Comments on: How not to cook a bird http://www.meaninglis.com/how-not-to-cook-a-bird.htm Personal thoughts of Lis Sun, 29 Aug 2010 12:09:01 -0700 http://wordpress.org/?v=2.8.6 hourly 1 By: Lis http://www.meaninglis.com/how-not-to-cook-a-bird.htm/comment-page-1#comment-13241 Lis Tue, 28 Aug 2007 12:05:46 +0000 http://www.meaninglis.com/how-not-to-cook-a-bird.htm#comment-13241 Thanks for the feedback THO. Interesting read :) Thanks for the feedback THO. Interesting read :)

]]> By: THO http://www.meaninglis.com/how-not-to-cook-a-bird.htm/comment-page-1#comment-13169 THO Sun, 26 Aug 2007 12:56:58 +0000 http://www.meaninglis.com/how-not-to-cook-a-bird.htm#comment-13169 I was surfing the internet looking around for a specific F-16 mishap where the pilot managed to bring the jet back with an engine failure. In the process i stumpled over this video. AND, I'm sory to say, but this is NOT an F-16 and it is not a Tyndall. It is acutally a Hawk Mk. 115 and it is a Moose Jaw. And how do I know, well, I know because I flew the Hawk Mk. 115 out of 15 Wing Moose Jaw, Saskatchewan, Canada during my pilot training, and because I fly the F-16 in the Royal Danish Air Force. I actually flew a couple of trips with the IP and I also know that because of the mishap he no longer flies jets, but now flies the Hercules. He got seriously injured during the ejection. I believe he broke his leg several times. The student got released from hospital the same day. It happened a couple of months after I finished the last part of my training a 4 Wing Cold Lake, Alberta. The "D6NL" you hear on the tape is actually T6NL and is refering to "Engine overstress or Temperature to High". You also hear a "Gear Not Down" which is refering to the landing gear not being down after take off with excessive sink rate below a certain number of feet I can't remember any more. Regarding the handling of this emergency I do agree the pilots were cool. The handling has one major flaw though: The IP is talking about bringing the throttle "around the horn" which is refering to the relight proceedure of the CT-114 Tutor jet, which he instructed on before the Canadian Forces started flying the Hawk for advanced pilot training. One other thing: In the Hawk you can only restart from the front seat, and the student thought the IP was restarting which he obviously was not. There is a number of other things that went wrong and stuff that the Canadian Air Force learned from this mishap. The training program is called NFTC "Nato Flying Training in Canada" and has a lot of different countries attending. The UK, Denmark, Italy, Hungary, Canada, Singapore amongst others plus IP's from the same countries and Sweden, Germany, the US and France. One of the biggest problems is the language barrier. In this mishap it was a british student with a Canadian IP, still, with using the wrong terminoligy and difference in language there was a misunderstading in the cockpit. Anyone wo flies knows that this CAN cause problems. In this incident there was no way thay could have saved the jet. Good job on the pilots to survive and not to hit anything. As a side note, they actually landed not far from a cementary only a kilometer or so from the base. If you would like to know more I suggest you check out this link which is the offcial Canadian crash investigation report: http://www.airforce.forces.gc.ca/DFS/pdf/REPORTS/FSIR/CT155202/CT155202_e.pdf Sorry for the long comment, but I get carried away from time to time :smile: Best regards, and check six THO - Pilot in the Royal Danish Air Force I was surfing the internet looking around for a specific F-16 mishap where the pilot managed to bring the jet back with an engine failure. In the process i stumpled over this video. AND, I’m sory to say, but this is NOT an F-16 and it is not a Tyndall. It is acutally a Hawk Mk. 115 and it is a Moose Jaw. And how do I know, well, I know because I flew the Hawk Mk. 115 out of 15 Wing Moose Jaw, Saskatchewan, Canada during my pilot training, and because I fly the F-16 in the Royal Danish Air Force.

I actually flew a couple of trips with the IP and I also know that because of the mishap he no longer flies jets, but now flies the Hercules. He got seriously injured during the ejection. I believe he broke his leg several times. The student got released from hospital the same day. It happened a couple of months after I finished the last part of my training a 4 Wing Cold Lake, Alberta.

The “D6NL” you hear on the tape is actually T6NL and is refering to “Engine overstress or Temperature to High”. You also hear a “Gear Not Down” which is refering to the landing gear not being down after take off with excessive sink rate below a certain number of feet I can’t remember any more.

Regarding the handling of this emergency I do agree the pilots were cool. The handling has one major flaw though: The IP is talking about bringing the throttle “around the horn” which is refering to the relight proceedure of the CT-114 Tutor jet, which he instructed on before the Canadian Forces started flying the Hawk for advanced pilot training. One other thing: In the Hawk you can only restart from the front seat, and the student thought the IP was restarting which he obviously was not.

There is a number of other things that went wrong and stuff that the Canadian Air Force learned from this mishap. The training program is called NFTC “Nato Flying Training in Canada” and has a lot of different countries attending. The UK, Denmark, Italy, Hungary, Canada, Singapore amongst others plus IP’s from the same countries and Sweden, Germany, the US and France. One of the biggest problems is the language barrier. In this mishap it was a british student with a Canadian IP, still, with using the wrong terminoligy and difference in language there was a misunderstading in the cockpit. Anyone wo flies knows that this CAN cause problems. In this incident there was no way thay could have saved the jet. Good job on the pilots to survive and not to hit anything. As a side note, they actually landed not far from a cementary only a kilometer or so from the base.

If you would like to know more I suggest you check out this link which is the offcial Canadian crash investigation report:
http://www.airforce.forces.gc.ca/DFS/pdf/REPORTS/FSIR/CT155202/CT155202_e.pdf

Sorry for the long comment, but I get carried away from time to time :smile:

Best regards, and check six
THO – Pilot in the Royal Danish Air Force

]]> By: carol meanlinglis giannone http://www.meaninglis.com/how-not-to-cook-a-bird.htm/comment-page-1#comment-4478 carol meanlinglis giannone Thu, 12 Apr 2007 11:47:50 +0000 http://www.meaninglis.com/how-not-to-cook-a-bird.htm#comment-4478 I know a few others that could use Animal Cruelty Counseling. Some in my own family! I know a few others that could use Animal Cruelty Counseling. Some in my own family!

]]> By: sissy http://www.meaninglis.com/how-not-to-cook-a-bird.htm/comment-page-1#comment-4226 sissy Wed, 04 Apr 2007 02:33:11 +0000 http://www.meaninglis.com/how-not-to-cook-a-bird.htm#comment-4226 :lol: I forgot about the pooping on the head moment. :lol:

I forgot about the pooping on the head moment.

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