Citation down -- Augusta, Maine
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Busted Selfstroker.
But just for fun,
CAWI, Continuous Alcohol Water Injection, 40% methyl Alcohol 60% demin water, max 5 mins on takeoff, in-flight prohibited and the tank holds 16 gallons of AWI fluid.
Click clacks, A unique type of door pin used on the doors.
Well I guess you need your alcohol fix now. I suggest you honor the terms of your rehab and quit pretending to be someone you are not.
See ya
But just for fun,
CAWI, Continuous Alcohol Water Injection, 40% methyl Alcohol 60% demin water, max 5 mins on takeoff, in-flight prohibited and the tank holds 16 gallons of AWI fluid.
Click clacks, A unique type of door pin used on the doors.
Well I guess you need your alcohol fix now. I suggest you honor the terms of your rehab and quit pretending to be someone you are not.
See ya
Last edited by kwachon; 24th Feb 2008 at 00:30. Reason: spelling
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In various posts he has stated that he learned to fly in 1975 and that he flew the metro in 1982.
In his registration profile he gives his date of birth as 1974.
In his registration profile he gives his date of birth as 1974.
Holy Mother of God, he must be the new Messiah?
I find this thread kind of facinating indeed: Talk big and call my bluff...
The willy factor is also out there.
The B-737 Captain for a Major US Carrier seem kind of immature with a huge chip on the shoulder.
I'd say: Busted..
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Kwachon: master of the internet
Kwachon, in his last post, admits to being busted.
Kwachon...still has not answered the one question that the internet cannot answer...what is the garrett engine salute?
After I posted the bit about jato bottles and his response...taken , cut and pasted from an internet site I realized he was a phony.
CAWI
Click Clacks
also have internet references. though even his click clack response was weak and doesn't nail the importance of the click clack to a plane he is supposedly "typed" in.
And as to DUCK: you have violated the privacy option of your forum, thus opening you and pprune to legal action.
I got my ppl in '75
but you are wrong about the years I flew the MU2 and the metroliner. MU2 was'85. Metroliner 86-88. And no where did I say MU2 in 82.
Flintstone, I live in America and our time zone is different than yours, excuse me for sleeping, and not responding right away. And why do you call me "selfstroker" when my internet name is SEVENSTROKEROLL?
I'll bet you and Kwachon can't even tell everyone what a sevenstroke roll is.
Towerdog: you put scuba diving ahead of flying in your profile, so I take all your comments with a grain of salt.
And again, it amazes me that none of you have picked up on the inability of kwachon to explain what a garrett engine salute is.
of course since most of your guys are eurocentric, the lack of knowledge doesn't surprise me.
Kwachon...still has not answered the one question that the internet cannot answer...what is the garrett engine salute?
After I posted the bit about jato bottles and his response...taken , cut and pasted from an internet site I realized he was a phony.
CAWI
Click Clacks
also have internet references. though even his click clack response was weak and doesn't nail the importance of the click clack to a plane he is supposedly "typed" in.
And as to DUCK: you have violated the privacy option of your forum, thus opening you and pprune to legal action.
I got my ppl in '75
but you are wrong about the years I flew the MU2 and the metroliner. MU2 was'85. Metroliner 86-88. And no where did I say MU2 in 82.
Flintstone, I live in America and our time zone is different than yours, excuse me for sleeping, and not responding right away. And why do you call me "selfstroker" when my internet name is SEVENSTROKEROLL?
I'll bet you and Kwachon can't even tell everyone what a sevenstroke roll is.
Towerdog: you put scuba diving ahead of flying in your profile, so I take all your comments with a grain of salt.
And again, it amazes me that none of you have picked up on the inability of kwachon to explain what a garrett engine salute is.
of course since most of your guys are eurocentric, the lack of knowledge doesn't surprise me.
Last edited by sevenstrokeroll; 24th Feb 2008 at 14:57.
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Now lets see,
Date of Birth 1974
Got PPL in 1975
Flew MU2 in 1985
Flew Metroliner in 86/88
How about the 737?
Do the math!.
Your lies have trapped you and you have reverted to attacking all who have made comments. It is quite pathetic really, you are clearly a fraud and have been found out. By continuing this charade you are doing nothing to improve your situation.
Oh and click clacks were designed to maintain the fuselage integrity due to the doors being a structual part of the fuselage as they were so large. (and no I did not need to look that up).
Jato bottle was to automatically fire and assist takeoff in the event of an engine failure and it was mounted in the tail cone. (no I did not need to look that up).
Just knew it pi@@ed you off by not answering...
How about this
Seven-stroke roll RRLLRRL- LLRRLLR
I suggest you find another forum where you can pretend to be someone you are not.
You deserve no future comments so consider this my farewell to you, now go dig another hole and fall in it. I am sure we will see many but as seen before they will be irrelevent.
Goodbye
Date of Birth 1974
Got PPL in 1975
Flew MU2 in 1985
Flew Metroliner in 86/88
How about the 737?
Do the math!.
Your lies have trapped you and you have reverted to attacking all who have made comments. It is quite pathetic really, you are clearly a fraud and have been found out. By continuing this charade you are doing nothing to improve your situation.
Oh and click clacks were designed to maintain the fuselage integrity due to the doors being a structual part of the fuselage as they were so large. (and no I did not need to look that up).
Jato bottle was to automatically fire and assist takeoff in the event of an engine failure and it was mounted in the tail cone. (no I did not need to look that up).
Just knew it pi@@ed you off by not answering...
How about this
Seven-stroke roll RRLLRRL- LLRRLLR
I suggest you find another forum where you can pretend to be someone you are not.
You deserve no future comments so consider this my farewell to you, now go dig another hole and fall in it. I am sure we will see many but as seen before they will be irrelevent.
Goodbye
Last edited by kwachon; 24th Feb 2008 at 16:05. Reason: Spelling
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Kwachon: Fails to answer
FYI
I was born in 1956 and made a small error while posting my private profile...You do the math. You can ask Duck Rogers how to change DOB on the profile. You have to contact the administrator. Rotsa ruck there!
Ah, now you seem to know about how the click clacks are part of the structural integrity of the plane. Good for you. but how do you reconcile that I called you on it and made you expand upon it? GO AHEAD, HOW DO YOU RECONCILE THAT I MADE YOU EXPAND ON THIS?
BUT THE TRUTH IS THIS, YOU HAVE STILL NOT ANSWERED WHAT A GARRETT ENGINE SALUTE IS. AND THERE IS THE RUB.
You see, no where on the internet is the garrett engine salute listed. All along I have listed things that only pilots would really know. Not stuff internet guys could look up. Why else would I talk about dangling feet on the jumpseat, or where Porn was stored?
Those things can't be looked up on the internet. You have to have really been in the cockpit for many years to know those things.
ladies and gentlemen of the jury I ask you. Why hasn't he answered a question that is the equivilent of asking a Brit what "bird" is (and not a starling)?
BY placing the sticking of a seven stroke roll on the forum, he has just proven his ability to use the internet to look things up. It is a drum rudiment to be sure and in the American form does not reverse.
KWACHON: I hope you mean it when you say goodbye. I really do.
to any professionl pilot who came up the hard way in America reading this forum in detail, the facts are clear. I've spent a good time of my life in the cockpit. I am who I say I am.
Can Kwachon say the same?
I was born in 1956 and made a small error while posting my private profile...You do the math. You can ask Duck Rogers how to change DOB on the profile. You have to contact the administrator. Rotsa ruck there!
Ah, now you seem to know about how the click clacks are part of the structural integrity of the plane. Good for you. but how do you reconcile that I called you on it and made you expand upon it? GO AHEAD, HOW DO YOU RECONCILE THAT I MADE YOU EXPAND ON THIS?
BUT THE TRUTH IS THIS, YOU HAVE STILL NOT ANSWERED WHAT A GARRETT ENGINE SALUTE IS. AND THERE IS THE RUB.
You see, no where on the internet is the garrett engine salute listed. All along I have listed things that only pilots would really know. Not stuff internet guys could look up. Why else would I talk about dangling feet on the jumpseat, or where Porn was stored?
Those things can't be looked up on the internet. You have to have really been in the cockpit for many years to know those things.
ladies and gentlemen of the jury I ask you. Why hasn't he answered a question that is the equivilent of asking a Brit what "bird" is (and not a starling)?
BY placing the sticking of a seven stroke roll on the forum, he has just proven his ability to use the internet to look things up. It is a drum rudiment to be sure and in the American form does not reverse.
KWACHON: I hope you mean it when you say goodbye. I really do.
to any professionl pilot who came up the hard way in America reading this forum in detail, the facts are clear. I've spent a good time of my life in the cockpit. I am who I say I am.
Can Kwachon say the same?
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I edited my post because I misspelled away as aqway.
still no answer to the salute question.
and you said good bye once.
and you can't reconcile how I know about click clacks
either admit I am a pilot or accuse me of lying...one more time.
still no answer to the salute question.
and you said good bye once.
and you can't reconcile how I know about click clacks
either admit I am a pilot or accuse me of lying...one more time.
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asking a Brit what "bird" is
I was born in 1956 and made a small error while posting my private profile
All along I have listed things that only pilots would really know
Why else would I talk about dangling feet on the jumpseat, or where Porn was stored?
to any professionl pilot
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kwachon, I thought you said goodbye.
ok
forgive my misspellings...I admit that failing.
you still haven't told us about the salute...and so many chances to do so.
AND you even got "birds" wrong. Cute girls...did you do well with the birds? even an American who had seen the film, "the great escape would know what that was"...not a YARD BIRD, which refers to a convict.
You Lose.
You Lose.
You Lose.
ok
forgive my misspellings...I admit that failing.
you still haven't told us about the salute...and so many chances to do so.
AND you even got "birds" wrong. Cute girls...did you do well with the birds? even an American who had seen the film, "the great escape would know what that was"...not a YARD BIRD, which refers to a convict.
You Lose.
You Lose.
You Lose.
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Let's get back to the thread
NTSB Preliminary Report Issued On Maine Citation Crash (source ANN)
Thu, 14 Feb '08
Notes Jet Ran Off Taxiway Twice Before Takeoff
The National Transportation Safety Board is out with its preliminary report on the February 1 crash of a Cessna Citation near Augusta, ME... and it paints a curious picture of the events prior to the accident.
As ANN reported, the accident claimed the lives of businesswoman Jeanette Symons, and her 10-year-old son, Balan. Symons was the founder and CEO of Industrious Kid, and co-founder of social networking website Imbee.com.
Maine's Kennebec Journal newspaper quotes NTSB investigators, who say Symons appeared to be confused about her surroundings from the time she started taxiing for takeoff from Augusta State Airport, until her final radio call to controllers just before the crash, at about 1745 Eastern time.
Investigators said Symons was given a standard briefing on weather conditions at 1700. Reported weather at the time was light snow turning to freezing rain, which witnesses said was starting to accumulate on parked cars. Symons filed an IFR flight plan to Lincoln, NE; FAA records confirm she was an instrument-rated pilot.
Witnesses told investigators they saw the jet run through a ditch while taxiing, its left main tire becoming stuck in ice. The engines were heard operating at "a high rate of power." Shortly afterward, Symons taxied through ice and off the asphalt yet again, then radioed her intention to depart from an incorrect runway.
NTSB reported an employee of Maine Instrument Flight turned on the pilot-controlled taxi and runway lights when Symons failed to do so, but it's not clear whether the intent was to help direct her to the proper runway.
After takeoff, at 3,000 feet, Symons radioed departure control at Portland International Jetport to report an attitude indicator failure. NTSB reported she also said she didn’t know which way she was turning. Four minutes after takeoff, the plane crashed and burned in a wooded area of West Gardiner.
The NTSB also notes Symon's Citation 525 was pulled from the hangar and onto the ramp about an hour before takeoff, to make room for a jet operated by the hangar's Part 121 owner -- which cancelled its flight due to weather conditions.
Release of the NTSB's full report on probable cause is expected in about a year.
Thu, 14 Feb '08
Notes Jet Ran Off Taxiway Twice Before Takeoff
The National Transportation Safety Board is out with its preliminary report on the February 1 crash of a Cessna Citation near Augusta, ME... and it paints a curious picture of the events prior to the accident.
As ANN reported, the accident claimed the lives of businesswoman Jeanette Symons, and her 10-year-old son, Balan. Symons was the founder and CEO of Industrious Kid, and co-founder of social networking website Imbee.com.
Maine's Kennebec Journal newspaper quotes NTSB investigators, who say Symons appeared to be confused about her surroundings from the time she started taxiing for takeoff from Augusta State Airport, until her final radio call to controllers just before the crash, at about 1745 Eastern time.
Investigators said Symons was given a standard briefing on weather conditions at 1700. Reported weather at the time was light snow turning to freezing rain, which witnesses said was starting to accumulate on parked cars. Symons filed an IFR flight plan to Lincoln, NE; FAA records confirm she was an instrument-rated pilot.
Witnesses told investigators they saw the jet run through a ditch while taxiing, its left main tire becoming stuck in ice. The engines were heard operating at "a high rate of power." Shortly afterward, Symons taxied through ice and off the asphalt yet again, then radioed her intention to depart from an incorrect runway.
NTSB reported an employee of Maine Instrument Flight turned on the pilot-controlled taxi and runway lights when Symons failed to do so, but it's not clear whether the intent was to help direct her to the proper runway.
After takeoff, at 3,000 feet, Symons radioed departure control at Portland International Jetport to report an attitude indicator failure. NTSB reported she also said she didn’t know which way she was turning. Four minutes after takeoff, the plane crashed and burned in a wooded area of West Gardiner.
The NTSB also notes Symon's Citation 525 was pulled from the hangar and onto the ramp about an hour before takeoff, to make room for a jet operated by the hangar's Part 121 owner -- which cancelled its flight due to weather conditions.
Release of the NTSB's full report on probable cause is expected in about a year.
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BACK TO THE THREAD...CONFUSION and crashes
This thread has been damaged by the sad attempts to discredit my qualifications to give opinions on this tragic crash.
I hope we will all re read the above summary of events leading up to the tragic crash.
Confusion. That word stands out. Taxi off the taxiway. Wrong runway announcement. Not turning on the Pilot Controlled lighting.
Let's get back to the thread.
I hope we will all re read the above summary of events leading up to the tragic crash.
Confusion. That word stands out. Taxi off the taxiway. Wrong runway announcement. Not turning on the Pilot Controlled lighting.
Let's get back to the thread.
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Yet again you fail to produce all the information. If you read the official preliminary report you will see important things that were left out in your version and is based on first and second person information not third, in other words ANN's read on the report.
NTSB Preliminary Report.
Accident occurred Friday, February 01, 2008 in West Gardiner, ME
Aircraft: Cessna Citation 525, registration: N102PT
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On February 1, 2008, about 1748 eastern standard time, a Cessna Citation 525, N102PT, crashed in a wooded area in West Gardiner, Maine. The private/instrument-rated pilot and one passenger received fatal injuries; the airplane was destroyed. The flight was operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions prevailed and an instrument flight rules flight plan was filed for a flight from Augusta, Maine to Lincoln, Nebraska. The flight had originated from the Augusta State Airport about 1745.
Representatives of the fixed base operator (FBO) at Augusta State Airport stated that the airplane was fueled and moved from the ramp into the FBO's hangar earlier that morning at the pilot's request. However, the hangar is utilized by a part 121 operator that provides service for that area. The operator canceled its 1630 flight due to the weather conditions and needed the hangar to house its airplane. The Citation was taken out of the hangar and moved back to the ramp area about that time. The pilot was informed of this possibility at time of the request and she stated that she understood that the other customer had priority over the hangar space.
A person identifying herself as the pilot of N102PT called a flight service station at 1701 to file an instrument flight plan from Augusta, Maine to Lincoln, Nebraska, The pilot received a standard weather briefing for the flight at that time. Witnesses stated that the pilot arrived at the airport about 1715, at which time she and the passenger loaded their personnel effects into the airplane, returned a rental car, and paid for the fuel. She and the passenger then boarded the airplane. Shortly after, about 1730, the airplane's engines were started and the airplane was observed taxing. The FBO representative heard the pilot's announcements over the radio in the FBO. He also noticed the airplane was not on the taxiway, but on the grass area on the south side of the asphalt taxiway. At that time the ground was covered with snow and ice.
For the past hour and a half, the weather condition had turned from light snow to freezing rain, and ice was observed covering the cars in the parking lot. The FBO representative noted the pilot did not activate the airport's taxi and runways lights via the common airport frequency radio channel. It was observed that the airplane taxied through a ditch, which was covered with ice and snow. The airplane's engines were heard at a high rate of power about this time. It was later discovered that the airplane's left main tire broke through the ice and became stuck in the ditch. The airplane continued on the grass area after the high engine power was heard. The FBO representative heard the pilot announce the wrong runway (runway 35) that she was planning to depart from. The FBO representative turned on the runway and taxi lights after hearing the incorrect runway announcement. The pilot later announced a change of departure from runway 35 to runway 17, while the airplane was observed back taxing on runway 26 onto taxiway "C" Charlie. About 1745 the announcement for departure from runway 17 was heard; the FBO representative observed the departure at that time.
After takeoff, the pilot contacted the Air Traffic Controller (ATC) and reported that she was at 1,000 feet, climbing to 10,000 feet. ATC requested the pilot to squawk ident on the transponder. Radar contact was made with the airplane when it was about 2 miles southwest of the Augusta State Airport. About one minute later, the pilot declared an emergency and stated, "We've got an attitude indicator failure". About seven seconds later, the pilot announced over the frequency they were not certain which way they were turning. Radar contact was lost shortly after that.
About 1749, local authorities received several 911 calls from residents reporting a possible airplane crash. A short time later, the airplane wreckage was located about 6 miles south-southwest of the Augusta State Airport. One witness stated to local law enforcement authorities that he saw an airplane fly overhead at a low altitude and moments later observed a large explosion off in the distance.
Once again, lets wait and see the official report before making more speculative reasons for this accident. Not once does the word "Confusion" appear in the NTSB version.
(See what I mean sevenstrokeroll, The damage to this thread has mostly been carried out by you. Your credibility regarding your qualifications was lost a long time ago. Not for one minute does anybody believe that you are a "737 Captain for a Major US Airline" so get real and move on).
NTSB Preliminary Report.
Accident occurred Friday, February 01, 2008 in West Gardiner, ME
Aircraft: Cessna Citation 525, registration: N102PT
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On February 1, 2008, about 1748 eastern standard time, a Cessna Citation 525, N102PT, crashed in a wooded area in West Gardiner, Maine. The private/instrument-rated pilot and one passenger received fatal injuries; the airplane was destroyed. The flight was operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions prevailed and an instrument flight rules flight plan was filed for a flight from Augusta, Maine to Lincoln, Nebraska. The flight had originated from the Augusta State Airport about 1745.
Representatives of the fixed base operator (FBO) at Augusta State Airport stated that the airplane was fueled and moved from the ramp into the FBO's hangar earlier that morning at the pilot's request. However, the hangar is utilized by a part 121 operator that provides service for that area. The operator canceled its 1630 flight due to the weather conditions and needed the hangar to house its airplane. The Citation was taken out of the hangar and moved back to the ramp area about that time. The pilot was informed of this possibility at time of the request and she stated that she understood that the other customer had priority over the hangar space.
A person identifying herself as the pilot of N102PT called a flight service station at 1701 to file an instrument flight plan from Augusta, Maine to Lincoln, Nebraska, The pilot received a standard weather briefing for the flight at that time. Witnesses stated that the pilot arrived at the airport about 1715, at which time she and the passenger loaded their personnel effects into the airplane, returned a rental car, and paid for the fuel. She and the passenger then boarded the airplane. Shortly after, about 1730, the airplane's engines were started and the airplane was observed taxing. The FBO representative heard the pilot's announcements over the radio in the FBO. He also noticed the airplane was not on the taxiway, but on the grass area on the south side of the asphalt taxiway. At that time the ground was covered with snow and ice.
For the past hour and a half, the weather condition had turned from light snow to freezing rain, and ice was observed covering the cars in the parking lot. The FBO representative noted the pilot did not activate the airport's taxi and runways lights via the common airport frequency radio channel. It was observed that the airplane taxied through a ditch, which was covered with ice and snow. The airplane's engines were heard at a high rate of power about this time. It was later discovered that the airplane's left main tire broke through the ice and became stuck in the ditch. The airplane continued on the grass area after the high engine power was heard. The FBO representative heard the pilot announce the wrong runway (runway 35) that she was planning to depart from. The FBO representative turned on the runway and taxi lights after hearing the incorrect runway announcement. The pilot later announced a change of departure from runway 35 to runway 17, while the airplane was observed back taxing on runway 26 onto taxiway "C" Charlie. About 1745 the announcement for departure from runway 17 was heard; the FBO representative observed the departure at that time.
After takeoff, the pilot contacted the Air Traffic Controller (ATC) and reported that she was at 1,000 feet, climbing to 10,000 feet. ATC requested the pilot to squawk ident on the transponder. Radar contact was made with the airplane when it was about 2 miles southwest of the Augusta State Airport. About one minute later, the pilot declared an emergency and stated, "We've got an attitude indicator failure". About seven seconds later, the pilot announced over the frequency they were not certain which way they were turning. Radar contact was lost shortly after that.
About 1749, local authorities received several 911 calls from residents reporting a possible airplane crash. A short time later, the airplane wreckage was located about 6 miles south-southwest of the Augusta State Airport. One witness stated to local law enforcement authorities that he saw an airplane fly overhead at a low altitude and moments later observed a large explosion off in the distance.
Once again, lets wait and see the official report before making more speculative reasons for this accident. Not once does the word "Confusion" appear in the NTSB version.
(See what I mean sevenstrokeroll, The damage to this thread has mostly been carried out by you. Your credibility regarding your qualifications was lost a long time ago. Not for one minute does anybody believe that you are a "737 Captain for a Major US Airline" so get real and move on).
Last edited by kwachon; 24th Feb 2008 at 18:57.
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Originally Posted by sevenstrokeroll
And as to DUCK: you have violated the privacy option of your forum, thus opening you and pprune to legal action.
Originally Posted by sevenstrokeroll
I'll bet you and Kwachon can't even tell everyone what a sevenstroke roll is
Back on topic please folks (though I cannot see what else there is to write until the investigation results are published) or I'll have to lock the thread.
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I fly the Garrett TPE331 -5 and -10 and i wonder "WHAT THE **** IS THE SALUTE. On short turnaround it sometimes gives me a little "RUB" but still it has not given me a salute! Would be nice if it did. I think
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AFTA
After 7 years on the 226/227 and Garretts in the 650, I too have never heard of the Garrett Engine Salute!, I have spoken with pilot collegues with over 20 years of flight time on these aircraft and they are as bemused as I am.
Perhaps a figment of his imagination!.
Perhaps a figment of his imagination!.
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Glad that's off your chest but it's not really on topic, (see my post above) so thread now closed.
If anyone wishes they may start another thread as further information on the original topic becomes available. Feel free to do the same if you wish to discuss single finger salutes or whatever.
Duck
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If anyone wishes they may start another thread as further information on the original topic becomes available. Feel free to do the same if you wish to discuss single finger salutes or whatever.
Duck
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