Everything including the type ride is done in the sim. A maintenance check or ferry flight are the only time there won't be paying pax. Could have company employees non-reving on a ferry flight.
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First flight of the P-8A Poseidon and all things related to transition
- Thread starter PropStop
- Start date
As of today I can say I have tracked more EMATTs in a P-8 than a P-3. Still deciding if this is a good or bad thing....
MasterBates
Well-Known Member
JIT and L6S are solid "concepts".. For industry. When you know what you are making a month out. And you have great statistical failure on the MTBF on parts.
Oh, and all these factories that have are JIT and LEAN.. They keep critical spares for machines on hand.. Raw materials stretched any more than pseudo JIT.. Well, you are one wrecked truck or bad storm away from losing your ass to your customers who are counting on you to be JIT to them.
A flat tire on a Semi on the Mass Pike in 1998 cost my company (POLLAK) upwards of $750k.. Why? Because it held the JIT delivered housings needed to make 4WD disconnect actuators for GM fullsize trucks, and that truck being 6 hours late shut down our line, so we were 1000 units short on the scheduled truck headed to AAM in Detroit, which made them late on their delivery to GM Truck Assembly in Flint, MI, which then back billed us for the 3 hours their line was down waiting for parts we bought seats on an airliner for (I got to fly with the bags of parts).
We were billed at $250k an hour for every hour the GM plant was down.. For all the AIRSpeed and L6S shit I had to do in the Navy as QAO and AIRSpeed goon for 121/CAG7, I tell that story about the dangers of cutting JIT too close.. And they never listen..
And the COD delivering your parts will never bump them for an Admniral who wants to come to the boat.. Never. Or just plain break down.
If so, I hope s/he includes a "glossary"...and maybe a "recommended update" to the current version of DICNAVAB.
Why is the sky blue? How does the positrack rear end on a Plymouth work? It just does.
Yeah but AIPs don't have master warnings blaring in your face when they bounce. P-8s are known to do that.
Is it something related to mission equipment? We used to have a 737-600 in TACAMO land that I have bounced the shit out of on multiple occasions. We never had any problems.
I honestly hope they procure enough P-8s to do the mission and train crews properly. They under procured the E-6, and we are in a constant state of low jet availability. We made an honest attempt to transfer more of our training to a level d equivalent sim, but it just isn't the airplane and never will be. It is really tough taking a guy out of flight school and putting him or her in a complex multi engine aircraft that is really designed to be flown by someone with a LOT more experience.
AIP - aircraft configuration. Anti Surface Warfare Improvement program.
They took all the stuff that was supposed to go in the P-7 20 years ago, got rid of the new airframe and stuck the boxes in some P-3s. Add an APS 137 and voila: Killing Machine!
When I first got into the squadron, they were still HONA'd/rare enough that they were 'supposed' to only fly mission hops, not dedicated fuel wasters or pilot training hops where they would have the shit bounced out of them.
That lasted about 3 seconds, then they got bounced like it was their job.
Don't get me wrong. I love the plane, but there are some blaring examples of why NFOs should never be allowed to run the acquisition of an airplane.
There are probably about half a dozen things that make you want to go on a rampage and murder the first 3 double anchors you see...
There are probably about half a dozen things that make you want to go on a rampage and murder the first 3 double anchors you see...
MasterBates
Well-Known Member
Always a good training technique, get used to the master warning and tune it out.
The Hummer/COD have the same thing.. Every lap in the pattern the "MAX RUDDER" light and Master Caution come on. To the point where my finger is sitting near the button to click it every lap and go "MAX RUDDER NOTHIN' ELSE" .. Until the day it was something else.. 2 left prop pump lights. Which resulted in a single engine most quickly.
It's a bad habit pattern that would be fixed by just adjusting the airspeed where the caution comes on at, to a speed where you are not likely to hit EVERY LAP IN THE PATTERN.. Or on a bolter/waveoff from the boat.. Or on takeoff from the boat if you are slow hitting the switch.
Minor hummer threadjack, but the E-2 and C-2 have a "MAXIMUM RUDDER" switch which is on the bottom back of the console, marked 20 / 6-2. You have to manually select 20 degree rudder when at low airspeed, and 6 when at higher airspeed, and then it locks out above 2 degrees at a yet higher speed. I think the actuator should be like the 60 Stabilator control, where it moves automatically based on airspeed, and you can control it manually if needed. (the ratio changer is capable of moving anywhere between 20 and 6, so it could slowly change as you speed up or slow down, vice sometimes yaw kicking, if you don't anticipate the new pedal position for your desired rudder well enough.
