Aircraft without a loss of oil pressure procedure
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Thanks V1 for your efforts. I don't know whether or not Guppy has had all the experience claimed. If he has I am surprised he has time to go 'chapter and verse' on this forum. He either has an encylopedic memory for details or he is a "whip" at researching material with which to answer, or refute the answers of others, on the forum. His inputs are interesting to say the least, if a little too ready to put down other contributors. Between his flying and time spent responding to this forum he must have little time for anything else. Merry Christmas to all and a Happy New Year.
Originally Posted by Con-Pilot
...All I've got to say at this point about this thread is, shut it down...
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Well I think you guys are being too hard on Guppy..
I would elaborate, but I gotta go..I am told the satellite link here in the submarine needs to be used to call the Space Shuttle...we are part of a special operation to hunt down aliens...so back at you guys later....
I would elaborate, but I gotta go..I am told the satellite link here in the submarine needs to be used to call the Space Shuttle...we are part of a special operation to hunt down aliens...so back at you guys later....
Moderator
I'm been very patient but johns7022 has become just a bit too inflammatory, circumlocutory, and impertinent over the past couple of days ....
I had locked this thread as it appeared to be running off the rails a bit. Several posters have expressed a desire to continue. I have removed a few bits and pieces which were over the top and unlocked it for further discussion.
While we don't go along with overt nastiness, that doesn't necessarily preclude a bit of cut and thrust along the lines of being able to handle a bit of heat or leave the kitchen.
The thread has a number of very experienced folk following the storyline and, at times, has got itself into some heated discussion. Hopefully we have kept it acceptably nice if not quite as polite as one might hope for.
I had locked this thread as it appeared to be running off the rails a bit. Several posters have expressed a desire to continue. I have removed a few bits and pieces which were over the top and unlocked it for further discussion.
While we don't go along with overt nastiness, that doesn't necessarily preclude a bit of cut and thrust along the lines of being able to handle a bit of heat or leave the kitchen.
The thread has a number of very experienced folk following the storyline and, at times, has got itself into some heated discussion. Hopefully we have kept it acceptably nice if not quite as polite as one might hope for.
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I’ve asked John Tullamarine for an opportunity to include a response to a post made previously in this thread, although the thread is presently closed for comment. One poster in particular claimed to have formulated my resume based on a number of posts that he or she sampled, and apparently intended that as a form of character assassination.
For the record, every statement he quoted me as making, regarding my experience, background, and qualifications, is true. There are no exaggerations, and nothing said there is inaccurate or untrue.
Yes, I grew up working at an airport, bicycling to the airport, and unlike many others, spent two years getting a private pilot certificate in high school because I worked it off one hour at a time. Yes, I began flying as a teenager, and yes, my first commercial flying job was immediately after high school, as an aerial applicator (crop duster). Yes, I flew a number of different Ag aircraft, including Pawnees, AgTrucks, Air Tractors, Dromaders, etc. Yes, I wear helmets when flying Ag aircraft.
Yes, I had a couple of chances to fly an airship, and no I didn’t do it for a living.
Yes, I flew B-24’s; a variant thereof called the PB4Y-2. It was a naval airplane, converted for air tanker work, performing firefighting duties. I fought fire on the ground doing structure and wild land (firefighter-EMT); I flew air attack, and flew single engine air tankers and multi engine large air tankers for a number of years. Yes, the 4Y, and several others, used piston auxiliary power units (Ranger engines with direct driven generators). Yes, it could be leaned by the color of the exhaust flames from the short stacks and collectors.
Yes, I started and ran an aerial advertising business, towing banners.
Yes, I flew the Piaggio Avanti (for about a thousand hours). Yes, I flew the Cessna 421B, and yes I had an rapid depressurization last year when the windshield failed. Yes, I flew the C-130A. It was a great airplane (when the wing stayed on). Yes, I’ve flown approximately 80 different aircraft during my career. I hope to fly a lot more, even if it’s just to sample one, before I’m done. That was always the goal, and I’m far, far from satisfied. Presently I fly the B747; it’s a position I chose not because it furthered a career track, and not because of the type of travel and flying involved, but because I had a desire to learn more about the airplane. In the course of flying it, I’ve had an opportunity to work alongside a very diverse group of aviators who have brought a wealth of backgrounds and experience to the table, from which to sample and learn.
As an aside, my first opportunity to fly the B747 came at the hands of a very generous poster on this web site. At the time, I felt it to be the highlight of a lifetime, and had no idea I would have an opportunity to go on to fly it in the course of employment. That particular individual was gracious enough to invite me into his home, offer friendship and support, and though he seldom posts here anymore, is a consummate professional in every way who always contributed here in his thoughts and comments.
I’m an aircraft mechanic, an ATP, a flight engineer, a flight instructor, and a ground instructor. I have five different FAA certificates. Frankly, I wish the FAA would put everything on one piece of plastic but they don’t. So yes, I have rigged ailerons, and worked as a mechanic and inspector privately, for the government, and for a number of different types of operations ranging from Part 135 charter to fractional to government service, contracting, etc. I have worked as a mechanic in repair stations, on the line, and privately. It’s kept my family fed when times have been lean, and it’s been my lifeline when furloughed. I’ve been a Director of Maintenance twice (and that’s enough). I enjoy turning wrenches, but I’d rather fly. I’ve been turning wrenches longer than I’ve been flying, having worked my way into flying as a kid assisting with inspections and performing maintenance as a mechanic’s assistant. I’ve been doing it ever since. I have six roll-away toolboxes full of tools, collected over my career thus far, one tool at a time, and I know with a near absolute certainty that as unstable as this industry is, I’ll quite likely have to put them to work again (and again).
Yes, I have experience performing sheet metal, fabric, wood, welding, tubing, hydraulic, composite, electrical, plexiglass, pneumatic, and numerous other repairs and maintenance. I’ve timed magnetos, overhauled propellers, changed cylinders on large radial engines, and worked on turboprops and turbojet aircraft. I was fortunate enough for a time to be employed in a repair station that performed nearly every category of maintenance, to be assigned in the course of that employment to every type of maintenance work that we did, in fixed wing, and helicopters. It was an intense, excellent learning experience for which I’m grateful, and from which I drew in later employment.
Yes, I have flown in Afghanistan and Iraq, doing very different things. I will not discuss either at length. Presently I do fly in to several locations in Afghanistan on a regular basis, and I will not discuss that in detail, either. I was in Kabul today.
At the time various posts were made regarding currency on certain airplanes or numbers of airplanes, they were correct. At the moment I am currently flying one airplane. I do hold a check airman letter in another type of airplane, and do maintain qualification for carding and employment purpose in other airplanes, though I’m not flying them at the moment. Throughout my career, I have performed a lot of seasonal, temporary, concurrent, part time, or contract flying. This has necessitated staying current in several airplanes, over the years, and as a general rule, I do. As of this writing, I am currently employed in one. I have been furloughed, laid-off, been out of work due to department closures, downsizing, and any other euphemism one can find for the ups and downs of this industry, and have taken leave of absence otherwise, to work where I could, when I could, doing whatever I could.
Yes, I did atmospheric research, cloud seeding, and related flying. I flew a Learjet 35A while performing that work, especially modified with under-wing equipment and racks of test accessories and pyrotechnics. I flew with others who were truly dedicated to that line of work and who belonged in that industry. I did not. I found the work educational and interesting.
Yes, presently in any given week I am in a number of different countries. Ten or more in a week is very common. My employment is in the Boeing 747, and we travel very long distances to a lot of different destinations. The nature of our work means a lot of variety in the flying we do, as a rule, as well as a lot of unpredictability, which does keep the job interesting. I was furloughed, and am employed again in the 747. During my furlough, I spent most of my time living in a tent in Iraq, I worked for two different employers, and flew 7 different aircraft in the course of employment, while maintaining legal currency in 9 (including the one from which I had just been furloughed, if it matters).
Yes, my experience is very verifiable, and fully vetted. I hold a security clearance which required a substantial background check, far more extensive than the ones I receive from my employers, and it’s done on a recurring basis every few years. No, I won’t provide the details thereof outside of employment, save for specific relevance to a topic under discussion. This post shouldn’t be necessary, except for wasted efforts of one particular poster in this thread.
To one poster who asked: no, I do not have kills in aerial combat, and no, I’ve never at any time claimed such to be the case (and no, it' not relevant to the thread, either). To the same poster, I’ll reiterate that any operation where I’ve had or done any in-flight training involving multi engine airplanes has always required in-flight shutdowns and restarts. Always. I can’t think of any exceptions. When one undergoes simulator training, this isn’t always conducted (sometimes it is), but during any training in the actual airplane, I’ve always shut down engines, and it’s always been required of me. The same poster asked where in the ATP practical test standards an engine shutdown is required; while it may not be a PTS requirement, single engine approaches are part of the program (and as such, it’s a regular part of nearly any multi-engine simulator training and type rating program, too).
No, the poster who supplied the links to the various threads did not come up with my resume, nor will he. He is not my employer. Furthermore, my experience, past, and qualifications are cited only at such times, and only in such detail, as is appropriate to the nature of the thread. It’s not my intention to list a resume here, and I haven’t. It is my intention to respond to the pathetic effort of the poster who attempted to attack my character, but who wholly failed. If any of the statements I made were inaccurate, then assuredly he’d have a “gotcha,” and it would be an embarrassment. As I take great pains to strive for correctness when I post, and as every single statement that he quoted is true, he’s achieved nothing in his effort.
By all means, go back and revisit the threads, if one has the time. None of that addressed the topic of this thread, and it’s the failure to address the topic of this thread that ultimately ended in its closure. That’s a shame.
For the record, every statement he quoted me as making, regarding my experience, background, and qualifications, is true. There are no exaggerations, and nothing said there is inaccurate or untrue.
Yes, I grew up working at an airport, bicycling to the airport, and unlike many others, spent two years getting a private pilot certificate in high school because I worked it off one hour at a time. Yes, I began flying as a teenager, and yes, my first commercial flying job was immediately after high school, as an aerial applicator (crop duster). Yes, I flew a number of different Ag aircraft, including Pawnees, AgTrucks, Air Tractors, Dromaders, etc. Yes, I wear helmets when flying Ag aircraft.
Yes, I had a couple of chances to fly an airship, and no I didn’t do it for a living.
Yes, I flew B-24’s; a variant thereof called the PB4Y-2. It was a naval airplane, converted for air tanker work, performing firefighting duties. I fought fire on the ground doing structure and wild land (firefighter-EMT); I flew air attack, and flew single engine air tankers and multi engine large air tankers for a number of years. Yes, the 4Y, and several others, used piston auxiliary power units (Ranger engines with direct driven generators). Yes, it could be leaned by the color of the exhaust flames from the short stacks and collectors.
Yes, I started and ran an aerial advertising business, towing banners.
Yes, I flew the Piaggio Avanti (for about a thousand hours). Yes, I flew the Cessna 421B, and yes I had an rapid depressurization last year when the windshield failed. Yes, I flew the C-130A. It was a great airplane (when the wing stayed on). Yes, I’ve flown approximately 80 different aircraft during my career. I hope to fly a lot more, even if it’s just to sample one, before I’m done. That was always the goal, and I’m far, far from satisfied. Presently I fly the B747; it’s a position I chose not because it furthered a career track, and not because of the type of travel and flying involved, but because I had a desire to learn more about the airplane. In the course of flying it, I’ve had an opportunity to work alongside a very diverse group of aviators who have brought a wealth of backgrounds and experience to the table, from which to sample and learn.
As an aside, my first opportunity to fly the B747 came at the hands of a very generous poster on this web site. At the time, I felt it to be the highlight of a lifetime, and had no idea I would have an opportunity to go on to fly it in the course of employment. That particular individual was gracious enough to invite me into his home, offer friendship and support, and though he seldom posts here anymore, is a consummate professional in every way who always contributed here in his thoughts and comments.
I’m an aircraft mechanic, an ATP, a flight engineer, a flight instructor, and a ground instructor. I have five different FAA certificates. Frankly, I wish the FAA would put everything on one piece of plastic but they don’t. So yes, I have rigged ailerons, and worked as a mechanic and inspector privately, for the government, and for a number of different types of operations ranging from Part 135 charter to fractional to government service, contracting, etc. I have worked as a mechanic in repair stations, on the line, and privately. It’s kept my family fed when times have been lean, and it’s been my lifeline when furloughed. I’ve been a Director of Maintenance twice (and that’s enough). I enjoy turning wrenches, but I’d rather fly. I’ve been turning wrenches longer than I’ve been flying, having worked my way into flying as a kid assisting with inspections and performing maintenance as a mechanic’s assistant. I’ve been doing it ever since. I have six roll-away toolboxes full of tools, collected over my career thus far, one tool at a time, and I know with a near absolute certainty that as unstable as this industry is, I’ll quite likely have to put them to work again (and again).
Yes, I have experience performing sheet metal, fabric, wood, welding, tubing, hydraulic, composite, electrical, plexiglass, pneumatic, and numerous other repairs and maintenance. I’ve timed magnetos, overhauled propellers, changed cylinders on large radial engines, and worked on turboprops and turbojet aircraft. I was fortunate enough for a time to be employed in a repair station that performed nearly every category of maintenance, to be assigned in the course of that employment to every type of maintenance work that we did, in fixed wing, and helicopters. It was an intense, excellent learning experience for which I’m grateful, and from which I drew in later employment.
Yes, I have flown in Afghanistan and Iraq, doing very different things. I will not discuss either at length. Presently I do fly in to several locations in Afghanistan on a regular basis, and I will not discuss that in detail, either. I was in Kabul today.
At the time various posts were made regarding currency on certain airplanes or numbers of airplanes, they were correct. At the moment I am currently flying one airplane. I do hold a check airman letter in another type of airplane, and do maintain qualification for carding and employment purpose in other airplanes, though I’m not flying them at the moment. Throughout my career, I have performed a lot of seasonal, temporary, concurrent, part time, or contract flying. This has necessitated staying current in several airplanes, over the years, and as a general rule, I do. As of this writing, I am currently employed in one. I have been furloughed, laid-off, been out of work due to department closures, downsizing, and any other euphemism one can find for the ups and downs of this industry, and have taken leave of absence otherwise, to work where I could, when I could, doing whatever I could.
Yes, I did atmospheric research, cloud seeding, and related flying. I flew a Learjet 35A while performing that work, especially modified with under-wing equipment and racks of test accessories and pyrotechnics. I flew with others who were truly dedicated to that line of work and who belonged in that industry. I did not. I found the work educational and interesting.
Yes, presently in any given week I am in a number of different countries. Ten or more in a week is very common. My employment is in the Boeing 747, and we travel very long distances to a lot of different destinations. The nature of our work means a lot of variety in the flying we do, as a rule, as well as a lot of unpredictability, which does keep the job interesting. I was furloughed, and am employed again in the 747. During my furlough, I spent most of my time living in a tent in Iraq, I worked for two different employers, and flew 7 different aircraft in the course of employment, while maintaining legal currency in 9 (including the one from which I had just been furloughed, if it matters).
Yes, my experience is very verifiable, and fully vetted. I hold a security clearance which required a substantial background check, far more extensive than the ones I receive from my employers, and it’s done on a recurring basis every few years. No, I won’t provide the details thereof outside of employment, save for specific relevance to a topic under discussion. This post shouldn’t be necessary, except for wasted efforts of one particular poster in this thread.
To one poster who asked: no, I do not have kills in aerial combat, and no, I’ve never at any time claimed such to be the case (and no, it' not relevant to the thread, either). To the same poster, I’ll reiterate that any operation where I’ve had or done any in-flight training involving multi engine airplanes has always required in-flight shutdowns and restarts. Always. I can’t think of any exceptions. When one undergoes simulator training, this isn’t always conducted (sometimes it is), but during any training in the actual airplane, I’ve always shut down engines, and it’s always been required of me. The same poster asked where in the ATP practical test standards an engine shutdown is required; while it may not be a PTS requirement, single engine approaches are part of the program (and as such, it’s a regular part of nearly any multi-engine simulator training and type rating program, too).
No, the poster who supplied the links to the various threads did not come up with my resume, nor will he. He is not my employer. Furthermore, my experience, past, and qualifications are cited only at such times, and only in such detail, as is appropriate to the nature of the thread. It’s not my intention to list a resume here, and I haven’t. It is my intention to respond to the pathetic effort of the poster who attempted to attack my character, but who wholly failed. If any of the statements I made were inaccurate, then assuredly he’d have a “gotcha,” and it would be an embarrassment. As I take great pains to strive for correctness when I post, and as every single statement that he quoted is true, he’s achieved nothing in his effort.
By all means, go back and revisit the threads, if one has the time. None of that addressed the topic of this thread, and it’s the failure to address the topic of this thread that ultimately ended in its closure. That’s a shame.
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I am going to add the following and then hopefully this matter can be put to rest.
I am very familiar with SNS3Guppy from two other aviation website. On those sites he goes under a different name, the name I will not say here.
On these other sites I have friends that know and have flown with Guppy and he is what he says he is and has done what he says he has done.
He does not bull**** people, he is no Walt. Admittedly sometimes he comes across a bit strong, but when it is all said and done, look up what he says on a subject and 99%* of the time he is correct.
So enough.
* To be truthful, I've never found that 1% that he is wrong about, but no one is perfect.
I am very familiar with SNS3Guppy from two other aviation website. On those sites he goes under a different name, the name I will not say here.
On these other sites I have friends that know and have flown with Guppy and he is what he says he is and has done what he says he has done.
He does not bull**** people, he is no Walt. Admittedly sometimes he comes across a bit strong, but when it is all said and done, look up what he says on a subject and 99%* of the time he is correct.
So enough.
* To be truthful, I've never found that 1% that he is wrong about, but no one is perfect.
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It is annoying to see SNS3Guppy having to list his cv. I can't imagine a better qualified writer or source of knowledge than he. What he writes goes right into the bank, always has. Likewise con-pilot. Delete on discovery if needed.
bearfoil
bearfoil
Moderator
Just for clarification. The thread got itself perhaps a little worked up over this and that. Sometimes we all get a little intense about a particular topic of conversation and there is nothing "wrong" with that.
The only aspect we don't wish to see is overt nastiness (which is why I sin-binned johns7022) but that doesn't include vigorous and, sometimes heated, discussion
Hopefully everyone has taken a few deep breaths and, with any luck, there is some more techo value to be gained in leaving the thread unlocked.
Best regards, all.
The only aspect we don't wish to see is overt nastiness (which is why I sin-binned johns7022) but that doesn't include vigorous and, sometimes heated, discussion
Hopefully everyone has taken a few deep breaths and, with any luck, there is some more techo value to be gained in leaving the thread unlocked.
Best regards, all.
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SNS3Guppy, I must say your posts have always staggered me in the length and detail, in replying to anyone, whether it be novice or professional. I've always regarded you as "The Educator" here. I do indeed look forward to the continued enlightment you provide.
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I've always regarded you as "The Educator" here
Anyone who needs to continually publish their cv/resume in order to make a point, then continue to argue with others who have flown the same equipment, while at the same time calling them misinformed...is, quite frankly, just slightly boring.
No, strike that...very boring.
Moderator
I've taken the liberty of removing the last half a dozen posts.
I would prefer not to lock this thread as it has had a lot of interesting technical information discussed.
However, if some of the folk here are not able to move away from personal jibes and the like, I can quite easily do so.
I would prefer not to lock this thread as it has had a lot of interesting technical information discussed.
However, if some of the folk here are not able to move away from personal jibes and the like, I can quite easily do so.
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I find it very important if we discuss such with people who really know something from experience or just claim to have any real experience.
Let's just back off on the personal bits and give it a break ?
My edit finger trouble earlier fixed - thanks for the heads up.
Let's just back off on the personal bits and give it a break ?
My edit finger trouble earlier fixed - thanks for the heads up.
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..... we discuss such with people who really know something from experience or just claim to have any real experience.
Your own deeply flawed misunderstandings of the equipment you claim to have operated has been very evident.
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con pilot. A most reasonable statement. I have PM'd SNS3Guppy so I do not need to say anymore other than if you care to check the assertion in Post # 29 that "the T56 reduction gearbox is not lubricated by engine oil" you may just find that 1% you have never seen. My response in Post #30 in which I contest the assertion and state that "the T56 gearbox and engine are both lubricated by engine oil from a common reservoir" is correct. It may not be important to others, but it is to me.
Last edited by Old Fella; 16th Dec 2010 at 00:50. Reason: spelling correction
.. heading that way but let's give it one last chance ?
