9/11 even real pilots couldn't do it

reply to post by lachstockn2


You know, me and weed are real pilots. Rated on MD and Boeing hardware.

If you are a Balsamo sock you will be kicked, simple as that.

reply to post by weedwhacker


DC 9

Lovley plane, simple and easy shorthaul machine. That's where i started my career.

OT of course, mods are free to delete this post.

reply to post by lachstockn2



Well....if ALL your experience is from a desktop PC flight sim program...little wonder you don't comprehend.

Now, I know nothing at all about any "Chuck Yeager" sim program...old or new...hang on, I have Google...brb....

aaaahhhhh...... THIS must be it???:

en.wikipedia.org...'s_Air_Combat

Let's see....1991, huh? Alrighty then.....

LOL! This is pretty bleak.....THIS guy seems to do OK:



Well, just so you know.....IF you "yank and bank", I guess even in some of those Desktop programs, it might have software to make your airplane "break". SO, if you had NO other flight training experience, you would have had no idea what you were doing....and of course, G FORCES are something that just aren't simulated well....even in a Level D. Acceleration, deceleration and kinda almost realistic turbulence, yes. But sustained positive and negative forces? The things can't move with that much range of motion, in the hydraulic jacks.

(I think some very advanced military sims are mounted in centrifuges, and can rapidly spin up for some positive G simulation...guess spinning down would then reverse it to negative. The "cockpit" cab would have to rotate in all directions, to line it up properly, in the simulation...with the visuals completing the illusion...since pilots can not see the real "outside".... BUT, nothing that sophisticated, complex and expensive is needed for airline training). Gosh, it does sound like a lot of fun, though....still, the real thing is better....and, anyway, both unattainable for the likes of me.....well beyond the age of enlistment!!

reply to post by Ivar_Karlsen


Considering your claims of being a "real pilot", readers would perhaps expect a Vg diagram proving the below Vg as "fake".




But i suppose the mods will consider this post "off-topic" as well. Delete it, and ban me.

"Deny Ignorance"

Let us know when you "real" pilots will provide a 757/767 Vg proving the above Vg "fake!".

Until then, we'll keep saving the pages as html and eventually prove ATS not only accepts ignorance, but requires it.

reply to post by weedwhacker


Another OT! Did you fly the 300? It's the only 3 crew airliner that i ever flew

Click here to learn more about this warning.

reply to post by Ivar_Karlsen


I suppose it easier for the mods to clean up the fact you and Weedy are unable to provide a 757/767 Vg diagram to prove "fakery!" of the above.







[Mod Edit - Replaced quote with Reply To Tab]

Originally posted by Ivar_Karlsen

Edit to add: I've allready covered this om pprune

edit on 17-1-2011 by Ivar_Karlsen because: (no reason given)

And you fail to cover it here.

Again, why are you and Weedy unable to provide a "genuine" 757/767 Vg if you claim Weedy is a 757/767 Captain?

You and weedy have failed for more than 100 pages.

(page html saved, as I'm sure this will be removed as "off topic... and the mods rather see dialogue of Turtles).

Originally posted by JakeHarper
I suppose it easier for the mods to clean up the fact you and Weedy are unable to provide a 757/767 Vg diagram to prove "fakery!" of the above.

Me and weedy don't have to deal with doctored diagrams like that to do our daily work, period.

JakeHarper, 3 posts, another sour sock.

Originally posted by Ivar_Karlsen

Originally posted by JakeHarper
I suppose it easier for the mods to clean up the fact you and Weedy are unable to provide a 757/767 Vg diagram to prove "fakery!" of the above.

Me and weedy don't have to deal with doctored diagrams like that to do our daily work, period.

Thats good to hear. So please, for perhaps the 10th time, please provide an "un-doctored" diagram, proving the above Vg as "Fake!".

Stop your tap dancing and put up the diagram to support your claims.

Originally posted by JakeHarper
reply to post by Ivar_Karlsen

 

Im Rob Balsamo. Who are you?

Who is Weedy?

I'm me, now i'm just waiting for weed to explain who he is

Originally posted by Ivar_Karlsen

Originally posted by JakeHarper
reply to post by Ivar_Karlsen

 

Im Rob Balsamo. Who are you?

Who is Weedy?

I'm me, now i'm just waiting for weed to explain who he is

Weed has already "explained" who he is.

He claims to be a 757/767 retired Captain from Continental Airlines.

He refuses to provide his name behind any of his claims.

He claims the above Vg is "Fakery!", but is unable to provide his own 757/767 Vg.

I am a CFI II MEI. I have taught many how to plot a Vg diagram.

It is clear Weedy does not know how to do such work. Not only that, but it is also clear Weedy doesnt have a clue when it comes to EAS and crossover altitude.

Weedy pulls # out of his ass hoping the mods will ban anyone who has expertise to challenge him.

That much is clear.

Originally posted by JakeHarper
He claims to be a 757/767 retired Captain from Continental Airlines.

He refuses to provide his name behind any of his claims.

I know a lot of people at the Continental base in Houston.
Second, only an idiot would give his name and licence on this website.

Weed has shared some of his experiences, that's good enaugh for me. BTW you are Cat. Rob, i'm not dumb.

reply to post by Ivar_Karlsen

Me and weedy don't have to deal with doctored diagrams like that to do our daily work...

Well, to be fair....all he "doctored" were adding the numbers, irrespective of the actual vertical grid lines (since basic chart, before the airspeed figures were altered, appears to have been lifted directly from the "Pilot's Handbook of Aeronautical Knowledge"...in the section devoted mostly to Utility Category [I.E., General Aviation type] airplanes].

All well and good.....but, the poorly experienced pilots at "PilotsForTruth" don't realize the differences with Transport Category jets. Something that has been pointed out repeatedly...and repeatedly ignored, in favor of the SAME faulty claims, and misrepresentation of what the Vg diagram is actually indicating.


Rather telling, isn't it, that "they" (P4T) have so few cheerleaders on their "team". Compared to the tens and tens of THOUSANDS of real airline pilots....in the U.S., Canada and the rest of the World too.....

....as we both know, Transport Category jets have a much wider operating envelope than the types of airplanes most of those at "P4T" have ever flown...and completely different operating environments.

AND we know, very well I think, the capabilities from experience...and I, for one, have a great deal of confidence in the structural integrity of Boeing products in particular. They WELL exceed any "paper" specifications in terms of strength.

Oh, and BTW....as we both (and tens and tens of thousands of others) know, speed excursions that are labelled as potential to cause "Structural Damage"?? Well, that is a phrase open to a LOT of interpretation, and degrees of actual "damage" incurred....and, it is both the amount of speed excursion AND time dependent. Adding significant G forces simultaneously, will accelerate any damage potential, of course. But, high G-forces were not the case for United 175.

IF, say.....at five knots over the max demonstrated Type Certificate "dive speed"...and an inspection panel gets loose, even comes off?? Well, that IS part of the "structure", technically....and stripping some screw threads IS "damage", technically...

....BUT, will the entire airplane suddenly fall out of the sky, in bits and pieces??? Hardly......


I DO find it incredibly amusing how the crew at "P4T" rely on a basic student's training handbook, and try to apply it to a much more sophisticated airplane.....not realizing the MANY other factors to consider...and that HAVE been considered by the engineers who designed the darn things.......

Originally posted by Ivar_Karlsen
I know a lot of people at the Continental base in Houston.

Yeah.. me too. As well as EWR and CLE. Just check my Facebook page.

Second, only an idiot would give his name and licence on this website.

Wait, i thought you said "I am me".

Are you now saying you are not "Ivar"?

And if you are, are you now saying you are an "idiot"?

Weed has shared some of his experiences, that's good enaugh for me. BTW you are Cat. Rob, i'm not dumb.

I am Rob Balsamo.

After all, there are perhaps 20+ "Rob Balsamo's" here.. right?

Let us know when you or Weedy can provide a Vg proving the above Vg "Fake!".

You been failing for more than 100 pages, while also claiming you and/or Weedy have access to such information.

(for the laymen readers: The reason Weedy has not provided such information since page 1, is because he is a fraud).

Originally posted by weedwhacker
All well and good.....but, the poorly experienced pilots at "PilotsForTruth" don't realize the differences with Transport Category jets.

Im sorry Weedy. but can you tell me if these people are qualified in "Transport Category Jets" and/or have knowledge of such?

Captain Russ Wittenberg (ret)
30,000+ Total Flight Time
707, 727, 737, 747, 757, 767, 777, DC-8, L-1049, Learjet 24/25, L-188
Ground Instructor, Advanced Ground Instructor, Instrument Instructor, Flight Engineer Turbojet
Aircraft Dispatcher
Pan Am, United
United States Air Force (ret)
Over 100 Combat Missions Flown
Command time in:
- N591UA (Aircraft dispatched as United 93)
- N612UA (Aircraft dispatched as United 175)

Captain Ross Aimer
UAL Ret.
CEO, My Aviation Expert LLC
40 years and 30,000 hrs.
BS Aero
A&P Mech.
B-777/767/757/747/737/727/720/707, DC-10/-9/-8 Type ratings
Command time in:
- N591UA (Aircraft dispatched as United 93)
- N612UA (Aircraft dispatched as United 175)
myaviationexpert.com...

Commander Ralph “Rotten” Kolstad
23,000 hours
27 years in the airlines
B757/767 for 13 years mostly international Captain with American Airlines.
20 years US Navy flying fighters off aircraft carriers, TopGun twice
civilian pilot flying gliders, light airplanes and warbirds
Command time in:
- N644AA (Aircraft dispatched as American 77)
- N334AA (Aircraft dispatched as American 11)

John Lear
Son of Bill Lear
(Founder, creator of the Lear Jet Corporation)
More than 40 years of Flying
19,000+ TT
23 Type ratings
Flight experience includes 707, DC-8, 727, L10-11

Jeff Latas
-Over 20 years in the USAF
--USAF Accident investigation Board President
--Flew the F-111, T38, and F-15E
--Combat experience in the F-15E includes Desert Storm and four tours of duty in Northern and Southern Watch
--Weapons Requirements Officer, USAF HQ, Pentagon
--Standard and Evaluations Flight Examiner, Command level
-Currently Captain for JetBlue Airways

Guy S. Razer, LtCol, USAF (Ret)
3,500+ Hours Total Flight Time
F-15E/C, F-111A/D/E/F/EF, F-16, F-18, B-1, Mig-29, SU-22, T-37/38, Various Cvilian Prop
Combat Time: Operation Northern Watch
USAF Fighter Weapons School Instructor
NATO Tactical Leadership Program Instructor/Mission Coordinator
USAF Material Command Weapons Development Test Pilot
Combat Support Coordination Team 2 Airpower Coordinator, South Korea
All Service Combat Identification Evaluation Team Operations Officer
Boeing F-22 Pilot Instructor
MS Aeronautical Studies, Embry-Riddle Aeronautical University

Dwain Deets
MS Physics, MS Eng
Former Director, Aerospace Projects, NASA Dryden Flight Research Center
Served as Director, Research Engineering Division at Dryden
Recipient of the NASA Exceptional Service Award
Presidential Meritorious Rank Award in the Senior Executive Service (1988)
Selected presenter of the Wright Brothers Lectureship in Aeronautics
Associate Fellow - American Institute of Aeronautics and Astronautics (AIAA)
Included in "Who's Who in Science and Engineering" 1993 - 2000
Former Chairman of the Aerospace Control and Guidance Systems
- Committee of the Society of Automotive Engineers
Former Member, AIAA Committee on Society and Aerospace Technology
37 year NASA career

Lt. Colonel Shelton F. Lankford
United States Marine Corps (ret)
A-4 Skyhawk, KC-130 (10,000+ Hours)
S-2, T-1, F9F, F-11, OV-10, T-2J
303 Combat Missions

Field McConnell (Captain Sherlock?)
23,000+ hours
CV580,DC9,MD80,B727,A320,DC10
NCA,REP,NWA
A4,F4,F16 USN,USMC, ND ANG
www.captainsherlock.com
Forced to retire due 9/11 exposure
www.hawkscafe.com

Captain Paul A. Trood
B737-800/400 Captain
Qantas Airways
Australia
Experience: 18,000 flight hours

Jim Mustanich
ATP 20,000+ hours
Typed in CE-500, DHC-7, EMB-110, BA-3100
Aircraft flown include Boeing 727,737, Douglas DC-9, MD-80
United Air Lines, American International Airlines, Air Pacific Airlines, West Air Airlines
6-7 years corporate flying in Cessna Citations
Factory demo pilot for Cessna Citations

Ted Muga
Naval Aviator - Retired Commander, USNR
A/C experience - Grumman E-1 and E-2 ( Approx, 3800 hours )
Pan American World Airways - Retired Dec. 1991 ( that's when PanAM went bankrupt )
Flight Engineer/First Officer -- Boeing 707 & Boeing 727 ( approx. 7500 hours )

Col Robert Bowman
President of the Institute for Space and Security Studies
Executive Vice President of Millennium III Corporation
retired Presiding Archbishop of the United Catholic Church
101 combat missions in Vietnam
directed all the “Star Wars” programs under Presidents Ford and Carter
recipient of the Eisenhower Medal
George F. Kennan Peace Prize
President’s Medal of Veterans for Peace
Society of Military Engineers' ROTC Award of Merit (twice)
Six Air Medals
Ph.D. is in Aeronautics and Nuclear Engineering from Caltech
chaired 8 major international conferences
one of the country’s foremost experts on National Security
independent candidate for President of the US in 2000
thepatriots.us...

John Panarelli
friend and fellow aviator of John Ogonowski - Capt. AA #11
ATP: L-300, B-737, DC-10, DC-8, FE, TT=approx. 11,000 hours
USAF-C141-IP, Eastern Metro, Braniff, Ryan International, Emery
Worldwide, Polar Air Cargo


Click here for many more.

pilotsfor911truth.org...

Weedy, why do you lie so blatantly?

reply to post by weedwhacker


Well i fly the B737 ng at the time, as everyone that operates this hardware knows the FMC isn't much to write home aboat on deccent.

SO, going down on path i dont wanna use the speedbrake all the time. here in euroland they tend to keep us high to the last minute, so when DRAG NEEDED comes up i just add another 5 kts, and if thats not enaugh i keep adding speed until the clacker.
I have flown this bird faster than Boing say we can do, but all i do is reduce airframe life of this spesific bird.
Edit to add: That's our unofficial SOP
It's not gonna break up, after all it's solid American metal made for hard fisted Texans

Click here to learn more about this warning.