How to fly a Herc!
That Blue Angels clip is simply....well, I suppose charitably you could merely say, 'so American'...
What sort of utter wanquerre states "Let's go fly" in response to a call of 'Vmca?
As for that ar$e with his continuous hyped-up commentary....
Do they really need all that intercom yak ("I'm outside") to fly such a very simple display?
In any case, I suspect that most spectators were probably bored fartless after the first minute or so....
"Oo-rah....
"
What sort of utter wanquerre states "Let's go fly" in response to a call of 'Vmca?
As for that ar$e with his continuous hyped-up commentary....
Do they really need all that intercom yak ("I'm outside") to fly such a very simple display?In any case, I suspect that most spectators were probably bored fartless after the first minute or so....
"Oo-rah....
"
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Hmmm, in addition....
Chuck seems to be slightly lazy with his feet.
The runway centreline needs repainting - it doesn't appear to be coincident with where Chuck is taking-off or landing.
Chuck seems to be slightly lazy with his feet.
The runway centreline needs repainting - it doesn't appear to be coincident with where Chuck is taking-off or landing.
I love air shows, I really do...but why do that with a transport a/c? I saw the twin-engined thingy at RIAT strutting its stuff, amazing, but why? FJ hooning around in burner, old-timer fighters look great in their natural environment....maybe I'm just getting old!
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Originally Posted by Kreuger flap
I would loved to have known what the "Cautions" we could hear being annunciated were. They were just ignoring them. As for the stall warning on landing at least he didn't get the stick shaker and push.
Champagne anyone...?
Given that most of them didn't occur under sustained (or even any) negative G I'd suggest they weren't. I've certainly never seen a low oil pressure acaws whilst bunting. Could have been anything.
Er, no they weren't. Each one was acknowledged with the co making a "continue" call. 
I can guarantee that the cautions were for something phenomenally dull though.
Originally Posted by Kreuger flap
I would loved to have known what the "Cautions" we could hear being annunciated were. They were just ignoring them.
I would loved to have known what the "Cautions" we could hear being annunciated were. They were just ignoring them.
I can guarantee that the cautions were for something phenomenally dull though.
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I can guarantee that the cautions were for something phenomenally dull though.
Beags....when you wuz doing the same in the Beverly....did you not do much the same?
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SASless - Don't you mean when he was on the Vickers Valentia?
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I bet you both, he found throwing the wheel about like that was punishing on the old Wing warping....... 
Gee...I wuz trying to be polite and talk of the most modern aircraft he flew....not the one he flew the longest part of his career!
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Fat Albert display from the Blue Angels
Well, I have to fly slightly in the face of popular opinion here. Sorry about this, but I thought the crew coordination was pretty bloomin' good. Yes, they spoke American, but after all they are... ...American. I liked the way responsibility for various parameters was passed between pilot and co and the constant monitoring of everything that was going on. Can't argue with what it might have looked like from the ground, but the cockpit was lively place and guys so focussed on what they were doing. It looked mighty professional and I liked it muchly.
On the other hand, I do have to agree 100% with comments about the Vulcan display. Fast jet man all my life, but at airshows she was the only moster that made the earth shake. Utter power!!!
M2
On the other hand, I do have to agree 100% with comments about the Vulcan display. Fast jet man all my life, but at airshows she was the only moster that made the earth shake. Utter power!!!
M2
Last edited by Mach Two; 8th Jan 2012 at 17:04. Reason: Removing typos before (rightly) getting strung up for them.
Beagle slagging off Americans (twice) simply because he can? Who'd have thunk it?!
Glad to see that there are at least a couple of fellow Brits who can offer credit where it's due.
Glad to see that there are at least a couple of fellow Brits who can offer credit where it's due.
I think I might actually agree with M2 here (just once). An object lesson in crew coordination, as you put it. I've never flown anything with that many people watching me, but I have to say it all looked very slick.
BEags, really sorry here (and I know why you hate it), but I kind of liked the "let's fly". You'd have thrown me out of your jet for that, wouldn't you?
BEags, really sorry here (and I know why you hate it), but I kind of liked the "let's fly". You'd have thrown me out of your jet for that, wouldn't you?
Actually, just re-watched al the vids on this thread and Mrs C and I are totally in awe of the people that do that stuff in big aircraft. Hats off to the zebras!
The thing is Courtney, old horseman, that in an aircraft operating to Scheduled Performance criteria all intercom calls during the take-off roll must be standard and only essential calls should be used...
"Off the peg" is unnecessary - a silent cross check of ASIs reading is all that's required.
"My yoke....your yoke". Well, we'd just call "My controls" and no response was required.
"80 knots" - happy with that.
"Vmca"? Well, I don't know why he would need that. Or why he needed to say something as puerile as "Let's go fly" in response. In the VC10 the next call would be "V1", followed by "Rotate". Then "V2" followed by "Landing gear UP"...."Selected" - and nothing else until flap retract at 1500 ft agl apart from the odd radio call.
I didn't hear many checklist items called during the Blues' C-130 performance - and quite why so many height/speed calls were needed for such a simple display, I really don't know. All we would call would be deviations from pre-briefed criteria.
Standing by for incoming from the usual non-ME aircrew keyboard warriors....
"Off the peg" is unnecessary - a silent cross check of ASIs reading is all that's required.
"My yoke....your yoke". Well, we'd just call "My controls" and no response was required.
"80 knots" - happy with that.
"Vmca"? Well, I don't know why he would need that. Or why he needed to say something as puerile as "Let's go fly" in response. In the VC10 the next call would be "V1", followed by "Rotate". Then "V2" followed by "Landing gear UP"...."Selected" - and nothing else until flap retract at 1500 ft agl apart from the odd radio call.
I didn't hear many checklist items called during the Blues' C-130 performance - and quite why so many height/speed calls were needed for such a simple display, I really don't know. All we would call would be deviations from pre-briefed criteria.
Standing by for incoming from the usual non-ME aircrew keyboard warriors....
Well, I have to fly slightly in the face of popular opinion here. Sorry about this, but I thought the crew coordination was pretty bloomin' good. Yes, they spoke American, but after all they are... ...American. I liked the way responsibility for various parameters was passed between pilot and co and the constant monitoring of everything that was going on. Can't argue with what it might have looked like from the ground, but the cockpit was lively place and guys so focussed on what they were doing. It looked mighty professional and I liked it muchly.
Well, we'd just call "My controls" and no response was required.
What, no positive handover BEagle?
The SOP was developed to minimise intercom calls during take-off to only those which were essential.
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What, no positive handover BEagle?
Pilot - "You have control John."
John Andrews - "I have control Sir."
Is this not the way its actually done? Please tell me it ain't so, its my sole source of reference to what you Sky Gods get up to, non-ME and ME alike.
{Just seen Beags reply, world has come crashing down................}
"I have control" / "you have control" only needed when the control of the aircraft changes from one pilot to another.
Hercules LHS pilot has control (of the aircraft) throughout the take off (unless it's a co-pilots take off of course which is somewhat different) it is just that for the first part he executes that control via the nosewheel steering and the copilot keeps the yoke pushed forwards to ensure the nosewheel does not leave the ground, when the LHS pilot moves his hand from the nosewheel to the yoke he states "my controls" to tell the co-pilot to let go (effectively if not actually), there is NO handover of control of the aircraft, so no response needed.
On a co-pilots take off the "I have /you have" calls ARE made as the co-pilot does not have a steering input initially, and when he states "I have" the LHS pilot will release the nose wheel steering and the co-pilot takes full control (of the aircraft)
seeemples ..
and seemed to work for just under 10,000 hours and 35 years of watching a pair of two winged master race individuals get it right .. mostly ...
Hercules LHS pilot has control (of the aircraft) throughout the take off (unless it's a co-pilots take off of course which is somewhat different) it is just that for the first part he executes that control via the nosewheel steering and the copilot keeps the yoke pushed forwards to ensure the nosewheel does not leave the ground, when the LHS pilot moves his hand from the nosewheel to the yoke he states "my controls" to tell the co-pilot to let go (effectively if not actually), there is NO handover of control of the aircraft, so no response needed.
On a co-pilots take off the "I have /you have" calls ARE made as the co-pilot does not have a steering input initially, and when he states "I have" the LHS pilot will release the nose wheel steering and the co-pilot takes full control (of the aircraft)
seeemples ..
and seemed to work for just under 10,000 hours and 35 years of watching a pair of two winged master race individuals get it right .. mostly ...