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Messages - AGelbert
General Discussion / Re: Member Interesting, Hair Raising, Humorous or Otherwise Unusual Experiences« on: April 23, 2017, 09:56:58 pm »
FABULOUS Anecdote AG!!!!!
Sir. I'm glad it helped you have a better day.
I can't wait until Surly finds out I once organized a UNION! Hopefully, he will relieve me of my "aparatchik" status for having worked for the feds (just kidding surly! But now you know I 've always been a socialist at heart. ).
General Discussion / Re: Member Interesting, Hair Raising, Humorous or Otherwise Unusual Experiences« on: April 23, 2017, 09:25:44 pm »
Weren't the Krishnas those folks that hung around airports and sold pencils in guru outfits or something? As an air taxi pilot I had the experience of running in to them often. I do admit they were always polite and friendly. I kind of felt sorry for them because they always looked like they hadn't had enough to eat.
Sorry for the ramblin' I'm getting old.
WAR STORY TIME!
There I was, flying my Piper Navajo in the year of our Lord 1970 through a hellacious thunder storm. I had a full load of adventurous bidness people (eight ), I was young and I COULD FLY!
Well, at least I thought so.
Where were we? Right, the San Juan to Ponce run in the afternoon when the thunderheads on the south of Puerto Rico, which is usually about as wet as Arizona, were built up to really ugly dimensions.
Being a fearless flyer (most of the time), I was up to the task of delivering my paying passengers smoothly to the Ponce airport, of course. This was a bit challenging because the turbulence was a pain in the arse. Aircraft have seat belts for completely different reasons than cars, ya know.
The Captain's seat in the Navajoe (left seat in the cockpit) positions you so that you can reach the throttle quadrant with three pairs of handles on it. The red ones are the mixture control of avgas (130 octane green color) and oxygen. That Navajo had superchargers on it so you had to be careful with the mixture control or you would get power boosts that would unnerve the passengers. They don't like a twin engine aircraft sashaying this way and that, even for a few seconds. And it looks bad too. The whole idea of flying commercially is to convince those fine folks on board that you are a sort of limo in the sky so they will come back for another ride. Avoiding wiggles and bumps is a big deal. :laugh:
The other pairs of handles on the throttle quadrant are for the propeller angle (blue color) and for the throttles( black color) for each 350 HP Lycoming gas hog. The blue ones are called pitch control handles. These are basically a variable gearshift for airplanes. They can also be used to "feather" the prop if the engine quits to avoid drag. I know. You are bored to tears so let's get on with the thunder bumper story.
I was at 5,000 feet on instruments (in the soup) heading southwest about 15 miles from the airport at around 220 knots. I was cleared for the "circling" VOR approach to runway 11. All that techno-babble means that I had to shoot a non-precision approach because Ponce was a two-by-nothing airport that didn't merit an instrument landing system (ILS - tells you how high you are until about 200 feet above the runway a mile or so away from the threshold).
A VOR is a Very High Frequency Omni-range device/building that looks like a 100 ft diameter sombrero. It puts out 360 radials that you can tune into with your VOR gizmo on the panel and tell if you are on the right or left side of the radial.
In a VOR approach, you first intercept the approach radial and follow it. If it's a "circling" approach, that means you are NOT lined up with the runway when you reach the minimum approach altitude at a specific time for the velocity you are traveling at.
If you see the runway, you circle (at Ponce I had to circle about 210 degrees!) to line up with the runway.
IF you do NOT break out of the soup or cannot see the runway at minimum altitude (it was about 1,500 above the runway here) and clocked time, you had to shoot a "Missed Approach" and climb back up to 6,000 feet and Hold (do 4 minute race track patters of one minute legs) at the PSE VOR on a specific radial and await another approach clearance (or proceed to your alternate airport).
In this approach, after spotting the runway, I would be heading about 260 (west-south-westward) and have to spot the airport, fly south of, and then parallel to, the runway heading 290.
As soon as I was abeam the runway 11 threshold (it's runway 29 in the other direction but the wind is always coming from the east there so I couldn't just land on 29), I would circle to the right to 110 degrees (East-south-eastward) and land. Simple, RIGHT?
I was traveling on a radial from another VOR station.
I had a second VOR gizmo (you have two on decent aircraft, sniff) set to the PSE (Ponce) VOR radial I wanted to intercept. So, as the needle began to center, I passed a fix from which I could start the approach.
I began a descent using a timed rate of descent along the approach radial.
You practice all this stuff a lot to get an instrument rating. BUT, when you are flying routinely, you RARELY need to shoot approaches on instruments in a DRY place like Ponce.
BUT, some days (it's mostly during the days, not nights) it just cain't be helped. THIS was one of those days.
It was quite bumpy. as I went through 4,000 feet. I tightened my seat belt to make sure I would have no difficulty reaching the props and throttle while being bounced around.
No smoking sign: ON (in air taxis you always require the passengers to have their seat belts on).
Boost pumps: ON
Fuel: ON MAIN TANKS
Cowl flaps: OPEN
Flaps: 20 degrees
Gear: DOWN with three green lights (locked)
Mixture: FULL RICH (handles full forward)
Prop Pitch control: FLAT PITCH (handles full forward)
Throttle: AS NEEDED to keep 500 feet per minute rate of descent (unlike a car, the throttle is used to control descent rate in an approach - you control velocity with the elevators).
CROSS CHECK: constant rescan of instruments and CLOCK to see how much time you have left to missed approach point. You want to make sure you reach the minimum altitude just before the time expires so you have the best chance of being low enough and near enough to spot the runway.
I checked my speed and the clock. More bumps and flashes of lightning. The tower advises a heavy rain storm is in progress over the field with a visibility of less than a mile. That is VERY bad news for me because non-precision approaches CANNOT be executed completely when the visibility is less than a mile...
I say "roger" and prepare myself to have to do a Missed Approach.
The tower informs me that the visibility SOUTH of the airport is above a mile and the storm is mostly on and north of the airport.
I say "roger" and start to think fast. I know this area like the back of my hand (famous last words ) so there is NO WAY I'm gonna let that dumb rain storm GIT me. I KNOW all the high terrain is north of airport and I KNOW the land is flat as a pancake and near sea level SOUTH of the airport for the few miles to ocean.
SO, I figure I can cheat a little.
Descending through 3,000 feet, I deliberately deviate about 8 degrees south of the approach radial. The soup continues as thick as ever and the lightning is more frequent, instead of less. I call the tower for a visibility update. They say the storm appears stationary with no sign of decreasing intensity except to the south.
I say, "roger" while my hand on the yoke is getting a bit on the sweaty side. I deviate another 5 degrees or so left of the approach radial.
I pass 2,000 feet and still nuttin'. I have 500 feet more I can legally descend and about 30 seconds left.
I keep descending past 1,500 ft (I was STILL in the soup at 1,500 ft) to 1,000 feet and begin to break out of the soup, but I can't see the runway.
The tower calls and reports the visibility is just above a mile!
I say, "Roger, please advise if you go below Special VFR (visual flight rules). Less than 3 miles but greater than one mile are known as "special" VFR rules that IFR (instrument flight rules) rated pilots like me CAN use to get around IFR rules and land in visual conditions legally.".
I reach the end of my time at 1,000 feet. I'm not in the soup (barely) but I can't see the airport (I am planning to head straight south over the ocean to stay away from the soup and regroup - I have no desire to go up in to that crapola at moment).
He says, " Roger, report the runway in sight for visual approach to runway 11. Wind is 090 at 15 gusting to 25 knots. Altimeter 2998 (approximation - that was long arse time ago ).
As he says that I realize the tailwind pushed me further towards the airport than I thought with my timed approach. A look hard towards that black ugly soup to the right and THERE is the runway!
Ponce tower, San Juan Air 533 has the runway in sight.
PSE TWR: Roger, San Juan Air 533 is cleared for a visual approach to runway 11. Visibility continues to be above one mile (I think he was making that up but what the hell. :laugh: I knew he just trying to help. I couldn't see the tower cab! )
AND NOW is when the FUN began.
I fly WELL (nearly over the ocean) south and parallel to the airport at about 800 feet. I then fly over the city and carefully pick my land marks.
You see, when it's raining real hard, you can NOT see forward, but you can see straight down. This is a rather dangerous thing to do, but if you think your a hotshot pilot, you might be dumb enough to try it.
I knew there is this hill about 500 feet high on the approach path to runway 11 within a mile or so of the runway. I knew that there was a hospital on that hill. I planned to have that just to my left. After passing that hill, there are two rivers, then an expressway next to the threshold. On the left of the runway was located the Serralles Rum plant that made Don Q rum. It had some large stacks on it that I didn't want to run into that also served as good land marks.
So, as the hill got abeam of my position going west, I circled to the right, maintaining the fiction that I still had the runway in sight (I no longer did, but don't tell nobody ). I could see the ground and somewhat forward.
As I turned, over the city, towards the airport, I lost forward visibility as the rain grew heavy. I applied full flaps for the landing and increased the power to keep at approach speed (about 130 knots)). I had to keep my eyes glued to the ground and didn't want the aircraft to get away from me.
In passing, I must tell you that there was a passenger in the co-pilot's seat. The owner of the air taxi normally allowed that to make more money. You only needed (FAA regs) a co-pilot when you had to BEGIN the flight in IFR conditions (which rarely happened). I got fired for organizing a union to force that bastard to put co-pilots on all flights, but that's another story for another time.
Back to the high pucker factor approach, the tower is calling the wind and there is Prinair 4 engine De Haviland Heron ready for take off but being held at the apron due to my imminent arrival.
The tower clears me to land. I say, "roger".
I'm watching the city go by and the terrain rapidly goes up. THERE's the hospital on the hill!
I slightly bank left, going through 300 feet and see the two rivers, now 100 feet.
WHERE is the expressway? It's really coming down HARD!
I start to apply more power to stop the descent while looking down desperately (although my outward appearance was the calm cool Captain Kirk of the Star Ship Enterprise LOL!).
THERE I see the Heron 4 engine job right underneath me! I pitch the nose down slightly. I still can't see forward at all. It's like a waterfall going UP my windshield.
I'm slightly right of course. I find the runway centerline and see the left runway lights (they were on despite it being during the day because of the low visibility) and just try to keep them the same distance from the aircraft wing. I'm at about 50 feet. I throttle back all the way.
Rather than bank and lose the visibility I have to stay straight along the centerline, I use the rudder pedals to move the nose left or right.
I touch down. The Prinair crew that watched the whole thing says, "BRAVO!" on the radio.
I still can't see forward. I apply foot breaks while watching the runway lights to stay straight.
The aircraft stops. It's still raining cats and dogs out there. The tower orders Prinair to taxi into position and hold and orders me to taxi to the ramp with instructions to NOT open the door because the ramp crew has personnel with an umbrella coming (normally the pilot opens that door).
I say "roger" and push hard right rudder to do a circling left turn on the runway (there was no taxiway at the 29 end of the runway).
As I did that followed by hard left rudder and differential engine power to help the turn, the passenger blurted out that he couldn't figure out how I did that because he couldn't see a thing. I calmly explained that you could see down and use land marks in my best Captain Kirk voice (while I hoped the passenger wasn't noticing that wiggle that had developed in my two knees right after the aircraft finally stopped).
When I finally reached the terminal, I smoked the most enjoyable cigarette I have ever smoked in my LIFE!
No, I never had to do that again. When I bragged about it to my Airline pilot brother, he chewed my arse for 20 minutes reminding me of all the ways I could have killed myself and a bunch of other people.
So, I made sure I didn't repeat the risky maneuver.
But, to this day, I'm HAPPY that I got away with it!
Thank you Lucid. May your children grow up to be as principled as you are.
Fox News Gets Schooled By Nebraska Farmer on Dangers of the Keystone XL Pipeline
Trump's support for Keystone rests on a foundation of disinformation. Independent analysts agree that the the project would create about thirty-five permanent jobs. But even if it created more, that wouldn't justify destroying communities and the livelihoods of private citizens.
Smith : We all want to achieve energy independence in this country. This was an effort and a step in that direction. How do you achieve that?"
Tanderup: Well first of all, this is not American oil, and it is going across America...
Smith : "But it's coming from Canada, rather than the Middle East, would be the argument."
Tanderup: "That’s true, but it’s going across America to be refined and exported, which is not for America’s use."
« on: April 23, 2017, 04:47:11 pm »
Agnes gets it. Such an eloquent and brave exposure of the reality of the cruelty of capitalism needs to be shouted from the rooftops!
Thank you. I just chanced on it. I can never stop admiring Blacks for all the S H I T they go through. Sure, I've been dealing with that prejudice crap all my life. BUT, at least in public I have been able to "pass". I have never had to deal with the fecal effluent of sardonic and cruel hate mocking most Blacks have to deal with. I don't think I could have handled it without going postal. But, who knows? God often provides strength when we feel we have none.
« on: April 23, 2017, 03:40:56 pm »
This is what 'black privilege' looks like
Tesla unveils sleek, barely noticeable solar panels
Megan Treacy (@mtreacy)
Technology / Solar Technology
April 10, 2017
Tesla unveiled its solar roof tiles last fall with major fanfare and for good reason. The energy-generating roof tiles could make an entire roof a power station while also looking beautiful at the same time.
The only downside was that the solar roof tiles were only attainable for people who were building a new home or installing a whole new roof. Homeowners wanting a way to add good-looking solar energy to just a section of their roof were out of luck unless they wanted to undertake some heavy renovations.
Tesla quietly updated their website this past weekend to reveal an addition to their solar power portfolio: sleek, low-profile solar panels that can be added to any existing roof. The solar panels will be made by Panasonic at Tesla's Gigafactory 2 in Buffalo, New York exclusively for Tesla. The solar panels are made to integrate with the company's Powerwall energy storage units for a round-the-clock clean energy supply.
The 325-watt solar panels have no visible mounting hardware and an integrated front skirt to make the panels as camouflaged and streamlined as possible. Tesla claims that these panels also exceed industry standards for durability and lifespan. Elecktrek reports that the non-exclusive 325-watt module that Panasonic has on the market has an efficiency rate of 21.67% and these new panels are likely similar.
Tesla will start producing the solar panels this summer and will begin using them exclusively for all residential solar installations going forward in replacement of any other third party solar panels. While production hasn't started yet, and there's no information yet on pricing, you can already request a custom quote for your home on the website.
Pictures at link:
I agree the M.I.C. has never felt threatened by the latest song and dance man POTUS.
But you understand, Surly, that this latest especially POS POTUS is exposing the power that the M.I.C. has always gone out of its way to pretend it doesn't have. THAT IS, the FACT that the USA is a M.I.C. "benevolent" dictatorship dressed up in representative democracy pig lipstick. Trump's impotence is not what we-the-people are supposed to be cognizant of...
The military has no morals whatsoever, and never did. And they DO own the FASCIST place called the USA. They plan ahead and they "game" every contingency using our tax dollars in order to be ready, willing and able to instantly defend their power base, while we pretend they defend our country.
Remember when Ron Paul said that, if elected POTUS, the first thing he would do was order the US Military to return from all foreign bases? I do. I laughed. The FIRST POTUS that tries that is OUT within a month or so (if they don't just kill him with a "lone nut").
Have you heard the latest ditty that our brave soldiers are trained to march to in basic training? Here it is:
We went to the market where all the hadji shop,
The above is from a recent article (speech) by David Swanson. He tells it like it is.
Back when I was in basic, in 1967, the ditties were far more innocent sounding (even as we were murdering 4 million people in Viet Nam).
I know a gal from Kansas city
The F-35 and the Incinerating Ski Slope
By David Swanson - Posted on 22 April 2017
Sanitov's movE electric cargo trike costs $1595 and can haul 440 pounds
Based on the style of a Chinese cargo bike, but incorporating Scandinavian design, this electric tricycle could go a long way toward living a car-free lifestyle.
One of the key elements for transitioning more people into a car-free or low-car lifestyle is having a bike that can carry larger loads, whether those loads are stuff or people, so that more local trips that require cargo space can be covered by bicycle. Cargo bikes fit that requirement, but riding (and balancing) a load on a two wheeler can be challenging for some people, in which case a Dutch-style two-wheeled bakfiets may not be the best choice, but a three-wheeled cargo bike might just fit the bill. The stability of a tricycle, when combined with the pickup-like hauling capacity of a cargo bike and the power of an electric drive system, may make it possible for more people to replace many car trips with a cleaner transport option.
Sanitov Bicycles, founded by a Danish designer but based in London, has just launched its new entry into the urban e-mobility market, an electric cargo trike dubbed movE. This e-trike is well-positioned as an affordable option for covering ground in the city or suburbs with a combination of pedal and electric power, while also enabling the hauling a total of about 200kg (~440 lb) of stuff (or people) in its rear cargo area. At a discounted early-bird pricing option of just $1595, the cost is much lower than many of the other electric cargo bikes on the market, and the movE could be a gateway to bike-based living without sacrificing carrying capacity.
Full article with specs:
Agelbert NOTE: I like it but I think the all weather e-tuk is more convincing to the average American (who wants an EV).
Will This Ship Killer Make Naval Convoys Obsolete?
The Tomahawk missile is famous for attacking stationary targets on land, but except for a short-lived anti-ship variant now out of service, it had not been used against mobile or floating targets. That changed dramatically two years ago when a modified Tomahawk punched a hole through a shipping container on the deck of a moving merchant ship (video below).
While the Tomahawk anti-ship missile can hit moving targets at sea – making them a lot smarter than their more famous cousins – they do not have the target selection and tracking intelligence you might expect to find aboard the world’s most technologically advanced 21st century warship
But that might change soon with the U.S. Navy announcement this month of a successful air-launch of the newest variant of Lockheed Martin’s Long Range Anti-Ship Missile (LRASM) from a F/A-18E/F Super Hornet fighter plane. This follows the successful test of the surface-launched LRASM variant that was conducted aboard the USN SDTS in July of last year.
LRASM is designed to detect and destroy specific targets within groups of ships by employing advanced technologies that reduce dependence on surveillance and GPS navigation. Armed with a 1,000-pound penetrator and blast-fragmentation warhead, LRASM employs a multi-mode sensor, weapon data link and an enhanced digital anti-jam Global Positioning System to detect and destroy specific targets within a group of ships.
Basically, this stealthy missile will have enough AI on-board for highly accurate targeting and the ability to survive an enemy’s electronic countermeasures and sink a specific ship located within a convoy or busy shipping lane.
Once operational, both LRASM variants will play a significant role in ensuring military access to operate in open ocean/blue waters, owing to its enhanced ability to sink both naval and merchant ships from extended range.
Agelbert NOTE: NOW you KNOW what REALLY hit the Pentagon on 9/11.
« on: April 22, 2017, 02:59:31 pm »
GO FOR IT!
Donald Trump is 'Too Mentally Ill to Serve' Say Doctors/Academics at Yale Psychiatric Conference
By News Corpse
Friday Apr 21, 2017 · 11:33 PM EDT
REBLOGGED BY Media Watch
We're only three months into Donald Trump's presidency and much of the world is teetering on the brink of catastrophe. Trump has launched dozens of missiles into Syria. He dropped the biggest non-nuclear bomb in Afghanistan. He's shaking his tiny fists at Iran and North Korea. Never mind that he can't remember what his policies were last month and can't keep track of his naval "armada."
Domestically Trump is just as disorganized and incompetent. A promise to repeal ObamaCare was unceremoniously abandoned after Congress refused to even hold a vote. His ban on Muslims coming into the country was halted by several federal court rulings. The wall on the Mexican border isn't being built, and neither Mexico nor Congress will pay for it. You have to wonder if he is tired of winning yet.
These failures may just be the result of someone with zero experience trying to run a government he never liked to begin with. Or they may be symptoms of something much more ominous.
A group of psychiatric doctors and academics are meeting at Yale University this week. Their purpose is to explore whether "Donald Trump is too mentally ill to serve." In the words of John Gartner, a former a part-time assistant professor of psychiatry at Johns Hopkins University Medical School, “We feel, as mental health professionals, that we have a duty to the public to warn them about Donald Trump’s mental illness.”
Gartner represents a group of psychiatrists called Duty to Warn. They're engaged in a lobbying effort to persuade members of Congress that Trump's mental fitness precludes him from holding office. The group asserts that Trump displays symptoms of a variety of mental illnesses, including antisocial and narcissistic personality disorders. A petition advocating Trump's removal from office has already surpassed 41,000 signatures.
This isn't the first time that people in the field have expressed concern about Trump's mental state. Earlier reports cited indications of Trump suffering from malignant narcissism. And a group of Harvard professors expressed 'grave concerns' about his "inability to distinguish between fantasy and reality."
What's more, a concerned, bipartisan coalition in Congress has proposed legislation mandating a new post of White House Psychiatrist. And when members of congress come together to agree on something this controversial, there's a fair chance that the concerns have merit. In Trump's case, the symptoms are so obvious it doesn't even take a profession to recognize them. His paranoia, hypersensitivity, childish tantrums, and fits of delusions couldn't be more evident. Unfortunately, neither is the risk that his mental flaws pose to the nation and the world. He needs serious professional help, and if he doesn't get it we're all going to need help before too long.