if that's what you want LOL

Back in late 70s, we were flying in Saudi for a month or so (anyone remember the BAT missions?) and we picked up 2 1/2 tons of Kotex and flew it around . . . made four or five stops, at each one downloaded just a portion of the Kotex. That was our load for the day.

Ahhh the good old Bat 60 mission, that was always the gravy TDY, a real good money maker too!!!

I started seeing these Herks delivering my mail (when I was mx on AWACS) while I was TDY to Riyahd then a couple years later I was on that C-130 delivering the mail to my old friends.

I have known several "Interesting Loads", hell some of them are probably still in the service.

They were always good for getting your butt in big trouble off station :)

Dan, about now the only name I can remember is mine. Lynn Hebdon, ? Couch, and a guy from LRF that drove his S-10 p/u with a huge camper on it (almost got blown over by hi winds there).

Got a class pic around here somewhere, if I can only find it.

Only other names I remember from there are the 2 women I dated there, Gail and Barbara (their last names not used in case it might upset current spouses). Ah, being single and TDY for 8 weeks...

I knew Lynn Hebdon, he was 16SOW examiner (CMSGT) the last few years I was flying. Gotta say I didn't really care for him too much.

Yep, it takes years to finish up with the va claims, I retired with a 50% rating and it took more than 2 years to get it all straight and get my 100%, by the time they finally fessed up with the correct % for me I was waiting on an appeals court date.

Dont let them get away with anything, even if you get a rating; if you dont agree with the % they give you fight it until you get what you think you deserve.

I am pretty sure its an unwritten policy at the VA to blow off almost all claims and to low ball other claims because 95% of the folks out there wont fight it and they know this.

Congrats on the final success with these jerks, what percentage did you end up with?

I used to have some pics of that crash but they were on the computer that disappeared from my household goods on my return pcs (one whole container out of five disappeared grrrr damn thieves)

I'll take the connie, since they wouldn't give me the Credible sport plane it would make up for that :)

Had a check ride with Bitchin Butch Orend, at the start of the check he hands me 10 pennies and says every time you f*ck up you have to pay for it, if you go broke you fail. Boy I had a death grip on those pennies.

As for a philosophy on administering checkrides, base the required knowledge level on who the evaluee is (ie basic, instructor, etc.) and realize that there is a ladder to knowledge levels and some folks are always going to be on the bottom of that latter knowledge wise and as long as they can fumble their way through the books for most items its going to be a Q1 whereas an instructor had better know most things in the book without direct reference to the books.

My longest ground eval (about 16-20 hours of it), I thought he was just busting my chops for the hell of it but a month later I was headed to instructor school!!

George, do you remember Ron Hennion? I think he was in that course evaluation with you.

I will admit that the medal does have a place in today's airfarce, but the placement is totally out to lunch; I see it as a one pointer equivalent to the achievement medal.

I just wonder what the engine indicators would look like as a headstone? Could be pretty cool for an FE's final resting place. All set to max cont cruise.

Naa when I go out I want Max Torque showing on all four

Is the outflow hole out on the outer edge of the stab leading edge open?

Paint shop and wash rack have been known to cover these up

Yeah, I have never agreed with that limitation, if I had gone out to an E mod or a MC-P and we didn't have significant pressure by 20 or 30 % we had a problem. Only times I didn't see almost system normal pressure by on speed usually it was a shelled pump; I think I would shut down and at least check filter buttons before pressing on with a pump that didn't read normal until 30 seconds after on speed.

Wow, I am betting that is one huge list of equipment, you may want to contact one of PDM's direct for this question as you probably wont get that lengthy of an answer here.

Brindisi Italy used to have a PDM, not sure if they still do or not.

Mask

Helmet

Parachute (check the canopy)

four line mod

seat kit

stear into the wind

prepare to land

scream obscenities when you realize you broke your ankle

I think this is how it was supposed to go, been a couple of years since I had my refresher.

If you have an Examiner or an Instructor, breaking a plane is the worst. Plenty of time for them to ask any and all questions that pop into their mind. Playing stump the dummy!!! :confused:

Well we went to Zahrbruken and picked up pax that were eventually going to Sembach, well lucky us when we broke ground we lost GB oil press and then the prop locked up on us at about 30% on the shutdown. I spent the next 12 hours getting grilled and figured "finally" its over - NOT, he jumped a train the next but not before telling me to come by his office when I got back for more debreifing. Crap another 8 hour day and he finally gave up, I would never have made a good evaluator, got fired from the job twice before I could even get started:)

Back to the prop brake, I loved it when I got one off the gunship wreck, its so much easier to explain what helical splines/gears are if you can just show them.

As a last note Bob you need to put spell check on this site for us old guys who still cant spell.

Try switching to Firefox for your browser, it has spell check in the program.

When I was in Germany (think it was still W Germany at that time) we had a crew haul a pax into Souda Bay on Friday and hauled his casket out on Sunday - creepy

I hauled Dan Quales limo and secret service package from Latvia Lithuania, was supposed to take it to Leon France but had to WX divert into Geneva instead (bummer) and spent the next week sitting on the ground (weathered in and broke), lots an lots of lookie loos wanting to see the two American Herks.

Out of Pakistan we went to a FARP station up in really really bad guy land (up in the Khyber Pass region) to haul them out as they had an "uhem" heightened security level (or skinnies in the wire). We loaded up gear in one big hurry and it was everywhere. We were the junk wagon because what we didn't take they had to abandon. We had fuel fittings and hoses everywhere with fuel still sloshing out of the fittings - even I didn't smoke on that flight!!

Used to haul UH-1's in and out of Berlin while I was in Germany (Helo's couldn't fly the three corridors - verboten by treaty) They tended to be pretty tight loadout, kinda like loading a prop on the ramp.

God I carried all sorts of strange stuff over the years, I am sure I will remember some as soon as I walk away from the computer.

We had an FE in the 37th at Rhein Main back in the late 70's that was notorious for breaking airplanes. He was on every crew chief's $hit list. I won't name any names, but his last name was an animal that builds dams. I gave him a checkride once and we went through at least 3 airplanes. Legitimate, but nit-picking discrepancies. My theory has always been that I can fly with a lot of crap (7 years with Transafrik), I just don't like surprises.

Don R.

Ahhh you must mean Charlie Beaver, he was still there when I pcs'ed in and still there four years later when I psc'ed out.

What is your actual disability rating? I know its somewhere between 60 and 90%, 100% Unemployablity is not the same as 100% P&T (Permanent and Total).

What you need to do is file for 100% P&T, submit a letter from your wife (or whatever) and a friend stating that your totally buggered and cant do anything. Personal statements from a spouse is almost illegal for the VA to blow off. If you can get a P&T rating then its illegal for them to try and reduce you benefit - their not allowed to reevaluate you. They have talked about trying to reevaluate VN Vets for their P&T for PTSD and they can never get approval to do it.

I will try to find my 38CFR and see what it says.

My books tell me that lip seals are not allowed to leak. I don't have a "lip seals can leak one drop every 45 seconds."

I always thought an was told that the atmospheric lip seal was allowed to leak with the prop static, or am I thinking of the wrong component?

If I remember right weren't there landing limits as well

Really the Herk did have landing limits but they were expressed as maximum landing rate (FPM), really heavy you were restricted to 300 fpm.

Many a time I would give a pilot a told card and tell him the weight was 155K BUT IT WOULD FLY MORE LIKE A WEIGHT OF 170K or whatever real weight we were at (wink wink)

The worst overload I ever see was at Kamis Al Rasheed (I think that were we were) we took the entire 12k of runway to get off the ground an were lucky that the ground dropped away from us as that's the only way we could get a climb rate LOL

Running the climb rate charts backwards (had to use a pencil to extrapolate the lines in the chart since they didn't go far enough to match our climb rate) and we came up with a weight of 200K +- !!(dont really remember which chart it was, its been too many years since I've seen a -1-1)

Army had and probably still does weight the equipment empty then after weighing they load it up with their gear so your load out figures are nothing like the actual weights.

Yeah, I would always have to pull the prop thru in normal direction as after I moved the prop backwards as I would lock the prop brake to check it; after I did this I would explain to the CC why I was doing it. Never wanted to get known as someone trying to brake the airplane.

Dan, unless my old eyes don't see them I don't see the scav flow off lights in that picture. Weren't they located just below the tank quantity gauges?

With only one inverter what is that for? Engine instruments or flight instruments? And what about the no inverter one? Don't they do self contained starts?

What's this, no formation lights? Oh my, how are they going to stay in formation?

Sorry my bad eyes, I was seeing the fuel low press lights. The old scavenge flow off lights if memory serves were down next to the low press lights and crossfeed valves (or somewhere near there)