AKdejaVu offered up this challenge:
"Basically, if you are going to cite experience.. you'd better be prepared to get specific. What aircraft do you have experience in? You brought it up.. now back it up."
As a general rule, I ignore those who feel that the world must bow to their demands. Inasmuch as your three posts come across as thinly disguised demand, I seriously considered responding with "who the hell are
you to demand anything from me?" However, if we strip away your schoolyard posturing, you do have a legitimate question.
Therefore, in the interest of the discussion, I would be happy to elaborate on what aircraft I crewed.
1) US-2B: Essentially an S-2F stripped of all anti-sub electronics and used for training and utility purposes. Weighing in at
about 18,500 lbs, it was powered by two Wright R-1820 engines developing 1,525 hp each for takeoff. My position: Flying Crew Chief. Usually sits right seat unless non-crew passengers are aboard, operates radios and basic navigation. Frequently allowed to share flying duties. Best opportunity to learn multi-engine skills. Most Crew Chiefs are trained to land the aircraft in an emergency. Total time 149.3 hours.
2) C-1A: A development of the S-2 for the COD mission (Carrier Onboard Delivery). It is powered by the same engines as the US-2B, but can weight over 25,000 lbs fully loaded.
C-1A requires two pilots if passengers are aboard. If not, one pilot and Crew Chief are adequate. Same advantages and training as above. 330 traps logged in C-1A. This aircraft accelerates faster from a dead stop than the P-38L. Its roll rate is greater than the P-61, and can maneuver with an AD-1.
Being much cleaner than the S-2F, an empty C-1A can reach 282 mph at sea level. Nonetheless, with its huge, high-lift wing, and fixed slots, it was never going to be a fast aircraft. However, its low speed handling was not unlike the P-38, with the C-1A actually having much better roll response due to full span, pop-up spoilers linked to the ailerons. The S-2 was designed to execute extremely tight turns at low speeds and low altitudes. In this capacity, it is remarkably maneuverable. As I stated, the C-1A/US-2B has a power loading very close to the P-38J. Unlike the P-38, both engines turn in the same direction, so the P factor is present. That is why the aircraft has a vertical stabilizer and rudder the size of a barn door, with rudder boost should be be required. This controls torque quite nicely. These are very popular with the warbird crowd, because they are relatively inexpensive and a hoot to fly. Total time: 1,329.5 hours
HU-16D: We operated the Navy's last two amphibians. Crew Chief sometimes allowed to sit right seat and fly. However, the Albatross required two qualified pilots, and seat time was limited to cruise only. I crewed the last flight of the last amphibian in Naval service. Total time: 116.0 hours.
C-118B: Qualified as Flight Engineer, also qualified as Loadmaster. FE is third man in cockpit with specific duties and responsibilities. Total time: 457.8 hours.
C-131F: Qualified as Flight Engineer and Loadmaster. Total time: 321.6 hours.
TA-4J: Twin seat, advanced trainer and Light Attack. I logged just over 20 hours in the back seat. Of that time, perhaps 4-5 hours was spent actually flying the aircraft. I would trade flight time for excess crew seats on stateside bound flights. It took 18 months to get those 20 hours. I was also fortunate to get two hops in the RIO seat of the F-4J Phantom. Being ejection seat qualified made that possible. However, all you do in the F-4J is enjoy the ride. The carrier approach is a charge, because you can't see diddly from the rear seat while in nose-high short approach attitude. Logged two
traps in Phantom. Total TA-4J time: 20.1 hours.
Total yellow sheet time: 2,374.2 hours.
So, there it is. I hope this made your day.
My regards,
Widewing
