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NastyDaddy -> RE: Bermuda Triangle? (5/22/2006 12:23:53 PM)
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quote:
ORIGINAL: JohnWarren
[laugh] Well, the F4 was pure luck. I had priority papers matching up with a repositioning order for an two-seater F4 so I got to go for the ride and the front-seater was real impressed with a genuuuine force recon so he let me hold the stick while we were doing a point A/point B. I met him later in the O club and he was nice enough to sign my log book. It did look kinda incongruous with all the single engine propjob notes but did give me bragging rights.
All F-4 models are two-seaters, it is synonymous with F-4's. Were you already F-4 egress qualified and already in possession of a custom fitted helmet liner? The military is not big on shuttling million dollar machinery around without redundant skills at the controls, I've helped clean up a few F-4 crashes and in each case there were two fully skilled and seasoned F-4 sticks in the cockpit and despite the required reduncancy, the mishaps still happened.
A pilot logbook entry of course could say C-5, B-52 or Space Shuttle, and could be signed by anybody which would be just as valid a logbook entry. FAA licensed certified flight instructors (CFI) can document flight training and cross country (xc) stick time as valid logbook entries. Logbooks with invalid entries are usually discounted in full, so it could impact you depending on your aviation interests for employment or ownership. You likely would not be approved by insurance providers with a military aircraft entry in a commercial pilot logbook, unless you had the usual 1500 hours stick time and were typed pilot in command (PIC) for the particular aircraft type in question.
Over my time in the Air Force, I was fortunate to receive incentive rides in an F-4E, RF-4C and an F-16B two-seater. Most were controlled maneuvers pulling minimal G's but highly exciting for a guy who was normally only in the cockpit when the wheels were on the ground. In each ride, there were several days of medicals, specific aircraft safety and egress training prior to being cleared for a one hour incentive ride. It wasn't a happenstance operation by any stretch of the imagination, very regimented with strict protocols.
I've flown in the triangle many times over the years in all types of aircraft, mainly civilian airframes ranging from Piper 210 singles to Piper Seneca and Navaho multi's, Cessna 300 and 400 series turbo multi's, King Air turbo multi's, and Learjet 23, 24, 25's. I've seen onboard instruments whack out near severe storms in the triangle and many other locations as well, the usual trick is to not fly in the shit... go around or over it, but the shit develops quick in the triangle, so boats of any size and non-pressurized aircraft are often caught up in the shit before they can maneuver away from or get around it.
Just imagine hundreds of F4 to F5 scale Kansas tornados upon you on the open sea... or at a low altitude above it.
Any comments about the Bermuda Road I mentioned earlier anyone?
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