Monthly Archives: February 2016

NSA2: Interesting Adventures.

Interesting people, interesting places, interesting organizations, interesting electro-mechanical systems, interesting planes and missiles, good jobs and interesting work {well beyond the threshold of boredom and the norm}.

Flight Test of the Viking new Digital Flight Control Computer on the Harry S. Truman Aircraft Carrier.

The Viking:  AFC 273, Digital Flight Data Computer upgrade, began in May 2000 on the West Coast [the East Coast will follow], and completed in 2002. The AN/ASW-33 Digital Flight Data Computer is a direct replacement of equipment. Differences in weight and balance are negligible. Maintenance capability at the organizational level is significantly enhanced due to incorporation of a highly comprehensive Built-In Test Equipment (BITE) capability. AFC 273 directs the replacement of the CP-1074A/ASW-33 Flight Data Computer with the more reliable CP-1074B/ASW-33 Digital Flight Data Computer.   {http://www.globalsecurity.org/military/systems/aircraft/s-3-upgrades.htm}

viking

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NSA part 2  Free download of above PDF available.  View in google and/or save to your computer.  You need Adobe Reader or Nitro or the equivalent to read.  Adobe Reader is also available free at www.adobe.com .

 

Automatic Carrier Landing System on the Viking.

 

Aircraft carrier landings are highly automated

Today President Bush will fly aboard a US Navy S-3B Viking to USS Abraham Lincoln, hundreds of miles west of San Diego. The Viking is a four-seat jet aircraft that makes cable-arrest landings on carriers, just as fighters do.

Carrier landings are highly automated nowadays. The toughest things pilots have to do to land safely is make sure they are flying straight down the centerline of the landing strip on the carrier deck and make sure their rate of descent onto the deck is correct. When these things are done right the plane hits the deck and its arrestor hook grabs one of the cables across the deck that slow the plane to a halt within a couple hundred feet or so.

Squaring up on the centerline is not as easy as it seems. Modern carriers are “angle deck” ships, meaning that they are designed to launch and recover aircraft at the same time. Launching aircraft are catapulted off the bow straight ahead, but landing aircraft fly onto a part of the flight deck that angles off to the ships port (left) side. Hence a pilot cannot line up straight down the ship. (The angle deck can also launch as well as recover.)

The further away pilots can square on the centerline, the happier they are. But even enormous aircraft carriers appear too small from about a mile away to offer visual clues to line up. Lights aboard the ship called drop lights are effective inside a mile, as is the visual image of the ship itself, called the “carrier box.” A laser system called Long-Range Lineup System uses eyesafe colored lasers to guide the pilot well over a mile away. Seeing an amber laser means that the plane is on centerline, right means green and red means left. This system is installed aboard Abraham Lincoln.

NOTE:  A natural over simplication as it is difficult to get use to all the sloppy yoke movement between the knees during an automatic carrier landing.
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The Cold War AEW Atlantic Barrier

“Argentia Approach, Navy 1313, 25 miles southeast, requesting your present weather.”  “Navy 1313, this is Argentia Approach, present weather 200 feet obscured; visibility one-half mile in blowing snow; wind south southwest 28, gusts to 45 knots; duty runway 25 GCA standing by on channel 17.”

“Argentia Approach, this is Navy 1313. Roger your weather; request clearance to GCA frequency.”  After another GCA approach to field minimums the pilot of Navy 1313, a radar-converted Super Constellation, completes another circuit of the North Atlantic Barrier, the seaward extension of the DEW Line.
 

T
THE BARRIER FORCE maintains a 24-hour-a-day, year-round airborne surveillance of the broad reaches of the North Atlantic Ocean. Since 1 July 1956, 10,000 such flights have taken off and landed at the U.S. Naval Station, Argentia, Newfoundland. Flight Number Ten Thousand was flown in early March.

Each completed harrier flight represents a distance greater than the Great Circle mileage from New York to Los Angeles. All the flights together represent a total of more than 23,000,000 miles, or the equivalent of 50 round trips to the moon.

The Atlantic Barrier has been one of the important components of our blueprint for defense of the North American continent against enemy attack, in which each of the armed services has played a role.

The barrier has one specific objective__to detect any surprise move against North America.

By its mere existence, the Atlantic Barrier has served as a deterrent against hostile attack by eliminating the element of surprise from any potential aggressor’s plans of attack.
NAVAL AVIATORS WHO FLY the Barrier have a tough job. To them, flying the Barrier has meant more than 120,000 hours, and 23 million miles, in the air since 1956. To the United States, it has meant safety.

The WV-2s, from which they scan 45,000 square miles of the Atlantic, look very much like their Super Constellation sister ships with the exception of a 7-foot-high, fin-like dome atop the fuselage and a massive mushroom-shaped bulge underneath, both of which contain radar antenna.

The interior of the WV-2 is a precision radar laboratory which is kept in top-notch condition with complete sets of maintenance gear stored on board to permit in-flight repairs.

In spite of the frequent sub-zero temperatures on the Atlantic Barrier, the WV-2’s cabin must be air-conditioned to offset the heat given off from the five tons of electronic equipment she carries.

Flying the Atlantic barrier

soups on

NOTE:  Can not remember anytime, a taxi was aborted.

 

Navy Plane Crashes in Newfoundland

Oct 18 1958

US NAVY SQUADRON: AEWRON FIFTEEN (VW-15) AIRCRAFT: WV-2, BuNo 141294, LOCATION: NAS Argentia, Newfoundland.

EVENT: Navy aircraft 141294 crashed into Placentia Bay 1000 feet short of runway during CGA landing trying to get under weather; flight from NAS Patuxant River, MD to NAS Argentia. According to the US Naval Aviation Safety Center Accident Brief No. 10, May 1960: “The ceiling was reported indefinite 200 feet, visibility 2 miles in drizzle and fog. A precision approach was commenced to the duty runway. The approach was within tolerances and normal until after passing through GCA minimums, at which time the aircraft went below glide path and the pilot was instructed to take a waveoff. The waveoff was not executed until after the aircraft had actually made contact with the runway. After climb out, GCA was contacted and a second approach was requested to commence with no delay. The pilot advised GCA that the runway was in sight just before GCA gave him a waveoff on the first approach. The second approach was again normal until the final controller gave the instructions, “Approaching GCA minimums.” The aircraft immediately commenced dropping below glide path. An emergency pull up was given, but the aircraft collided with the water [Placentia Bay] and came to rest 2050 feet east of the approach end of the runway. It sank in 26 feet of water and 11 persons lost their lives.” LOSS: 11 of 29-man crew & passengers killed: CREW: LT Donald A. Becker, PPC, CDR Raymond L. Klassy, VW-13, ENS Donald E. Mulligan, Lyle W. Foster, American Red Cross, A. S. Corrado, Robert N. Elliot, AN, R. J. Emerson, Clarence J. Shea, J. E. Strange, William Jerome Taylor, AD3 (body never recovered), and D. D. Wilson.

 

NSA: The Scot Irish American Spirit.

Note: Photo is of present day McMichael Creek in Monroe County PA, 64 acres selling for $579,900, and when the previous owner, John, and colonial pioneer with a plantation, saw mill, grist mill, and an Indian trader brother, about all he had left was 2 cows. {Love it, when the heritage is more than “of this world.”}

∗Often mixed in with the human spirit of the Holy Spirit, generally of Presbyterian and Baptist stock.

NSApart1     Natural Scout of Adventure Part 1 free PDF Download.

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“My God and I”

“Last night I died” is the beginning of a good book on grief, death and dying encountered in a Pastoral Care course at Southwestern Seminary. Willing to top that for a testimony to the grace of God and to Rehab and other Medical personnel who refused to give up on this 76 year old tennis player, I died 6 times, three on the tennis court at McClennan Tennis center, close to the Seminary, and three in the ambulance on the way to John Peter Smith ER. That was four years ago, and the last visit with the cardiologist showed a normal EKG.
What if any of those people had given up on reverence for life and me from Jim who administered CPR on the tennis court so well as to break ribs, to the ambulance attendants to the ER doctor, to the Heart Surgeon, to Global Rehab, to Burleson Rehab, and Nike who cared for us. However this is about “My God and I”, realizing of course that this is somewhat poetic in that the God of the Universe, the Father of the Lord Jesus Christ, the Creator of all humanity is given the majority credit for the passing from dying 6 times to a normal EKG in 4 years. Oh, and the little group of nurses, doctors, and others participating in the tennis drills at McClennan that prayer while Jim worked should be added since they obviously had faith that God’s grace could intervene through prayer. Yes, and the family that prayed, especially my wife who during her recent palliative and hospice care repeated about dying that “it is not up to me”, a testimony of faith in God, even as she has done for years through many illnesses and 40 years of Nursing.

My God and I go in the field together;
We walk and talk as good friends should and do;
We clasp our hands, our voices ring with laughter;
My God and I walk through the meadow’s hue.
We clasp our hands, our voices ring with laughter;
My God and I walk through the meadow’s hue.

Some heart experts had their doubts on what God could and would do in a reverence for life, what Ron Panzer of the Hospice Patients Alliance would call “human pride” in the fatal flaw of medical personnel {some that must go by the guidelines of the American Heart Institute} like all humanity of taking credit to exclude a God that they really do not believe much. The marvelous heart surgeon at John Peter Smith did not do that, and when on the first visit with him after the quadruiple heart bypass and when I thanked him heartily, said something to the effect that it wasn’t me, and pointed above. What Ron Panzer said about pride in palliative and hospice care–

But proud man is a thief and unjust in what he does, because he denies others what they need. He steals what is due God and takes it for himself. Man refuses to give God the adoration and reverence He deserves and places faith in the lies that lead man to believe there is a good way that is not part of God’s will (Proverbs 14:12). How can we understand such a terrible blunder?
Several cardiologists and others wanted to insert a defibrillator during the early stages of rehab, however adjusted from the norm apart from God’s grace when the blood flow increased in the first year and then again the second year to above the American Heart Association’s standard for a triple chamber that would monitor remotely by telemetry, that would shock the heart when necessary albeit bring one to their knees, and in my personal opinion decrease the quality of life. Since my God and I walk together, another way to say, there is assurance that the place where God lives and reigns is my eternal home, both CPR and the gadget implant was turned down. It must be admitted that an exceptional and practical and experienced Cardiologist {the same that had shown us previously that my wife almost 9 years after open heart displayed the curative powers of the human body itself that God designed, in that little arteries of blood flow grew around the heart to increase blood flow} at the Cardiac Hospital in Lubbock recommended that coreg in some cases does increase blood flow, and online some real cases were recorded how that with good exercise, low salt, and a good food management routine blood flow could be increased.

Trying to play God should be minimized is what Ron repeats, and in your own mind if not in your speech and actions acknowledge that He above all others is in control. It can be added, for His own children God is working out something good for that patient which is not obvious to us; and that it is in His own good time.

The end here, no pun intended, should be with a quote from Orr in his book “I died last night”:

“There are those who think it will be reincarnated, while others believe it will be absorbed into the universe. Still some say nothing at all will happen, or worse, that the soul will burn up or dissolve. If you believe in Jesus Christ, however, you know that there are only two possible destinations for your soul, should you die right now.”

Restoring Reverence for Life: Palliative/Hospice
https://plus.google.com/u/0/collection/w8O9EB

And download a sample of I DIED LAST NIGHT at

http://start2finish.org/wp-content/uploads/2015/05/idln.pdf