LSO Stopwatches

Pechs1 wrote:
Nafod- Those are actually mirrors they are gazing at.

"Man, look at that cool tan." BRBR

Yep but who taught the LSOs how to read time, or write for that matter?

Ahaha..uh...sorry Pechs, NEPIC SAR T1

Pechs,

Yep but who taught the LSOs how to read time, or write for that matter?

....or even see.

There's been a T-shirt for sale at every Tailhook Association convention for
the past several years showing an LSO on the platform, dark glasses over his
eyes.

His seeing-eye dog is working the radio.

BTW, this T-shirt is sold by the LSO School instructors. I guess it
replenishes their coffee mess treasury.
--
Mike Kanze

"Never forget ... Being your own boss means being your own janitor."

- Adam @ Home, 3/27/04


"Pechs1" wrote in message
...
Nafod- Those are actually mirrors they are gazing at.

"Man, look at that cool tan." BRBR

Yep but who taught the LSOs how to read time, or write for that matter?
P. C. Chisholm
CDR, USN(ret.)
Old Phart Phormer Phantom, Turkey, Viper, Scooter and Combat Buckeye
Phlyer

Mike Kanze wrote:
There's been a T-shirt for sale at every Tailhook Association convention for
the past several years showing an LSO on the platform, dark glasses over his
eyes.

His seeing-eye dog is working the radio.

BTW, this T-shirt is sold by the LSO School instructors. I guess it
replenishes their coffee mess treasury.

Got a couple in the t-shirt drawer. Chicks dig'em.

Same deal for interval. Depending on what the CVW is shooting for, too much
or too little will downgrade an OK or in extreme cases buy you a waveoff.


My favorite was when I was leading the division of A6 into the break behind the
Turkeys. Usually the last turkey was on down wind. (I'd spin a few or take them
all into the break) He was my interval, being the last Tom usually ment that
was a nuggett pilot. He would usually fly too wide an approach get himself LIG
so I would press him hard and fly a tight downwind, turn early and since I was
flying the "correct pattern" he would get a LIG WO.
This would hurt not only his personal landing grades but also the squadrons
oveal average.


Its called gamesmanship and it worked for almost the entire cruise until the
Turkeys learned how to fly the proper pattern. Fun in the Case 1 pattern!!!!!

Sparky

nafod- NEPIC SAR T1
BRBR

A 'no good'? Oh well, not the first one I got.

A peek is worth a thousand scans.'
P. C. Chisholm
CDR, USN(ret.)
Old Phart Phormer Phantom, Turkey, Viper, Scooter and Combat Buckeye Phlyer

On 12/11/04 8:54 AM, in article
, "Pechs1"
wrote:

nafod- NEPIC SAR T1
BRBR

A 'no good'? Oh well, not the first one I got.

A peek is worth a thousand scans.'

"Never pass up a perfectly good wire--especially at night."

Or

"A three wire is just two less chances to bolter."

--Woody

On 12/10/04 11:28 PM, in article
, "Elmshoot"
wrote:


Same deal for interval. Depending on what the CVW is shooting for, too much
or too little will downgrade an OK or in extreme cases buy you a waveoff.


My favorite was when I was leading the division of A6 into the break behind
the
Turkeys. Usually the last turkey was on down wind. (I'd spin a few or take
them
all into the break) He was my interval, being the last Tom usually ment that
was a nuggett pilot. He would usually fly too wide an approach get himself LIG
so I would press him hard and fly a tight downwind, turn early and since I was
flying the "correct pattern" he would get a LIG WO.
This would hurt not only his personal landing grades but also the squadrons
oveal average.


Its called gamesmanship and it worked for almost the entire cruise until the
Turkeys learned how to fly the proper pattern. Fun in the Case 1 pattern!!!!!

Sparky

Sparky,

Your story has sparked a rather misty-eyed reminiscence.

Aside from the above games (which make Naval aviation a HOOT), One of the
things I love about the boat (as opposed to airline flying) is that AVIATORS
control the pattern.

I absolutely DIG flying around the boat and being held accountable for my
own decisions. How many to bring into the break. When to break. How much
G to use. How much interval. It's the best environment. Thanks for the
memories.

--Woody

Woody,
I would still be in the Navy flying off the carrier if they would have let me.
The Brits do it right they have aviators that stay flying and the others chase
the stars.
Nothing prettier than a zip lip case one revovery. Everyone is responsible and
does their job. The perfect sortie: morning pinkie launch, press inland on a
low level to the Tgt. First run bullseye, low level egress to feet wet .
Marshall overhead watch the next launch, press the deck, first plane in the
groove as the last plane clears the deck. Zip lip recovery with everyone
getting aboard on the first pass. 'Ok" pass down to the ready room for coffee
and breakfast. Afternoon launch for a full stop on the beach for happy hour.

The airline guys I fly with will never understand unless they have done it them
self as well.
Sparky


Aside from the above games (which make Naval aviation a HOOT), One of the
things I love about the boat (as opposed to airline flying) is that AVIATORS
control the pattern.

I absolutely DIG flying around the boat and being held accountable for my
own decisions. How many to bring into the break. When to break. How much
G to use. How much interval. It's the best environment. Thanks for the
memories.

--Woody

For those of you needing translation --

"no apparent fear of death" given this pass -- NEPIC SAR T1 (Not enough
power in close, settle at the ramp, taxi 1-wire)

"Pechs1" wrote in message
...
nafod- NEPIC SAR T1
BRBR

A 'no good'? Oh well, not the first one I got.

A peek is worth a thousand scans.'
P. C. Chisholm
CDR, USN(ret.)
Old Phart Phormer Phantom, Turkey, Viper, Scooter and Combat Buckeye
Phlyer

Pechs1 wrote:
nafod- NEPIC SAR T1
BRBR

A 'no good'? Oh well, not the first one I got.

A peek is worth a thousand scans.'

Yea, but didn't you see those flashing red lights on the left side?
Don't forget to peak at the lens too.

Which brings back fond memories of waving in the North Atlantic, waving
a turkey that was fixing a HIM-IC, and watching him taxi by to his one
wire, seeing the pilot's head locked in the upright and forward
position, illuminated by the flashing reds.

As CAG paddles said to me..."At least it was easy to grade."