Freight dog vid...

[RJPilott]

Your comment about your company's F/O's having at least 5 years experience:
Now, yes; but what about 5 years ago? These "non-whores" brought all that 500 hours worth of experience to your airline, to go work for poverty wages.
Good basis for future command decisions.
BTW, do these guys meet FAA ATP minimum requirements yet, or will your airline have to get a waiver to be able to upgrade them?

Geeze, this thing is back at top again?

Ok, first, i didnt have time to read your whole post, but i'll address this.

I didnt really agree with the internship program at first. There were maybe 100 total hired throughout our list. So less than 7% of our list were 600+ hour pilots. Some of them had HUGE egos and some were really good pilots.

As far as their time now? Some of them are at companies like Continental (not express), SWA, Jet Blue, Spirit, ATA, AWA, Some went to Delta and furloughed, UAL and USair, also furloughed. Some went Corporate to companies like CAT and some left the industry altogether. Some are still at FLYi as CRJ Capt or in the Bus. Many have multiple type ratings and 121 PIC Tubine. Some are FO's and some are Furloughed. It takes alot less than 5 years to gain ATP mins from 500 hours working at a 121 carrier. Take your head out of your ass.

As far as our pay back then, we made more than what you suggested. Go back and read. We also didnt have to pay 50% for health. And yes, anyone working for CASW under this type of compensation, is a whore.. period.

As far as flying in Ice? We do it all the time. Or havent you guys heard that ACA had bases in BOS, ORD, CVG and IAD. We flew to wonderful places like DTW, GRB, MKE, YYZ, YUL, PWM, BTV, MSN, CID, MDW, and more in those area... etc...

Including J31, no autopilot stuff 8 legs a day in 120 degree cabins with puke, piss and sh't smells all through the cabin.

My point is, we always took a plowed route (or thin) and spray in those conditions.


Once you grind a wheel down to the nub, you will too.

 

[HMR]

I fly with an operation out of my airport that has the leading most authority in freight flying in Chicago, he flys MU2's and has over 14,000 hrs in type. Hint: His first name is Bill, last starts with M. This guy forgot more about MU2,s and Aztec flying then you will ever know. He is my mentor and has taught me a lot.

Multiple DUI's?
Too many failed checkrides?
Owns the company and is so far in debt he can't get out?

I'm trying to come up with a good excuse for a guy spending 14,000hrs. flying freight in an MU-2?

***PLEASE NOTE*** I did not say anything about flying a non-certified C182 into known icing conditions nor challenge TDTurbo's manhood. Therefore, kindly direct all tirades to my honest question above.

Fly Safe

 

[ACT700]

RJpilot,

See, your last post sounds pretty normal.

factual, to the point and no stupid comments.


I will say this: the conditions in the video are pretty "normal" for night freight winter ops.

May be you didn't get to experience this type of ops. And yes, it can be done safely!

Also, type IV fluid is really not effective on piston-popper twins.

 

[TDTURBO]

Multiple DUI's?
Too many failed checkrides?
Owns the company and is so far in debt he can't get out?

I'm trying to come up with a good excuse for a guy spending 14,000hrs. flying freight in an MU-2?

***PLEASE NOTE*** I did not say anything about flying a non-certified C182 into known icing conditions nor challenge TDTurbo's manhood. Therefore, kindly direct all tirades to my honest question above.

Fly Safe

HMMMMMMMM.....It seem you are one of the uninformed, everybody who is anybody in aviation knows who I am talking about.

DUI's, please.


He does quite well owning a freight hauling business and is well respected throughout the country and is beyond reproach, especially by sacless faggots that never saw ice before. Many people on this board know him so I won't dignify further rheotoric with any more flaim bait.

BTW McFly, he was with me on our ice trip being his idea, I would love avroach or anyone else to chime in so I could show this thread to him to wittness a puke fest of laughter from all the sunshine fags that never saw black ice or snow. Man do people on this board have a lot to learn about ops in the midwest. If you don't have the skill than by all means, stay within your limitations, don't push them either, god knows you might learn something.


Please HMR, I am not impressed with your 1hr of experience 2000 times, being a CFI means nothing to me except you have much to learn as we all do. Just don't think for a minute that your 3000 hrs is worth 1100hrs flying around the western hemisphere in a single over Cuba in a storm only to have to continue to a DME approach at an airport in the middle of nowhere with no option but get the job done while the feild was at minimums without radar coverage. What are you going to do, turn around and fly over Cuba without a pre-approved overflight permit? Land in hostile wx down to minimums, or try to make it around Cuba back to KEYW without runing out of gas? Then proceed across several hundred miles of open ocean to Costa Rica and back to Chicago. I have flown ever Island in the Carrabien, flown every state in the US exept Canada. I think my 1100+ hrs is no comparison to your 1hr 2000 times with maybe most of the other flying you have done being SIC, something you ought to be used to being a CF nothing. My flight experience doesn't even compare to yours, and am I glad for that. I would be afraid to taxi in winds exceeding the demonstrated crosswind for my airplane if I fly for half the transtesticles on this site. Leave the real flying to those that do it every day in conditions that are clearly beyond your abilities.

 

[RJPilott]

I have flown ever Island in the Carrabien, flown every state in the US exept Canada. I think my 1100+ hrs ....

Now if you could only spell it correctly.

And, you're lying.

 

[TDTURBO]

Lying huh? Then ask me a detailed question about ops getting into any foreign or domestic ATA's that you have a problem with. Not only do I fly these routes several times a year, I do them all year, winter, spring, summer and fall. I forgot more than you'll ever know about single engine ops in foreign countries as well as how to safetly handle icing forcasts by being able to understand them enough to make a safe go no go. I know you are pulling a bluff, everything i have said has been checked out by numerous pilots before you and I have little to prove to you exept that you are in dire need of more freight experience and maybe a ****
Spelling a 3 A.M. in the morning while laying on your back on a laptop in bed?

Spare me Felix, go find a gum wrapper and Cigar to pick up instead of the McDonalds job you will soon envy/

 

[RJPilott]

...and maybe a *****.

Can we do it after 6th period English? I have to meet with some people during lunch....lol


Get a grip.

 

[TDTURBO]

Aren't the 6th graders a little much for you? I thout the 3rd graders would be a better fight.

 

[RJPilott]

Aren't the 6th graders a little much for you? I thout the 3rd graders would be a better fight.

Yeah, i used that line in the 6th grade too. Whats next, "My daddy can beat up yours"?

Hey dont take it out on us if you've only gained 1100+ (cant forget that plus now) since Class D's were ATA's. Do you still call it TCA too? Please tell me you do.

BTW, It said 6th "period".

Geeze, doesnt anyone know how to read anymore?

 

[CaravanMan]

As far as our pay back then, we made more than what you suggested. Go back and read. We also didnt have to pay 50% for health. And yes, anyone working for CASW under this type of compensation, is a whore.. period.

Including J31, no autopilot stuff 8 legs a day in 120 degree cabins with puke, piss and sh't smells all through the cabin.

No autopilot, multiple legs, 120 degree cabins, planes full of piss (literally), equipment dating back to the stone age, unlike fancy shmancy stuff you've got...hmm...sounds a wee bit familiar too us. We do this everyday.

We may be temporary "whores" as you say, but you'll always be a pu$$y. Get over yourself.

 

[TDTURBO]

Yes, I still call it, TCA's and when I an with the younger fellas, it's Class B. I learned in the early eighties only to find out throught the infinite wisdom of appointed stooges that it would better be renamed as to what we now have. So what, adapted or die, I have seen it all, 22 years gives you a nice cross section of what I expect, it isn't much, but I will say one thing, as long as i am flying my plane, there is no-one more capable flying it better than I or safetly than I.


You can ask my feild, any worker will tell you that the plane they want to fly and learn to fly in properly ins my plane. Reputation is everything in this community, you better get used to it. If you're know as a dweeb, well, it's time for a course of testoterone and shrink up that gynocomastia. This flying is no place for testicular hypertrophy. Eith grow some or back to knitting.

 

[RJPilott]

No autopilot, multiple legs, 120 degree cabins, planes full of piss (literally), equipment dating back to the stone age, unlike fancy shmancy stuff you've got...hmm...sounds a wee bit familiar too us. We do this everyday.

We may be temporary "whores" as you say, but you'll always be a pu$$y. Get over yourself.

You're right. We only flew J31's on Tues and every other Friday. And we had full Honeywell EFIS in them. Of course, the Ice we encountered in places like upstate NY, Great lakes region, and Upper Northeast were MUCH less intense than the ice you guys encounter in the Midwest.

And since the 19 pax we had on board with no lav, im sure they just sprayed piss, sh!t and puke smelling aerosols. Im sure those smells werent from them literally pissing, puking or sh!tting. ....lol

Where do these people come from?

 

[RJPilott]

Yes, I still call it, TCA's and when I an with the younger fellas, it's Class B. I learned in the early eighties only to find out throught the infinite wisdom of appointed stooges that it would better be renamed as to what we now have. So what, adapted or die, I have seen it all, 22 years gives you a nice cross section of what I expect, it isn't much, but I will say one thing, as long as i am flying my plane, there is no-one more capable flying it better than I or safetly than I.


You can ask my feild, any worker will tell you that the plane they want to fly and learn to fly in properly ins my plane. Reputation is everything in this community, you better get used to it. If you're know as a dweeb, well, it's time for a course of testoterone and shrink up that gynocomastia. This flying is no place for testicular hypertrophy. Eith grow some or back to knitting.

Im sorry TDTURBO. My apologies. I didnt realize you gained all that 1100+ hours of experience over a 22 year period time frame. Im sure you are the best in your plane. I will take your word for it. Again, my apologies.

 

[Lead Sled]

It sounds like our friend TDTurbo is doing a little research for his upcoming book. I've got a couple of title suggestions:

"Flying Light Airplanes in Icing Conditions for Dummies"​

or​

"The Complete Idiot's Guide to Flying in Ice."​

​

Oh to be so young, so good, and so self-assured.​

'Sled

 

[speedbird1974]

I still dont get what's the big deal about that video. That is a normal snowy night for a freight dog. I would worry more about the visibility than the snow on the ground.

 

[big pimpn']

I still dont get what's the big deal about that video. That is a normal snowy night for a freight dog. I would worry more about the visibility than the snow on the ground.

I agree, we used to fly caravans, metroliners, falcon 20s, ect. in that $hit every night hauling freight. I am currently flying freight for an International Airline and not much is different accept for pay and QOL. What’s the big deal? He had TKS fluid available, and the airplane is certified for known icing conditions.

 

[Tired Soul]

He's actually got a 2.5 hr video of this stuff, saw the whole thing.
Anyways he lived through it and flew Falcons after this gig.
He's now on a CRJ with a regional.
This company just had a fatal crash with an airplane he used to fly going into an airport which was on one of his routes.
Somebodies time was up for sure...

 

[ackattacker]

Now that somebody dug this thread out of it's rightful grave, I've wasted at least 30 precious minutes of my life that I will never get back.

The video was cool, and I don't see anything particularly wrong with it other than that the "certified" TKS windshield system looks like a POS.

But I did have fun reading the following post, and I have to say a few things:

You proudly boast of:
a) taking off with nil braking (what if you had to abort, genius)
b) continuing flight into severe iceing conditions
c) shooting an approach with less than legal mins (135?)
d) using a "method" of step-descents below the glideslope which as far as I can tell is aerodynamic nonsense
e) routinely flying in iceing and yet not knowing enough about a 402B iceing system to check the operation of the tail boots on your runup.

The only thing you did smart was not extend the flaps. That would have killed you. That one decision was the last link in the chain. Does it give you pause to think how close you were to death?

Hopefully you treated this as a learning experience, not something to be proud of. People, don't glamorize this type of flying. Getting those boxes there is not worth your life. Don't end up like this friend of mine:

http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20001226X45493&ntsbno=NYC01FA056&akey=1

Holy crap, you mean you've never done that type of flying before? You don't know what you're missing.

I remember taxiing out one December in Elkhart, Indiana, in a Cessna 402 with thin, patchy ice on the runways and taxiways. Sun had just set, temperature dropped just enough so that whatever slush and puddles had been liquid quickly refroze.

I was creeping along, had just pulled on the runway from the taxiway, tried to turn the airplane to line up with the runway centerline and nothing happened. Locked up the brakes, airplane's momentum kept me sliding towards the snow bank on the other side. Black ice sucks. Goosed the left motor, and the airplane started to turn to line up. Gave it more left throttle, airplane's nose was pointed 45 degrees to the right of the centerline now, but the bird was still slightly sliding left. Pushed both throttles up, got enough power in to stop the left slide, CAREFULLY pushed in alternating left and right throttle to correct back to the centerline. Eventually got rudder effectiveness, figured there was no way I was stopping so I pushed it up and hauled a$$ out of there.

Another time I was inbound to South Bend, Indiana, and was in moderate icing the whole way no matter what altitude I climbed/descended to. When the Great Lakes don't freeze over, those suckers are mega-snow/ice machines. I was flying the C402 B model, so friggin' gargoyles were growing off the tip tanks, and as fast as I could blow the boots, 1/2" to 3/4" of ice would reappear. It's 0400, tower's closed, and as center is vectoring me to the localizer I listen to the ASOS and it's 1/4 FZFG BLSN VV001. I'm thinking about going somewhere else, but I'm starting to realize the TAFs lied and it's like this just about everywhere. Additionally, I find that I have been having to add power just to maintain altitude, because all the unprotected surfaces are getting a really nice, heavy layer of ice on them. Pretty soon, I'm on the approach with props full, throttles almost all the way up, even though I'm descending on the glideslope. Pretty soon I've got the throttles all the way up, and the only way I can maintain speed is to descend a dot or so below the glide to keep the speed, then level slightly to let the glidepath come back to me, and repeat. During one of the level portions of doing this, the airplane slowed to about 130 knots and started bucking, almost like it was stalling. I shoved the yoke forward, and it got worse; when I eased off, the shaking stopped. I made a concious decision to not use the flaps, since they were P.O.S. split ones anyhow, and also since I didn't know what the heck was going on aerodynamically with the bird. I opted to leave the landing lights off to minimize the 'Star Wars' effect and maximize my opportunity to see the approach lights. As I came down to mins, I see the glow of the approach lights, which is good, since I don't have the power or energy to go missed anyway. The approach lights never become more than a fuzzy outline, and it is snowing pretty good. I pick up the threshold, and then ONE set of runway lights. The snow removal crews haven't been out for a while, so the runway has several inches of snow on it, there's blowing snow, some fog for extra pucker factor - everything is white, though at this time of the morning it was more along the lines of shades of gray...imagine the depth perception problem! I figure minimal flare is required, and somehow I arrive, though I think the Almighty was doing the flying. When the airplane smacked the runway, it was as if I had been caught in a barrier because of the effect the snow had on deceleration. It took me over 30 minutes to taxi to the FBO, which was only 300 yards from the first taxiway I could find. When I gathered myself up, hopped out of the airplane, and checked it over, I found out that the horizontal stab boots hadn't been working at all and what I'd experienced on final was a tailplane stall. This was well before NASA did their studies on it, and I hadn't heard of it before then.

RJ, if you haven't done freight flying, don't attempt to critique that video. You know not of what you speak.

 

[Wankel7]

Huh, it really didn't look that bad. When he showed that shot of the spinner their was like no ice on it...I think we have all been through worse...

Frozen brakes? I doubt he was on the brakes at all taxing...esp with the snow slowing him down.

He did a good job...he knew his limits and he didn't exceed them since he was taking a video after he landed.

Whatever...it was a neat video.

That is all I can say...because well that is all I saw...