Talking to some current USAF aircrew and the pilots that have gone from T-6 to the FTU then the 'fleet' have been mixed at best, they remain very wary.
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Flight School backed up
- Thread starter Cowgirl
- Start date
Talking to some current USAF aircrew and the pilots that have gone from T-6 to the FTU then the 'fleet' have been mixed at best, they remain very wary.
We just had a Reserve weekend and that's what I heard as well. Interesting times. There's not a lot of opportunity to "go back". T-1 is being rapidly decommissioned, as an example.
Looks like T-1A decomm is accelerating. Laughlin AFB just had their final T-1A flight on Friday. The USAF is *out* of the multi-engine training game, leaving that transition to their version of the FRS.
I wonder how long it will take for AF to have a "I should have had a V8" moment and beg CNATRA to take AF studs in the T-54A.
I wonder how long it will take for AF to have a "I should have had a V8" moment and beg CNATRA to take AF studs in the T-54A.
I read this and got to thinking…we have quite a few around here like @HokiePilot who flew helicopters in the Navy, plus Ed up their hours in very basic fixed wing aircraft, and made it to the Show with limited or no ME time. I have no idea about today, but in the late ‘80’s the multi-engine training pipeline was the shortest. Considering that they are headed to multi-pilot aircraft perhaps there is room and time to learn at their first squadron. The AF might be on to something here although I doubt the Navy would ever follow.Looks like T-1A decomm is accelerating. Laughlin AFB just had their final T-1A flight on Friday. The USAF is *out* of the multi-engine training game, leaving that transition to their version of the FRS.
I wonder how long it will take for AF to have a "I should have had a V8" moment and beg CNATRA to take AF studs in the T-54A.
Fair point. I instructed a fellow AW, HS and HSM bubba as a CFI. He went to a LCC (Spirit) and now at United with minimal piston MEL experience, just ATP mins.
Your assertion is valid and I think AF is following suit.
That said I work with a lot of Reservist /airline dudes who think the AF is making a serious mistake by abandoning a dedicated multi engine UPT track.
We'll see!
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My first multi-engine airplane was an F/A-18... So there is USN precedent for that. Also, contrary to what some might think, assym thrust is still a serious consideration when single engine in that airplane. The FAA even recognizes F/A-18 experience as unrestricted multiengine time now, after years of campaigning and crew fatalities related to adverse yaw departures with OEI.
What's Vmc in a Hornet?
I wonder who slammed the rudder pedals to the firewall first, him or LT FlyByWire.
hlg6016
A/C Wings Here
Air Force loves those scramble launches, Kinda like their elephant walks. It does remind me of launching a Cubi Pt libo flight.
14 degrees AOA. Above that with OEI, adverse yaw departure can happen with very little warning.
The fact that the airplane does not have a classically defined Vmc due to the FBW control design is part of why the FAA mis-categorized it as "centerline thrust" for decades. Kudos to the person(s) who finally won that battle for us.
The airplane doesn't have a classically-defined stall speed either (FBW again) but it'll still come down eventually if you keep going slower.
He was exonerated.
I believe it was a 25 Alpha pass. Recovery not possible based on what I was told.
Also heard that Canada used to do a 35 Alpha Airshow pass but that was stopped.
The Thunderbirds High Alpha pass is LOW! Very cool! I believe the thinking was "if we lose an engine, we are out of options, whether we are at 500' or 200'.. so go lower!"
Many years ago I read an article (maybe Air Force Magazine) about two C-130’s in Vietnam. They were on the ground when the base was attacked and they had something like three minutes to get off the ground! The first one made it but earned a bunch of holes in the fuselage but the second got hit waiting to takeoff. The crew got out, but I remember one pilot noting that he forgot to take off his headset and getting yanked back because of it.
I was just curious on what the FBW was doing as it sensed the yaw. Did it go full throw even before the pilot? At that speed if the pilot goes full rudder, how does the FBW interpret that?
Would love to read the post-mortem.