My wife getting scared

On Tue, 2 Oct 2007 16:29:22 -0500, "Paul Riley"
wrote:


"Dudley Henriques" wrote in message
news
Each pilot in other words, is being encouraged and REMINDED, to be in a
constant state of self evaluation as to the ability to perform at any
given time and place.
It ain't much......but it helps!

--
Dudley Henriques

Dudley,

You are exactly right.

I flew a zero-zero GCA, at night, in a UHIB, at the An Khe airfield in late
1965. No other place to go. We were on mortar patrol, had just been relieved
on station by our replacement aircraft. Ground fog had moved in, even the
replacement aircraft was not aware of it. No one expected it. I had an
instrument rating, my copilot did not. Our other option was to go crash in
the jungle someplace (with the bad guys, but where it was clear). Since we
did not have enough fuel to divert to a safe landing area--more than 45
minutes away (hey, this was Nam) we decided it was our only option.
Obviously, we made it, believe it or not, no damage to aircraft or crew. The
GCA Controller got three quarts of Johnny Walker Red the next morning. G

Goes to show, you CAN handle a bad situation, IF you remember your training.

Regards,
Paul
PS Sorry about the misplaced thanks!!

Paul

Welcome to the crowd. There are only a few of us.

I too made ONE zero zero at Hamilton AFB in F-94C.

Finished mission and went RTB and as we approached the field watched
the San Francisco Bay fog roll in before we could land. No fuel for
alternate so continued with a GCA. Hit GCA minimums and no runway.
Told GCA to keep talking and rotated to a landing attitude and
continued decent. Next thing I knew was rolling down runway.

Like you, when you gotta do you gotta do.

Big John

Hi Big John,

Nice thing about doing it in a helicopter, you can slow down, WAY down, when
you get near the ground. Rate of descent about 1 foot per minute, pretty
much a landing from a hover on instruments, just ease it down until you
find a runway light for reference or can see the pavement through the chin
bubble. :-)))))))

I would not like to try it in a fighter jet, they do not hover well. Or do
they??? :-)))))

Anyway, that was the one and only time, and I am happy it never happened
again. :-))))

Regards,
Paul





"Big John" wrote in message
...
On Tue, 2 Oct 2007 16:29:22 -0500, "Paul Riley"
wrote:


"Dudley Henriques" wrote in message
news
Each pilot in other words, is being encouraged and REMINDED, to be in a
constant state of self evaluation as to the ability to perform at any
given time and place.
It ain't much......but it helps!

--
Dudley Henriques

Dudley,

You are exactly right.

I flew a zero-zero GCA, at night, in a UHIB, at the An Khe airfield in
late
1965. No other place to go. We were on mortar patrol, had just been
relieved
on station by our replacement aircraft. Ground fog had moved in, even the
replacement aircraft was not aware of it. No one expected it. I had an
instrument rating, my copilot did not. Our other option was to go crash in
the jungle someplace (with the bad guys, but where it was clear). Since we
did not have enough fuel to divert to a safe landing area--more than 45
minutes away (hey, this was Nam) we decided it was our only option.
Obviously, we made it, believe it or not, no damage to aircraft or crew.
The
GCA Controller got three quarts of Johnny Walker Red the next morning. G

Goes to show, you CAN handle a bad situation, IF you remember your
training.

Regards,
Paul
PS Sorry about the misplaced thanks!!

Paul

Welcome to the crowd. There are only a few of us.

I too made ONE zero zero at Hamilton AFB in F-94C.

Finished mission and went RTB and as we approached the field watched
the San Francisco Bay fog roll in before we could land. No fuel for
alternate so continued with a GCA. Hit GCA minimums and no runway.
Told GCA to keep talking and rotated to a landing attitude and
continued decent. Next thing I knew was rolling down runway.

Like you, when you gotta do you gotta do.

Big John

Dudley Henriques wrote:

Gen Des Barker of the South African Air Force (and ex demonstration and
test pilot) has done an in-depth work on these issues in his book "Zero
Error Margin" where all that has been learned on this subject has been
accumulated in print.
The subject itself is so hefty I wouldn't even try getting into it with
a Usenet post.
Basically what we have discovered in our situation is that although most
display pilots fare well in following set procedures, regulations, and
rules, the breakdown comes at the local level and in many accidents can
be coupled with the psychological circumstances prevailing during an
incident as those circumstances are affecting the individual display pilot.
This is just a pedantic way of saying that what's going on in a pilot's
mental and emotional processes as a display is being flown can under
specific conditions, be a killer.
The fact that we accept these conditions as being present and a danger
doesn't really help us much in solving the issue. The reason for this is
that each pilot will have a specific tolerance for situational
awareness, cockpit over task, and distraction.
In other words, you can take a highly trained professional pilot, fully
checked out on a specific type of aircraft, and with a proven over time
ability to fly a specific demonstration, and that pilot can on a
specific day at a specific instant, make a fatal error.
Again, we realize this can occur, but the actual solution alludes us.
Where we are right now is in making sure we educate the community so
they are collectively aware that this danger lurks out there waiting.
By educating the community to the problem rather than trying to find a
specific "fix" that we believe doesn't exist, we hope to better the
safety record.
Each pilot in other words, is being encouraged and REMINDED, to be in a
constant state of self evaluation as to the ability to perform at any
given time and place.
It ain't much......but it helps!

Every little bit helps in the grander scheme of things.

Matt