Rich Pulman

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Rich Pulman last won the day on May 18

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About Rich Pulman

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  1. Yes, hard to believe they could have “forgotten” the gear with all the associated warnings, especially the “too low gear” aural warning. Any word on a tail strike? That wouldn’t be a surprise considering the pitch angle at landing speed.
  2. I sure saw a lot of them in places like LHR, CDG, HKG, SIN, ICN, and PEK. Not uncommon to see five or six from different companies all at the same time in those places.
  3. As Kip points out, there wouldn’t be enough airspeed to get much G load at that point. Technically, you could reach over and pull the handle on the other person’s seat, but that would leave you vulnerable to injury as their seat departed. It would also mean delaying your own ejection, which could be fatal. Some ejection seats (I.E. the T-33) had only one “live” handle, so that might not even be a possibility in some types. In any case, it’s not something that’s taught. Some aircraft have “command” ejection systems whereby activating the ejection sequence on one seat would fire the other seat. The Tutor’s seats need to be fired individually. The T-33 back seat could eject individually, but if the front seat was activated, the back seat always went first, even if its safety pins were still installed. The F-18 had a variety of possibilities that could be selected by the PIC. Anyone getting a “passenger” ride in an ejection seat aircraft would get a thorough briefing by a safety-systems technician, and then another by the pilot during the strap-in procedure. It was emphasized that the pilot would be going up the rails on the third “EJECT”, no matter what. Sitting on an ejection seat is serious business and we took it seriously. We were taught from day one that the decision to eject is made on the ground. There’s usually no time in the air for pondering the options; an ejection had to be more or less instinctive. It was impossible to instil this into one-time passengers on famil rides, but with the amount of time Captain Casey spent in that seat, she would have had much better instincts that your average “passenger”. She would have been well trained and well briefed for such an event. But all that doesn’t mean anything if the ejection is initiated outside the survivable envelope of the seat.
  4. Didn't anyone teach you how to use the mirrors and roads/section lines?
  5. The initial actions for a power loss/engine failure in the Tutor is "Zoom, idle, air start". We were always taught that if this happened on take off and if the engine did not stabilize/re-light before the apex of the zoom manoeuvre, EJECT, EJECT, EJECT. There was no consideration given to landing straight ahead unless there was sufficient runway remaining, and it was specifically emphasized that NO consideration should be given to where the jet would end up after it was jettisoned. That would just eat up time you didn't have. It has been proven time and again that the odds of surviving a low-altitude & nose-low ejection is very slim. Ejection seats are certainly life savers, but they aren't miracle workers. Even a 0/0 seat can't overcome downwards inertia + the acceleration of gravity at low level. As I posted elsewhere, my heart goes out to the Snowbirds and their families. What a shitty thing to happen to a superb group of people trying to do a nice thing for our country.
  6. I saw that also. I wanted to do a tough & go on each of CYYZs runways in rapid sequence, but the winds yesterday weren't favourable for that. Had to settle for what I could get.
  7. Lockdown distractions today... Not too often you’re the only one on tower frequency at CYYZ and get three low approaches on three different runways within three minutes. Fun times.
  8. Here’s my list... 1) Cousin (55)... survived 2) Friend’s mom (82)... died 3) Pilot friend in Qatar (56)... died
  9. Just imagine if you’d got it into second gear!
  10. Not sure about the BUFFs bank-angle limitations, but all of us ex-military types who had the requirement to operate low-level had some serious training before being allowed to fly below 500’. The consequences of not maintaining the required G for a given bank angle was drilled into us. Not maintaining sufficient G resulted in the aircraft accelerating towards terra ferma. It didn’t take much time for the situation to become unrecoverable. In the above video, it looks like the BUFF reached at least 80° bank angle. Hard to believe it could achieve/sustain the nearly 6G required to prevent a descent. And at that altitude, once the nose started coming down, recovery was impossible.
  11. Looks like I picked a good time to retire!
  12. I’m not sure where you bank, but I’ve set up PADs (Pre-Authorized Debits) on all my credit cards online. Many CC issuers these days don’t even have any physical branches. Every CC PAD I’ve set up gave two options for payment; either full amount owing or the minimum payment only.
  13. Everything is negotiable. Benefits are most certainly in lieu of wage increases. (Would you accept a new contract otherwise?) And of course employee “benefits“ benefit employers more since increased wages are 100% payable but increased benefits will never be completely used. And in the case of travel passes, as you have pointed out, cost the company virtually nothing.
  14. Just received the new card today. Less than seven weeks from renewal application. Not too bad!
  15. Gee whiz! In all this moaning and groaning over perceived freebies, it strikes me as odd that people still don’t understand that freebies aren’t free. If airline employees were to forgo the “freebie” benefits accrued over the course of their career in favour of higher wages, there would be enough extra pay saved up to just buy the tickets on the desired flights instead of quarrelling over seniority “rights”, C2s, B1s, A+s, Z9s, AC/DCs, super seniority, super duper seniority, etc. Cash is King; “benefits”, not so much.