B-52 Re-engining?

I was an instructor and in Stan Eval in B-52Hs. (we
didn't call them "splaps" or "Splats")


I believe the correct technical term is "them big floppy thingies on the
wings."

Dan, U. S. Air Force, retired

In article ,
(B2431) wrote:

I was an instructor and in Stan Eval in B-52Hs. (we
didn't call them "splaps" or "Splats")


I believe the correct technical term is "them big floppy thingies on the
wings."

Well, when working on F-4s, you quickly learn that those things that
hang down aren't "speed brakes," they're "dammits."

whonk "DAMMIT!"

--
cirby at cfl.rr.com

Remember: Objects in rearview mirror may be hallucinations.
Slam on brakes accordingly.

On SRs we had a few poke "SON OF A B*&%$, call an ambulance"
KenG

Chad Irby wrote:

In article ,
(B2431) wrote:


I was an instructor and in Stan Eval in B-52Hs. (we
didn't call them "splaps" or "Splats")


I believe the correct technical term is "them big floppy thingies on the
wings."


Well, when working on F-4s, you quickly learn that those things that
hang down aren't "speed brakes," they're "dammits."

whonk "DAMMIT!"

In article ,
KenG wrote:

Chad Irby wrote:

Well, when working on F-4s, you quickly learn that those things that
hang down aren't "speed brakes," they're "dammits."

whonk "DAMMIT!"

On SRs we had a few poke "SON OF A B*&%$, call an ambulance"

The first thing we taught the new guys was that most of the really sharp
nasty bits on the Phantom were at head height, and would turn invisible.

--
cirby at cfl.rr.com

Remember: Objects in rearview mirror may be hallucinations.
Slam on brakes accordingly.

Well, when working on F-4s, you quickly learn that those things that
hang down aren't "speed brakes," they're "dammits."

whonk "DAMMIT!"

--
cirby at cfl.rr.com

I know, I have a ding in my left side from a speed brake on an F-4E.

Those little nylon drain tubes cut at a 45º angle along the underside were
called MFers for a reason.

Another goodie is to have the aux air doors cycle while buttoning up the
starter and starter exhaust panels when the centerline tank is installed. Catch
that across the knuckles once and you will cuss.

Dan, U. S. Air Force, retired

In article ,
(B2431) wrote:

Another goodie is to have the aux air doors cycle while buttoning up the
starter and starter exhaust panels when the centerline tank is installed.
Catch
that across the knuckles once and you will cuss.


I've got a dent in my forehead from an aux air door, and stiches in my
head from an electrical access panel.

From: Keith Kissane
Date: 10/1/2003 6:35 AM Central Daylight Time
Message-id:

In article ,
(B2431) wrote:

Another goodie is to have the aux air doors cycle while buttoning up the
starter and starter exhaust panels when the centerline tank is installed.
Catch
that across the knuckles once and you will cuss.


I've got a dent in my forehead from an aux air door, and stiches in my
head from an electrical access panel.


It sort of makes one wonder if the guys who designed the F-4 might have hated
maintenance types.

The F-4E was the only aircraft I ever worked on that one had to disassemble a
circuit breaker panel and dismount a rudder peddle just to change the battery.
Derigging the ailerons to remove engines was another smooth design.

What disturbs me most is I actually miss those pigs.

Dan, U. S. Air Force, retired

In article ,
(B2431) wrote:

It sort of makes one wonder if the guys who designed the F-4 might have hated
maintenance types.

The F-4E was the only aircraft I ever worked on that one had to disassemble a
circuit breaker panel and dismount a rudder peddle just to change the battery.

There were all sorts of fun little things like that. The ALR-46 system
was an afterthought, as far as anyone could tell, and we had crap all
*over* those planes.

And yes, a couple of our control panels had to come out when they
changed that &$#%! battery...

Derigging the ailerons to remove engines was another smooth design.

There was one splice area for ECM that you could only get to by pulling
the left engine. *Nobody* would authorize removing the engine just to
get to it, so it became a "whenever" job.

--
cirby at cfl.rr.com

Remember: Objects in rearview mirror may be hallucinations.
Slam on brakes accordingly.

(B2431) wrote:

It sort of makes one wonder if the guys who designed the F-4 might have
hated
maintenance types.

The F-4E was the only aircraft I ever worked on that one had to disassemble
a
circuit breaker panel and dismount a rudder peddle just to change the
battery.

There were all sorts of fun little things like that. The ALR-46 system
was an afterthought, as far as anyone could tell, and we had crap all
*over* those planes.

And yes, a couple of our control panels had to come out when they
changed that &$#%! battery...

Derigging the ailerons to remove engines was another smooth design.

There was one splice area for ECM that you could only get to by pulling
the left engine. *Nobody* would authorize removing the engine just to
get to it, so it became a "whenever" job.

--
cirby at cfl.rr.com

Remember: Objects in rearview mirror may be hallucinations.
Slam on brakes accordingly.

My theory about the design crew for the F-4E was they hung 4 ropes from the
ceiling, put an engine on 2 of them, the CADC on another and the battery on the
fourth. THEN they built the airplane around that stuff.

Dan, U. S. Air Force, retired

B2431 wrote in message ...
What disturbs me most is I actually miss those pigs.

Don't let it disturb you - the Phantom was (and still is) an incredible machine
and I'd have given my right arm to fly one (well, flying it would be difficult
with one arm, right enough, but you know what I mean).

Closest I ever got was sitting in an RAF Phantom FG.1 at an airshow at RAF
Chivenor (in Devon, England) when I was 10.

The jet was from 111 Squadron, and was painted jet black (nicknamed "Black
Mike"; it was the only RAF Phantom to be painted that way).

Beautiful birds.

Cheers
Graeme