INSTRUMENT FLIGHT IN THE T-38A TALON TRAINING AIRCRAFT U.S. AIR FORCE FILM 84344
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- เผยแพร่เมื่อ 10 ธ.ค. 2018
- US Air Force the T38A Talon is a color training film made for the United States Air Force, #TF 1-5394 was produced in 1962. The purpose of this film is to teach pilots to use instrumentation when flying. The film opens with a U. S. Air Force Northrop T-38 Talon flying through the air (0:34-0:52). Instrument flying using the T-38 flight director system (0:53-0:59). Showing the instrument panel of the T-37 compared to improved panel of T-38 (1:22-1:44). Attitude indicator, or AI, also known as gyro horizon, or attitude director indicator (ADI) and the horizontal situation indicator (HSI) which are found in the aircraft instrument panel (1:45-1:58). Close-up of the ADI (2:41-3:11). The ADI is adjustable and rolls (3:14-3:59). The turn and slip indicator (4:00-4:12). The bank steering bar (4:13-4:52). The glide slope indicator (4:53-4:56). Mechanisms of the Attitude Indicator (5:02-5:24). Horizontal Situation indicator components (5:28-7:15). The T-38 Talon ready for take-off (7:30-9:31). Check your Bank Steering bar to see that it is centered (9:33-9:42). The T-38 Talon taking off (9:54-10:59). Maintain an eight degree pitch attitude on instrument (11:00-11:20). Set course in course window (11:21-11:50). Shows how the two instruments work together (12:06-13:49). HSI Indicator in the cone of confusion where the HSI signal is unreliable (13:59-14:34). Set a new course and fly new heading until outbound course is intercepted (14:47-16:16). Maintain course until there is a need for correction (16:33-16:59). The T-38 Talon in flight (17:17-17:22). The aircraft in a holding pattern (17:56-18:55). Landing a craft using instrumentation (18:56-21:41). Select ILS mode and ILS pitch steering bar appears (21:51-21:57). Extend landing gear (21:58-22:17). Keep pitch and bank steering bars centered (22:44-23:00). Course deviation indicator tells if you deviate from center (23:01-23:18) and it also shows in the bank steering bar (23:19-24:15). Marker beacon light (24:33-24:37). Navigation mode selector switch and steering mode switch (25:50-25:59). Instrument panel (27:00-27:35). The T-38 Talon Jet landing using instruments (27:49-29:16).
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This film is part of the Periscope Film LLC archive, one of the largest historic military, transportation, and aviation stock footage collections in the USA. Entirely film backed, this material is available for licensing in 24p HD and 2k. For more information visit www.PeriscopeFilm.com
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Maaaannnnn, does that bring back memories--even the hours upon hours of old training films. Seemed like we'd never fly.
Attended UPT @ William's AFB, AZ, Class 78-01. Squadron Commander asked me if I wanted to come back as a T-38 Instructor. I said, "NO WAY!" I wanted to go fly in the "Real Air Force"! (Wrong answer!) Welllllll...my first "Real Air Force" Assignment was an EC-135 to SAC @ Offutt AFB, Nebraskie (Bummer!)
But, wait, there is a God! Turns out Offutt had 4-5 T-38s for SAC Copilots to fly till they upgraded to Aircraft Commanders in their SAC weapon system 2-3 years later. The overall purpose was to accelerate the copilot's flying, decision making, and airmanship skills by putting them in command of these fast and highly manuverable jets. The deal was we could fly the T-38 whenever we wanted, wherever we wanted, however we wanted (Formation, Acrobatics, Pattern Work, or Cross Country). Only requirements were: Fly according to existing rules & regulations and, if going Cross Country, average two sorties in the jet a day PLUS go anywhere we wanted!!! Not only that, but most copilots didn't want to fly it! Well throw me into that Briar Patch! What a slice of Heaven! Soooooooo, for the next 2 years a couple other pilots & Moi flew the heck out of those jets. Loved every second of those 400+ hours.
Thanks for the Talon Video & keep em coming!
For those who took time to read this, my most humble apologies for its length. Thank you for letting me share my cherished memories blessed by flying the awesome "White Rocket"--T-38 Talon!
And Remember: "God does not subtract from Man's life, the time spent Flying!" (Or else I owe him 9000+ hours!) Heheh
Cheers,
Lt Col Jet
I was at Wiilie in 1973 with the 425 TFTS. I worked fire control radar on the F-5E Tiger 2. 2 questions:
1. How many hours did you log in the EC-135?
2. Did you EVER go back to ATC as an IP?
Retired MSgt.
USAF 4 December 1966 to 31 March 1992
@@michaelbetzer1966 Greetings Michael. I remember looking enviously at those F-5s. I mean what could better than a T-38 with bigger engines and guns? Right? I was there when the US haulted the transfer of a passel of F5s to Iran. They just sat on the Willy ramp with Iranian markings baking in the sun. Don't know what became of them.
Hmmmm, I think I ended up with somewhere around 2500 hrs of EC135C time. Flying career ended up with over 9000 hours in 21 different EC/RC/KC/TC/NKC/C/WC/etc.-135 Models in 28 years Most were in the RC-135S/T/U/V/W Recon Jets.
Funny you ask about returning to Willy as an IP. After 8 months at Offutt, out of the blue, I was offered a T-38 IP slot at Willy. Now, when I was a student at Willy, I was living with a Playboy Bunny in Tempe, Arizona & studying a 3/4 inch T-38 Tech Order & flying 1.3 hour sorties. The EC & KC-135 TOs were 6" inches thick each! And the missions averaged 8.5 hours! And there were NO Playboy Bunnies in Omaha. Well, I jumped at it & went knocking on my Commander's door saying I'm their guy! My Commander sat me down & patiently explained to me that I could go to Willy on a 4 year tour. BUT since now I was a SAC "Asset", after those 4 years at Willy, I would be reassigned to SAC. AND the SAC instructors teaching me how to fly the SAC planes would be the very same copilot peers I was currently flying with. In short, for the rest of my career, I would be competing with SAC peers who'd have 4 more SAC years under their belt than little ole me. Soooooooo my Willy, T-38 flyin, high G pulling, Playboy Bunny Co-habitating, easy hour flyin, Salt River tubing, Tempe Arizona living, dream went POOOOFFFFTTTT!
But I can't complain one bit. I had an absolutely awesome 28 year SAC/Air Combat Command career that I wouldn't trade for the world! That Commander's advice was priceless. Funny how that works, huh?
Thank You for serving!
Cheers,
Lt Col Jet
Copy all, Colonel! Thanks for the quick response. " Air Force---a Great Way of Life!"
@@michaelbetzer1966 Amen!
I have a doubt, is this T-38 Talon plane really the first version of the F5, that is the F-5A?
120 hours in the White Rocket in UPT at Laughlin AFB Class 69-05 (Grad. Feb.'69) - Nice to know it's still flying 50 years later ---- "Andy"
Do you. Remember. Honcho´s pattern ? Class. 7701. Flight E. Regards from Chile
Hard to believe this amazing bird existed some 60 years ago, it was old even I was a kid, I'm well over 40 and it still is flying with her grace.
the T 38 is a perfect example for the saying " If it ain't broken don't fix it "
Funny in that these videos started showing up randomly on my youtube feed and I used to be an IP in this jet in the 90's. Nice flashback. Loved that jet.
Ben L Loved it too...Class 80-05 Williams AFB. Blessed to have around 700 hours in her.
Ditto - 73-09, then IP 74-78 (IP then 22 mos Stan Eval/RSUSTO)
The Talon is such a beautiful and elegant jet.
Class 85-07, Laughlin. Did all this. Then the F-15 (yay!) Then, the AT-38B. So I did both sides, student and instructor. Now, after 30 years of airline glass cockpits and GPS, this seems like a different, and very difficult, world. But we all did it. Who remembers the Roswell "Widowmaker"?
Thanks for the reminder; I hadn't thought of the Windowmaker in a long long time. It took skills to fly instruments back then.
I was a cop at Laughlin 92-96. Prob peed on your tires. What's the difference between a cactus and a pilot?
@@OG_Wakanobi What is it?
I remember the Widowmaker. I flew it in '38s during UPT at Laughlin (88-05), then about a year later as a copilot in B-52s.
I was in Laughin AFB in 1976. Fliying T 37. Class 7701. E Flight. Regards from Chile.
Wow! I had forgotten how far back the T-38 goes. I spent most of my career working C-130E's and looks like we had a similar Flight Director system. I worked with and tested those ADI's and HSI's extensively. Very cool to see these instruments at their beginning.
Boy, the San Antonio area sure doesn't look like that anymore. I wish it still did!
Hello. I attended UPT in REESE AFB class 82-07 as a participant from the Italian Air Force. After initial UPT training I also attended the Lead In Fighter Training program in Holloman AFB. Great time an many tanks to all my instructors of the time for their effort and professional attitude.
Frank, did you go to -104's? Had a squadron (RF-4C) exchange with pilots from Gioia del Colle. Also landed at Villafranca once.
@@jcheck6 No, I was initially assigned to F104 transition but then it was changed in G222 (the initial model of the actual C27 tactical transport) and after assigned to NATO AWACS and Tanker. Regards
My Dad trained in the Tweet at Randolph or James Connolly (I forget) in 63-64....
I trained in her at Mather in 85. Like the BUFF, it's a family tradition!!
3000 hours in the T-38. 77-84-Columbus then Randolph. Used all these words with 100’s of new pilots, What a great time
1500 hours in this beauty. Webb class 66 C, then IP and Stan Eval. 23 years old.
I was a crew chief at William's AFB; I worked on both the 37 and the 38 for years, they where great planes. but the tweet took over 1/3 of my high frequency hearing.
Great video from the good old days. My least favorite HSI function was doing a "point to point"! (Remember those?) Estimate a heading to the target Radial/DME and keep your fingers crossed! On my final instrument check the controller told me to proceed to X DME on X radial inbound...thanks dude, just what I needed on a check ride. The gods were with me and I nailed it! The flight examiner was so impressed he had to pass me! The rest is history! Vance AFB, class 72-02.
So direct to a radial-and-distance waypoint without first establishing on the radial?
Yes, there's a geometric way to do it and they train you how. One reason to do it is because the cone of confusion around a TACAN is much greater than around a VOR. Strong winds make it very difficult to do well.
@@rosecolored2024 Sounds like one hell of a mid-air trig problem. I'd love to see the training materials for that one.
grew up with those birds breaking the sound barrier over our house at Webb AFB & Loredo. trained in the tweet at Mather - wish they'd let us UNT'ers get the T-38 backseat training.
I was a crew chief on the 38 at Randolph from 1980 to 1986 best jet in the airforce
Beautiful sleek bird!
That was awesome. Love old videos like this. Love aviation. Cool that this jet existed all the way back then.
Glad you enjoyed it
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At Reese in 1992, I recall the bag being a lightweight white rip-stop nylon; kinda dirty and beat up from frequent use. Seems like we had to source the bag, maybe from the Life Support area, and take it with us to the jet and install it ourselves. I do recall the velcro used to seal the forward edge was well-worn and it took time to get the bag sealed well. At first, you think it would be good to have a little cheat area, but I think it was better, in the end, to have it fully sealed to minimize outside distraction. In addition to the Vertical S maneuvers, don't forget the confidence maneuvers; aileron roll, barrel roll, etc done in the sim and under the bag. UPT was sumthin else.
when I got out of tech school in 69 I was sent to Laredo AFB where I was a crew chief on T-38s. I remember having to install those hoods in the back cock pit where the student pilot had to fly using instrument only. after basic trng in texas. and tech school in texas, then being assigned to a base in texas. I was looking for a way out of texas. so a friend and me volunteered to go to Vietnam just to get out of texas. out of the frying pan, into the fire.
thanks for your time served. how hard was it to put those hoods on? looks like a B
Dad was squadron Cmdr at Larado 69-71 T38s
@@3RomeoFoxtrot i got there about may or june of 69. i remember going to wing briefings in the base theatre where the base commander(your father) would update us on base activities.
@@harpoon_bakery162 only took a few minutes to install hoods.
he retired after that and flew corporate jets. he's still going strong in FT.W.; he will always be a fighter pilot at heart, "flying jets, drinking gin, & chasing women !!"
I just HAD to watch this. I was assigned to Williams AFB and Randolph AFB back in the late 60's and worked on their instrument systems, both the tweety bird and the Talon along with the occasional F-5. They were very dependable systems and fairly easy to maintain, compared to the F105s and F4s I had just come from. In all those years working on those instruments, I never got to see them "in action".... Sure, I could (and did) test 'em with the test equipment we had, but it just wasn't (isn't) the same. Loved the look of the T-38 and F-5... sleek.... looks to be at Mach 3 just sittin' there (well, not the T-37... sheesh, what an obnoxiously noisy bird that was!, ugly, too!)
Sheppard class 90-06, graduated to…. A C130 class in Little Rock Arkansas! Depressed, joined my Italian Air Force unit in November 90. Little did I know that I was going to spend the next 12 years flying in and out of every crisis are of the world, including 2 and a half amazing years as an exchange pilot with the 41st Airlift Sqdn. At Pope AFB!
Nice Greg that you got a chance to revisit the US for free even. Met a few Italian -104 guys while stationed in Germany. Great people!
Amazing plane. ..seen one flying by the Filipino Air Force at Clark Air Force Base... unfortunately I believe they don't have anymore of them flying, I'm sure the u.s. Air Force would love to have about 20 new ones.
やっぱり、
サンダーバーズといえば
T-38Aタロンですね、私にとっては。
Awesome plane👍
I am a newly rated private pilot and this video was very easy to understand. This is awesome 👌
Im too young for private pilot, i use simulators in my pc and it was also easy to understand, ive never seen such nice documentary now days
Time, turn, throttles, twist, track, talk! The 6 “T’s” to instrument flying!
The F5 was and is my favorite jet. What a sweet bird.
A hugely underrated aircraft except to those who fly and maintain them.
これは離陸だけでも大変だ。
アナログ計器のゼロ調整とか、
発動機調整を含めて、
やる事が多くて気が遠くなる。
1984-1987. Holloman AFB.. sky blue camo..serviced thousands during my enlistment.
Columbus Class 72-08 here. Pulling that hood forward put me in a space like a coffin. I hated it as much as my first viewing of The Wizard of Oz. Regardless, I made it through UPT and went on to fly many weather instrument approaches in aircraft with unobstructed windows. That damned hood...that damned hood.
I did UPT in Columbus, MS, class 8505. This video brings back memories. I loved the T-38. HATED the T-37.
I7m with you on that.
Craig AFB Class 69-03. Same here, loved flying T-38, T-37 was a mean one to fly, imo.
I flew the A-37 for 3.5 yrs....you would have loved that.
Beautiful plane.
Fun jet to fly.
I used to fly the Boeing 737-200 with the same HSI...
I use to see the T38 land and take off from Fort Sill I guess as a fuel stop for T38 training.
Whoa, whoa, whoa! 5000 fpm descent @ 270 knots ON INSTRUMENTS?! ARE YOU KIDDING ME, LOL? 19:53. Look at that freaking altimeter unwind! That would scare the sh*t out of me!
Naval aviators do that plenty when making instrument approaches to carriers. This was also during the era when turbojets were more commonly used than turbofans in military aircraft, and they were considerably more fuel-hungry at low altitudes and speeds, so as much time was spent as high and fast as possible.
"Mental calculations and physical reactions" 😎
O sonho impossivel para uns é a realidade para outros. Essa vida é um mistério. Espero um dia por justiça.
If the instrument panel was recorded in actual flying, then I'm amazed how the pilot managed to maintain altitude... no movement of the vario needle at all... :D
That’s because they brought in a Naval Aviator.
@@Johnoftheshire - Yeah, you go Maverick! Get some volleyball FTW. ;-)
You aren't the only one who noticed that VVI. This from a former Instrument Repairman, 42250 at the time. USAF Ret E7
Likely, it was either shot from the empty back seat during a flight, or in a Link trainer on the ground.
OMG, I have not heard of "cone of confusion" for decades.
Best short range fighter to never be used by the USAF except as a ...trainerrr
I had NO idea the T38 was that old!
With absolutely no plans for retirement.
@@socaljarhead7670 what a bad ass piece of machinery!
このフィルム昭和５４年頃、某基地の映写場で見たヨ。
飛行操縦のことが面白可笑しく説明されていたな。
I got it......can I drive ?? Somehow I got into the wrong line of work.
This was made 4 years before Eliott See and Charlie Bassett's crash. Wonder if they watched it
Good question.
Possible, but See was already a qualified naval aviator before the video was published. In any case, the crash occurred while he was performing a visual circle-to-land procedure after an approach attempt; he had apparently drifted too far left and descended too quickly, not helped by the T-38 having a high landing speed (small wings and all that). But he did have visual contact with the ground before things got bad.
Funny that they spoke of the Heading Indicator but not once did they use it.
The "heading indicator" they mentioned was in another aircraft type and this Horizontal Situation Indicator replaced it and several other specialized indicators in the cockpit. Thus, it relieved the pilot of having to eyeball multiple instruments for what the HSI presented him/her in one location. Saved time and decreased errors reading them.
There we go. Opening up the film with the Tweety Bird -- the T-37 -- also known as the 5,000 pound dog whistle.
That bird had the most horrrible and loud presence on the flight line. And I ought to know, having worked on 'em at Williams AFB and Randolph AFB in the late 60's! Never heard that moniker mentioned, though.
What purpose does the large time stamp that covers the bottom of the videos you post serve??
Periscope licenses out this stock footage for documentaries and other commercial uses. The "burned-in" timecode makes it difficult for anyone to use the footage without paying for a license.
The Air Force really had great music, eh?
Memories. 81-05 at Reese.
81-05 at Vance!
I wonder where this was filmed at? My hometown had an Air Force training base. Reese AF Base.
It was filmed at Randolph AFB
@@peterhjelmstad7959 the reason I ask was Reese was a fighter train base with T-38s. I saw many Air Force air shows at Reese. They also had the best golf course until It closed. The city took over after that.
@@user-nx8pe6pc3h I’ve been to Reese AFB and remember the golf course as well. It was a beautiful base. Such a shame it closed. I read that six months after it’s closure, politicians involved with the process regretted the decision to have it closed. Regarding this video, I was thinking it was filmed at Reese as well. But I heard the controllers mention Randolph and San Antonio. Also you can see the Taj Mahal tower in the background at one point of the video. I wish I could find videos of Reese AFB.
This is difficult just for takeoff.
Zero adjustment of analog instruments,
Including engine adjustment
There are many things to do and it makes me feel overwhelmed.
"One peek is worth a thousand crosschecks."
Anyone could tell me the route they flew in this video? from where, to where? any info will be appreciated. Thanks!
Appears to be a looping flight based out of Randolph AFB. The facility names and jet route designations will have changed over the decades, but assuming it's a TACAN-to-TACAN flight, and the bearing info is accurate, it goes: Randolph --> Centex TACAN (CWK) near Austin --> Millsap TACAN (MQP) near Mineral Wells --> as per unknown flight plan, but incorporating Scholes TACAN (VUH) at Galveston --> Randolph. With TACAN having reception ranges of about 130NM or more, and the T-38 having a maximum range of just under 1,000 nautical miles, this appears to make sense.
are the F-15 training films still classified??
Probably because the F-15 is still operational and they are still making them today, the T-38s are still in service but they no longer make them and they are being retired slowly by the new T-7A.
1:37 I’m glad the T-37 didn’t “brake check” the T-38.
That would have been a big 10-oops!
Got to wonder what these pilots, back 60 years ago, would think if you sat them in a GA cockpit with a Garmin G1000NXi. LOL
How about those of us that go back 48 years? I currently fly with a Dynon EFIS in my RV-8.
Yes, I eat Crayons. Marine ground option here, but I've had a lust for military aviation since I was a rugrat growing up at MCAS Beaufort where my dad was a wings of gold "Naval Aviator" (don't call them "pilots") Marine Air jet jockey. Phantoms & Hornets mostly. Interrogative: Why was the T-37 so loud for a tiny jet? It earned its nickname for the way it sounded "The Tweet," but that sounds nothing like a tweety to me, anyway. Yut!
I’m not certain but I think it was the tiny engines made their noise at a higher frequency than other jets.
Ah, when we were great.
I have a doubt, is this T-38 Talon plane really the first version of the F5, that is the F-5A?
They are similar but different. Both spawned from the Northrup N-156 prototype.
I have wondered how these gages worked. Don't take this the wrong way but they seem intuitive. My question is how does it control for Elevation changes of the ground. I'm talking about sea-level elevation . If you take off in Jacksonville Florida and fly to Atlanta the ground isn't at the same place. It's a goog 4 to 5 foot higher. I've never been in a cockpit obviously. But hopefully my question makes sense.
There’s an adjustment which lets you set the elevation of departing and arriving airport and change the barometer setting I think it’s called. When you contact the landing airport they give you the mercury/barometer level at the landing airport in event you didn’t have it I guess. I’m not an expert this is just what I remember from my limited flight sim experience maybe someone will have better answer.
@@alexburke1899 that's basically what I've found. I've spent hours looking into this. I also found a chart that has the elevation of most airports in 1998 when this was printed. And it appears the surface temp also affects it bit I haven't figured that out yet.
Thanks for the response. It let's me know I'm understanding all this. I have a new found respect for what it takes to fly a plane.
@@jamesmcd71 yeah I think the humidity and thickness of the air matters. Like a cold morning at a high elevation would be much different flying conditions at the same location with hotter afternoon air. Both are thin on oxygen but I think the moisture content of the air and other factors might go into it besides just elevation. It could just be elevation and the pilots have to account for humidity etc I’m not sure tbh I just think the flight conditions in the hotter afternoon would generally be more dangerous and have less lift.
Being a former "instrument troop" and having worked on many of these aircraft having the same altimeter, one of the first things a pilot does is call the tower and "get the altimeter setting". At that point, the altimeter will indicate his/her field elevation. Once the pilot gets to cruising altitude, so that all aircraft are flying at their assigned altitude(s), the altimeter is set to 29.92 (inches of mercury)like every other altimeter in the air. That "calibrates" every aircraft's altimeter to read the same altitude in the that airspace. When the pilot approaches his destination airfield, the tower gives him/her (what a pain!) the altimeter setting for that field so it reads correctly for that airfield. Cheers!
The same old time today " six pack" is the same instrument
I was able to understand everything up until they started talking TACAN holding patterns....and from there I got lost lol. You need a hell of a lot of brainpower to pull these things off!
It *is* a pain in the rear, but that's why on the high-altitude instrument approach charts (HI-ILS, HI-TACAN) there's a diagram to show the three zones for starting holding patterns, to make the decision-making a bit easier. Also, civilian holding procedures usually use timed legs (1 minute straight legs, 1 minute 180° turns), but military holds usually use DME instead, so you don't have to watch the clock so much.
Willy, 85.
Beautiful aircraft... wish they built new ones rather than it's ugly replacement
เมืองหลวง
Didn't we lose a few astronauts in the T-38?
Yes, Astronauts See and Bassett were flying a T-38 up to St Louis to take a look at their Gemini spacecraft that was being built at the McDonnell factory. They attempted to land in some pretty bad weather, over shot and crashed into one of the assembly buildings. Long story short it was blamed on pilot error and the two astronauts that were supposed to fly Gemini 9 died about 500 feet from where their capsule was in final assembly. I don’t believe any ground employees were killed miraculously.
Who else is here because you've been so used to the digital world and you went and got one of the older jets in DCS and realized you no longer "Speak analog" I'm sure there are more younger people that are here because confronted with the stuff thought anawhaaat??
Just doing an engine run and op check on an A7 was difficult for me.
Seriously, every pilot out there flying in combat has concerns of who is manufacturing the hardware. Digital monopoly, roll your dice ,and flame on!
Canada chose to manufacture the F5 freedom fighter instead of buying F4 phantom worst choice EVER!!!
What a joke that technology was back in the day. "Cone of confusion"?
It’s a natural occurrence with all radio navigation equipment (like TACAN or VOR) and thus exists even to this day. Old vs new tech has nothing to do with it.
You have to understand how radio navigation worked. Today's GPS doesn't have this problem, but with a VOR or a TACAN, there was a cone directly over the radio station, and when you flew into that cone you couldn't receive accurate navigation data since you weren't actually on a relative bearing to the transmitter, but directly, or almost directly, over it. The higher the altitude you were, the larger the area the 'cone of confusion' was. Down low, in a civilian trainer or small general aviation piston airplane, the area was smaller, since you were closer to the station, and the shorter the time spent.
But, if you had a new course planned out from the radio station, as soon as the needles started to get squirrelly, you'd put in the next station and fly to that. In GA aircraft, you might have had two VOR receivers, so you'd have the second radio already tuned to the next VOR and would start your course to the new station.
When the HSI went to a digital format, you could even have two bearing pointers displayed, one for each station.
Of course, as tech moves forward, looking back on it is like 'WOW, how did we ever live with that?' Imagine trying today to fly a Range Station approach. If you don't know what that is, do the research.
USAF CRAIG AIR FORCE 1965 1969 SELMA AL
Lol altimeter says 0 feet.
The 10, 000 foot pointer is on the "2", indicating level at 20,000 feet (FL200).
Captain Gyro -😁👍
The violent development corroboratively record because iron classically pause under a far woolen. heartbreaking, marvelous alloy
this plane has killed a lot of pilots
While there have been training accidents, the overall, total fatality rate for the T-38 is about one half of the fatality rate of General Aviation in 2020, or 0.58 fatalities per 100,000 hours flown, versus 1.049 per 100,000 hours flown for GA.
The evanescent confirmation immunophenotypically follow because pear disappointingly dry during a enchanting edger. absorbing, phobic haircut
120 hours in the White Rocket in UPT at Laughlin AFB Class 69-05 (Grad. Feb.'69) - Nice to know it's still flying 50 years later ---- "Andy"
Class 68F Randolph AFB. First of the Finest , Randolph was back in business training UPT students after WW2 starting with class 68F.
120 hours in the Talon.
LJ
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My dad attended UPT at Randolph in 1968 as well!