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'War Birds' - Diary of an Unknown Aviator
I wanted to share this with all of my aviation friends because it is forgotten history, it is funny, and it is an eye opener to the days of how aviation was begun. It is a true story - written by an American pilot who died in France while flying for the British while serving with the American Expeditionary Forces.
This book was sent to me by a good friend when the repository where he works deemed the book not worth keeping. I'm glad that he did. Even with as little time as I have, I manage to read 3 to four pages per night after crawling into bed.
We don't know this man's name. It was deliberately not been included in the publication. 'His identity was of no public concern, so it was not divulged.'
This book was sent to me by a good friend when the repository where he works deemed the book not worth keeping. I'm glad that he did. Even with as little time as I have, I manage to read 3 to four pages per night after crawling into bed.
We don't know this man's name. It was deliberately not been included in the publication. 'His identity was of no public concern, so it was not divulged.'
Category Story / All
Species Unspecified / Any
Size 120 x 82px
File Size 238 kB
I was run qualified on the T2-C, a little Navy/Marine jet trainer. (their first jet back then.)
After pre-flight and tower clearance:
Battery's on, that's how you called the tower.
Engine (1/2) Master On
Engine (1/2) Start (using the generator as a motor to spin it up) Hold start until RPM shows 10%
Throttle from Cutoff to just over the horn and idle
Igniters should be crackling away, abort if you can't hear them in your headset
Watch ETG, over 850 you'd best kill it before it melts!
Could run up to 70% on the ramp with the main gear chained, higher required the engine runup pit where we actually tied down the tail hook.
Shut down was easier of course ...
Take it up to 70%
Watch the ETG drop
Once ETG down, chop throttle, Engine Master off
Watch ETG, if it starts to rise past a certain point (engine fire!) Engine Start with Engine Master off to 'blow it out'
Battery Master Off
I may have missed something, haven't done one since '95!
After pre-flight and tower clearance:
Battery's on, that's how you called the tower.
Engine (1/2) Master On
Engine (1/2) Start (using the generator as a motor to spin it up) Hold start until RPM shows 10%
Throttle from Cutoff to just over the horn and idle
Igniters should be crackling away, abort if you can't hear them in your headset
Watch ETG, over 850 you'd best kill it before it melts!
Could run up to 70% on the ramp with the main gear chained, higher required the engine runup pit where we actually tied down the tail hook.
Shut down was easier of course ...
Take it up to 70%
Watch the ETG drop
Once ETG down, chop throttle, Engine Master off
Watch ETG, if it starts to rise past a certain point (engine fire!) Engine Start with Engine Master off to 'blow it out'
Battery Master Off
I may have missed something, haven't done one since '95!
Wow, it doesn't get more 'rough and not-ready' than that. I've often wondered if I could have done any better in their place. Even with the hours on PC flight simulators I have, I might have been able to manage a survivable go-round and landing. Then again I might also have married my plane to a tree, like that last picture.
A great lesson for anyone who's even slightly curious about 'how it used to be.' Thank you.
A great lesson for anyone who's even slightly curious about 'how it used to be.' Thank you.
You're welcome. Later in the book there was a large fuss between all the Headquarters units as to the training where by the Brits said NO they were not putting these men in advanced aircraft and having them go up and do spins and loops because they did not want to be responsible for more funerals. They were over ridden. Two of the pilots were then sent to an airbase and told to do loops. The one pilot did eleven of them and landed. The other pilot, using the same airplane, did a lop and the wings fell off.
It truly was a different time back then.
V.
It truly was a different time back then.
V.
I retired from delta seven years ago line mechanics as myself were left and right seat qualified for all delta a/c from the 727 to the Lockheed tri-sled.I moved to the hangar after my glaucoma episode.yes I know what you mean starting a jet engine spent several months total time in link trainors to become qualified.and a lot of class work getting qualified to sign the air worthiness of same aircraft.Looking back also some funny and strange times.Here is a funny one at jfk me and my partner were sent to cargo to bring back a b-767 300 series a/c we got told by ground control please expedidte your move.foward went the throttles the shop jumped forward I could feel the nose coming up and the ins said we were doing 50 knots wow quick pull throttles to idle and let the nose wheels take up weight agiain.could flew it to the terminal.now I can look back and grin.Thanks for letting me rant
my pleasure - you can feel free to rant any time! I had a similar experience with a Dash 8 - I was used to a 737 and when the pilot in the right seat (checking me out) said to expedite the runway crossing I goosed the throttles and with props the thrust is immediate. We got to the other side and I slowed. Then he told me, "I might have done that a little bit slower."
V.
V.
'Twas a fine ship... https://www.furaffinity.net/view/27551590/
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