The South Bay Soaring Society is a non-profit organization dedicated to promoting the hobby of model sailplane soaring. We hold contests, do educational programs for kids and adults and best of all we have guest speakers at our 2nd Wednesday of the month meetings at the main Saratoga, California Fire Station. Our business meeting is at 6:30pm and at 7:30pm we have our program. All are invited, even non-members. These programs have some the biggest names in Bay Area RC gliders, full size sailplanes, NASA, international model soaring competitions and all around aeronautical nerds. Check out our great programs now on You Tube and stay tuned, more programs are added every month.
I was a JEZ operator in VP48 (Crew 4) '66-'68 Iwakuni deployment...we lost a crew 1/15/68 Bureau no.: 152144; all hands lost. We were asked to do an SAR on the way back from a patrol - flight time listed that day 14.7 hrs. The ladder didn't touch the ground when we landed. BTW MAD WILL NOT detect whales! It only reacts to ferrous metals... We were flying P3A's (deltics) only had the basic sonobuoys and we found a few HEN's... Also we were the squadron on station when the USS Pueblo was hijacked...whole other story regarding what ordnance a P3 is capable of carrying...
I was fortunate to be in VP-22 Barbers Point from 67 to 70. Our crew was always Alpha rated and we always got the highly classified flights. My favorite part was tormenting Russian and American subs, they always thought they could escape. We made trips to Midway, Japan, Thailand, Philippines, Guam, Vietnam, Taiwan and Okinawa to name a few. Our crew was usually 8 people and the flights were usually long recon flights looking for Russian assets. We were heavily involved in tracking K129 and another Russian sub that intercepted the Enterprise. I see the modern words are "sensor operator 1", I assume they don't want to say the actual machine name any more. It started out with "need to know" and ended with "I don't want to know" for me after a few events.
as a kid, I used to hand launch my 2M gentle lady glider. I once launched it into a thermal in a field, and spec'ed it out, with a flight over an hour. it was magical. :)
I was a radimam at Naval Communication Station Argentia Newfoundland from November 67 to May 69. Somewhat early days for the P3. They flew P3's regularly out of there into the Atlantic. I had the pleasure of flying ride along a couple times on training flights. They were basically pilot training with minimal equipment and crew. Lots of touch and goes that day at home base, Gander and St. John's. Lots of wet time too and yes indeed.....down on the deck of the very cold North Atlantic on 2 engines definitely gets your attention. This was a wonderful presentation and gave me more insight than what I had into what I always thought was a great aircraft.
I’d like to see some group. Like yours, consider the “ Coanda Effect” … pumping air through leading edge slots, over the upper wing surface. Propellers are not terribly efficient at moving a craft forward,though they are fairly efficient at moving air, and wings work by the air travelling over the upper wing surface. Forward motion would be a side effect of lift. Interestingly, I notice that battery powered leaf blowers, pump air through their nozzles in excess of 100 kph. The “horse power” of such a battery powered leaf blower is about the same as a “human power” if I’m not mistaken. The optimal pedal rotation for a human is about 30 rpm…a leaf blower is something like 20000rpm (again; I believe). So there might have to be some interesting engineering. Fun game to play hypothetically.
I’d like to see some group. Like yours, consider the “ Coanda Effect” … pumping air through leading edge slots, over the upper wing surface. Propellers are not terribly efficient at moving a craft forward,though they are fairly efficient at moving air, and wings work by the air travelling over the upper wing surface. Forward motion would be a side effect of lift. Interestingly, I notice that battery powered leaf blowers, pump air through their nozzles in excess of 100 kph. The “horse power” of such a battery powered leaf blower is about the same as a “human power” if I’m not mistaken. The optimal pedal rotation for a human is about 30 rpm…a leaf blower is something like 20000rpm (again; I believe). So there might have to be some interesting engineering. Fun game to play hypothetically.
Mark Drela has touched many lives, mine included. I have the utmost respect for him as a scientist and a human being. This video was a nice tribute to Mark. Aside from the Apogee, his other designs fit a contested class for Charles River Radio Controllers (CRRC) and later for the ESL, allowing him to test his glider (airfoils) designs in a competitive environment. Again, excellent job, Kyle, and thank you for sharing.
Realistically, to meet the threat of one of many, any MIRV'd strategic missile nuclear subs, America's got everything right in ASW, BUT the numbers, imho to get them all fast and throughly as is basically required at all. To do so, I think realistically we need to triple in size or more. The P-8's outstanding, but we lack the numbers and bases to deploy and service them, ordinance and crew. HOWEVER, there are an enormous number of magnificently suitible Boeing 737 Maxx's just waiting a refit to match the capability of the P-8 models ready to go in a fraction of time and cost to everyone, PLUS the 737 MAXX's were entirely fixed, themselves state-of-the-art, offering Navy and Naval aviators top commercial aviation time as an unmatched, sudden, instant aircrew and personnel bonus enlistment incentive. The 737 airframe and engines combination, versatility, knowability, reliability and opportunities abound. I think We should legally and patriotically, pragmatically and prudently appropriate ALL of the magnificent Boeing 737 Maxx's and refit them for USN P-8-grade ASW squadrons that can and will protect America in the real world like nothing else. Let's do it Now!
Here's an aviation hallmark I learned from the lecture at random - the A-7 was the LAST single pilot, single-engine? naval aircraft (F-35?) in the extensive and diverse navy flight inventory. Long ago I was surprised to learn the historical circumstances of English aircrew development vs American aircrew development; that the Brits were using single pilots in their larger aircraft routinely because of a pilot shortage whereas, Allied tactical strategy that used our strengths, strong from our egalitarian society, had enormous number of quite and especially qualified candidates judged solely on their capability, availability and willingness to do the job ONLY and that circumstantial difference ALONE can arguably be shown to be the Allies' warwinner advantage BECAUSE "two heads ARE better than one" and the workload on human beings in modern air war turned out to be almost incomparably enormous AND, as such, mastery of ALL these tasks, timely and at the same time, seems ideally suited to two pilots (and a flight engineer) at least requiring developing from scratch American military's special "pilot-in command and co-pilot" aviation teamworking procedures/policies and practices altogether that, all together, became the greatest example of human teamwork every achieved because they were refined throughout the entire Cold War to meet realistic combat conditions of a real WW 3 SSBN threat; that is, that all enemy strategic nuclear missal submarines MUST be found and disabled or destroyed worldwide within 30 minutes of any nuclear war's start - or suffer total annihilation from just one remaining, out of many of them, all of 'em, worldwide in a stroke. THAT'S the mission loaded on just these few P-3 aircraft and crew. They mean and aim to do "the impossible" by necessity alone. You betcha! Fly Navy!
Kudos Mr Pease! I was privileged to be the O level maintenance tweet assigned to Mr Pease's Crew 9 for dets. We were both from NOVA and actually had a few acquaintances in common. I did annoy him a bit when my 5 minute estimate to fix a flight director issue halfway to Adak turned into 30 minutes, with AF drama queens bitching about us being slightly off track and threatening interception. Oh, well, I was never the smartest guy aboard any aircraft (that was probably Carmen P) but I was likely the biggest smart ass.
Fascinating how attaching a camera to an rc plane has been the Dream for so long, and now that the technology exists where I can get the view from my plane down to goggles the FAA comes along and makes me a criminal... Beaurocrats.
I was a Sensor 1 operator stationed at Barber's Point HI with VP-4. It was located by Eva Beach, west of Honolulu and Pearl Harbor and NOT east of Honolulu. We stayed in our barracks while on ready alert. Sensor 3 operator was located on the port side and was also the ECM/radar operator.
What if you extend the shorter profile both ways with a straight line, till both the templates are the same length ? Then both ends of the wire would travel the same distance so you wouldn't need this differential setup
Awesome! Just one question. Isn't 15mph (24kmph) really fast for a bunch of regular guys pushing a cart with a lot of mass and drag? Am I missing something?
Very interesting. Oleg’s Taboo series is conspicuously missing from history of models though. With respect to DLG development, the 2012 IHLGF was the debut of Kristof Vershoren’s XXLite, which inspired the trend for lighter, higher aspect ratio dlg’s we mostly fly now.
I appreciate the video and this man taking his time to share his setup and experience, but the peanut gallery comments of "did you tie this off", "did you do that", "why dont you do it that way", "I usually do it such and such a way", was very off putting. Let the man share his knowledge without trying to sow off what you know at the same time as some kind of superiority complex. The look on his face sometimes said it all to me exactly how I felt watching this.
Alot was left out of his story of the P-3 ditching. Had the crew restored oil to the overspeeding prop promptly like the current procedure called for the engine wouldn't have overheated and caught fire. I served with the FE in another squadron and he said the PPC would not push in the handle . When they finally convinced him to do it , it was too late and it started burning. A very bad decision cost a plane and three lives. They ended up giving the PPC a medal. If he had survived he would have been court marshalled.
you DONT communicate with a Buoy using the aircraft VHF/UHF antennas especially on a P-3 B or UPDATE3 I was in Vp-6, VX-1, VXN-8, VP-40 and projects from 1980 until i retired from Wing-10 in Whidbney Island Washington.....
IFT Smartest man on the crew NOT in 18 years of p-3 flying for me its called a CREW for a reason......I flew from Barbers, Moffett, PAX River Whidbey Island as a Flight engineer....i.e Common Sense Coordinator in the cockpit!!!!!!!
I grew up in Los Gatos, and they would fly practically over our house every morning and evening in the 60s and 70s. It became a very comforting sound. ❤
I was an Aviation Electrician AE2 85-88 in VP-9. First deployment was Adak, then split deployment to Misawa, Japan and Cubi Point, PI. Loved Moffett Field. I enjoyed your presentation.
CDR, sir thank you for discussing what we used to do for a living. I was an inflight Ordnanceman in VP-49/16/1/17/30 and retired as the Force Weapons Chief for Commander Patrol Wings Pacific. Responsible for weapons loading training, new systems integration, logistics and Weapons inspections for CWTPI’s for all the P-3 squadrons on the west coast. I would like to correct one thing sir. The P-3c Orion has 48 sonobouy chutes that are exterior on the aircraft. And 36 internal storage bins inside the aircraft. Although the tactical coordinator would sometimes require that we took more bouys inside. I flew as an aircrewman on many tactical missions on this platform. With over 8,000 hours. I appreciate your expertise and you familiarizing many others on our aircraft through this form of communication. Aviation Ordnance Chief Petty Officer (NAC/AW) USN Retired.
Thanks for this video post. I grew up in Sunnyvale and right along the approach path (between Fremont Ave and S. Wolfe Rd.) I would watch these planes passing overhead just about everyday which led me to become an aviation enthusiast and eventually join the Armed Forces.
Very cool! My Dad, USNA ‘59, went on to Pensacola for basic flight, then onto Corpus Christi and Moffett field. Fleet deployment was as a P2 then P3 pilot for VP 4 and then VP 22. Did tours in Alaska as well as Okinawa where I was born. Really enjoyed leaning more about these aircraft and their missions and crews…
Port and Starboard(side mounted rudder) side of the boat, not airplanes. You didn't pull your vessel in so that your precious rudder could be damaged against the dock. So you had a Port side. Left was chosen. I joined the P3C community in '80, LJ. Powerplant specialist, to keep 'em coming home. They fly over from time to time warming my heart with their sweet sighs. You should witness a pair flying overhead about 200 feet in full wing over at full power. It will stay at the top with a weather deck ASROC launch.
AWs were also "winged" - we're then best danged enlisted in the world - in every other Navy they are officers/warrants. IFT is good, but PLEASE, we knew our equipment as well as the IFT. Won't deny the length of the missions
