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#Post#: 387--------------------------------------------------
Interesting, Hair Raising, Humorous or Otherwise Unusual
Experiences
DIR By: AGelbert
Date: June 25, 2022, 3:51 pm
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[center]WHAT Caused the Crash of Eastern Airlines Flight 401? -
The Everglades Disaster[/center]
[center]
HTML https://youtu.be/PhO-87wwLJs[/center]
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On the 29th of December 1972 a Lockheed 1011 Tristar from
Eastern Airlines crashed into the Everglades swamplands outside
Miami. In this video we will look into the many different
reasons that caused this crash and what we, the airline
industry, have learned from it in order to make flying safer for
everyone.
If you want to support the work I do on the channel, join my
Patreon crew and get awesome perks and help me move the channel
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AGelbert COMMENT:
Thank you for this excellent video of the Eastern 401 L1011
accident. I was an air traffic controller for the FAA at the
time, though not at Miami TRACON (acronym for Tower Radar
Approach Control facility). My sister was a stewardess for
Eastern Airlnes (by luck not assigned to work EA401 but worked
the New York to Miami flights often).
This accident definitely got my attention, so I wish to add some
important information for you and all viewers here.
🦉 The air traffc controller at Miami could have
prevented this accident, had he used the proper ATC phraseolgy.
However, because of what I will now explain, he was not required
to warn EA401 of its unauthorized departure from assigned
altitude or EA401's dangerously low altitude.
When an air traffic controller is unsure of an aircraft's
altitude for one of these two reasons:
1. Aircraft is in a climb or descent to an assigned altitude and
ATC needs to know the exact altitude because of nearby traffic,
2. Altitude read-out (digitized data block showing call sign,
speed and altitude) on the Narrow Band radar screen is different
from the ATC assigned altitude,
the approved phraseology according to the FAA ATC phraseolgy
handbook was (and still is),
1. For climbing or descending aircraft, "Aircraft Call sign, SAY
ALTITUDE" (e.g. 📢 "EA401 SAY ALTITUDE"),
2. For aircraft not at ATC assigned altitude, ""Aircraft Call
sign, VERIFY AT altitude" (e.g. 📢 "EA401 VERIFY AT
2000").
The controller at Miami was not reprimanded for using incorrect
"EA401How's it going out there" phraseology because Miami
TRACON's Narrow Band radar was not yet offically certified. For
this reason, the air traffic controller was not required to
respond to information on an aircraft data block. At that time,
Narrow Band was the computerized radar new thing. Altitude
read-out at Miami was, as you said, not considered reliable yet,
though in EA401's case, it showed the correct altitude all the
way down. To certify Narrow Band radar, the FAA has an aircraft
fly all over the area at different altitudes and speeds to
confirm the system is reliable. They also, as you know, fly all
the approaches to certify category levels of ILS, along with VOR
accuracy (I've been retired for a long time but I guess they
check GPS position and terrain elevation accuracy now as well).
Most facilities at the time had Broad Band radar (don't confuse
that with internet broadband, which means more bandwidth. Broad
Band radar is raw radar with just two parallel lines showing
aircraft position, if he has a transponder. Aircraft without
transponders (non-commercial aircraft didn't have to have one in
those days, though all airliners did, and still do, have them)
just show as a blip. We would track aircraft with small pieces
of rectangular clear plastic (with one pointy end to identify
flight direction) over a horizontal radar screen. We called the
small pieces of plastic, "shrimp boats". Narrow band radar was a
dream come true for air traffic controllers. It lowered our
workload immensely 🌞.
A few years after that we got conflict alert (CA) and minumum
safe altitide warning (MSAW ) software for the narrow band radar
computer. The data block blinks for aircraft in danger of
hitting terrain or some obstacle (plus MSAW warning on the data
block). In the case of aircraft on a collison course, the data
blocks blink for both aircraft (plus CA warning on the data
block).
All the stops were pulled out after this accident to install
Narrow Band (that rotating radar antenna you see at airports
with a BIG HORIZONAL BAR on it) radar and the computer, software
and upright digitized radar screens to certify narrow band radar
with mode C altitude read-out and all US TRACONs. The ARTCC
(enroute air traffic control center) facilities were all still
Broad Band (cave man 😓) technology. They got digitized a
few years later.
As to CRM (crew resourse management) procedures, we had the same
CRM problem in ATC. I can compare the two jobs because I had
been a flight instructor and commercial pilot prior to getting
hired by the FAA. I had flown (with a co-pilot during IFR filed
flights only) Piper Navajoes and BN2 Islanders with an air taxi.
I loved flying but, back in the 1970's, you could shake a tree
and 30 pilots would fall out, so getting a decent paying job
with an airline was even harder than it is today. The CRM
problem in ATC was the briefing when you are relieved from a
position for a break (two hours maximum time on position) or for
a chow break or if you need to go to the bathroom.
Because we were not required to state certain bits of
information to the controller relieving us, people in aircraft
got killed. As the accidents (and incidents, many of them not
deadly which we call System Errors - loss of required
separation) mounted, the required briefing items increased to
ensure aircraft safety. Also, the minimum time the controller
relieving you spends watching your radar screen increased. When
a controller relieving says, "I've got the Picture" that is no
longer enough for you to unplug; You MUST complete all briefing
items AND remain a certain amount of time (in minutes) after the
new controller begins working the air traffic to ensure he/she
DOES have the "picture".
CRM is, of course, different with ATC. However, I bring it to
your attention because poor CRM works opposite in ATC from
pilots' CRM in an airliner. In an airliner, chummy and familiar
pilot pals will not feel inhibited to warn the other pilot that
he/she is doing something wrong. I admit that friends in the
cockpit can also cause one of the crew to incorrectly ASS-U-ME
the other pilot is doing the right thing, but that is, I
believe, rare because uninhibited communication exists, even in
the sterile periods.
In ATC, if the relieving controller is your pal, that is
unfortunately when vital info is often inadvertently not passed
on, resulting in a System Error (loss of aircraft separation or
worse). On the other hand, when there is enmity or a direspectul
attitude in either one of the controllers in a relief briefing
situation, every "i" is dotted and every "T" is crossed out of
spite, not professionalism or proper CRM.
All that said, it is not a good thing for co-workers in any
discipline to be at odds with each other. Automation helps, but
doing onto others as we would have them do unto us is the best
CRM policy now and as long as we are human. Matthew 7:12 is not
optional if we want a harmonious work environment and society.
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-090422150144.png
AGelbert COMMENT:
Thank you, Mentour Pilot 👍, for this methodically
accurate presentation/video of the Eastern 401 L1011 accident.
Five years before that, my brother was co-pilot on a DC-9-31
runway excursion/crash (Caribair San Juan to St. Thomas short
hop) that ran off the runway at St. Thomas (August 12, 1967) due
to hydroplaning (too much water on the runway).
He told me that normally reverse thrust is terminated after the
speed is below a certain amount (80 kts.) to prevent engine
damage. The Captain was landing. At 80 kts he said, "NO BRAKES".
They burned out both engines by keeping reverse thrust maxed out
until they stopped.
That probably saved the lives of everyone on board. One person
died because the aircraft nose wheel ran over a car traveling on
the road the aircraft crossed after the runway end. The nose of
the DC-9 ended up inside a service shack of a gas station after
the road crossing. It was all dark (it was daytime) so my
brother first thought he was dead❗
The stewardess opened the cabin door and asked if they were
okay. Immensely relieved they were still alive
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-050422133034.gif,<br
/>they then ordered an immediate evacuation of the aircraft as
they shut everything down. A picture in the newspapers showed
the DC-9 pulled up to the gas station like it was wanting to get
fueled up (lol). It was a miracle that there was no spark or
fire that would have triggered a catastrophic gas
station🔥fire and 💥explosion. They were VERY
lucky. 🌞
Both engines had to be replaced, along with some repairs to the
airframe and landing gear, before the DC-9-31 could be returned
to service. I hope you do a video on this runway
excursion/crash.
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-250622175145.jpeg[/center]
--- Quote ---
> Tuesday 12 August 1969 Time: 14:09
> Caribbean Atlantic Airlines Flight 340, a Douglas DC-9-31,
N938PR, was involved in a landing accident at Saint Thomas-Harry
S.Truman Airport, Virgin Islands. The aircraft, on its landing
rollout, continued 323 feet beyond the far end of runway 9, and
came to rest in an automobile repair shop, after striking
several vehicles. ... ...
>
> The weather in the vicinity of the airport had been
characterized by intermittent rain showers from early in the
morning through the time of the accident, and a total of 2.74
inches of rain was recorded for the 24-hour period. ... ...
>
> Near the end of the runway, the aircraft was observed to be
fish-tailing which was accompanied by loud sounds of engine
reversing and associated popping noises. White tire streaks,
typical of those observed in cases of known hydroplaning, were
observed in the last 1,400 feet of runway, leading; off the
runway into the aircraft tire tracks in the wet, sodded area
between the runway and the street.
--- End Quote ---
SOURCE:
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-040422164555-532108.png
HTML https://aviation-safety.net/database/record.php?id=19690812-1
#Post#: 388--------------------------------------------------
How a foolish young man (me 🤦‍♂️)
flying a trainer aircraft almost bought the farm in 1966.
DIR By: AGelbert
Date: June 26, 2022, 4:01 pm
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[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-260622180852.gif<br
/>Agelbert's Aerobatic Adventure -[I] In A NON-Aerobatic
Aircraft[/I] :o :P
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-230322175259.gif[/center]
Once upon a time, I was young and a newly licensed Private
Pilot. I had racked up about 53 hours of flying time, passed my
4 hour written test and my one hour flight test so I figured I
had most of this flying stuff all figured out. I was now
starting my commercail pilot training which required a total of
160 hours. A lot of this time was solo flying practicing
advanced maneuvers such as chandelles, lazy eights, pivotal
altitude hold while circling a ground reference point, several
kinds of stalls, engine out procedures, emergency landing
procedures and some extended cross country flights.
But most of that was in the future. I had already flown my
mother as my mandatory first passenger now that I was a bona
fide licensed pilot and could legally carry passengers (without
charging for it, of course).
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-260622174726-15471436.png[/center]
[center]I modified the last part of the tail number on the
cherokee 140 above. It's not the one I flew but is identical in
appearance and paint job. [/center]
This bright sunny day I boarded Zero Nine Whisky (N--09W tail
number) Cherokee 140 trainer aircraft to accumulate some flying
time towards my minimum required for a commercial pilot license.
Zero Nine Whiskey was my favorite of the aircraft. It had a
pretty paint job and was the plane I had soloed in. It was an
old friend to me by now. I didn't have any particular plan
except to go out over the everglades practice area and repeat
some of the maneuvers I already knew.
Of course, being young, curious, over confident and foolish, I
wanted to expand my knowledge of how the aircraft responded in
somewhat, shall we say, higher pitch attitudes than the every
day dull training fare.
If you have ever heard the expression, "pushing the envelope",
let me tell you that it is originally and aviatior's expression
stolen from us by you ground pounders to make your dull lives
seem more exciting!
Yes, dear readers, Agelbert was fixin' to push the envelope.
The flight "envelope" is the airspeed range and pitch attitude
(angle above or below the horizon) as well as bank angle range
of the wings that the aircraft is designed to fly at. If you
leave the envelope when you are in the air, you are entering the
danger zone. WHY? Because the aircraft can suffer catastrophic
structural damage, engine, failure or a combination thereof. If
this happpens near the ground, you are done. If it happens 4 to
5 thousand feet up, you MIGHT be able to recover and live
through it. You have a little more time but your survival
usually depends more on luck than skill.
Recently licensed Private Pilots are not too long on skill...
I taxied out, took off and flew northwest about 10 miles to the
practice area. This area over the Florida Everglades was (in
1966) in the middle of nowhere. There were a few roads near some
farms that had boundaries by the glades but otherwise it was all
swamp and you were alligator food if you went down there.
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-260622171424.png[/center]
[center]Cherokee in cruise flight at about 115 mph over Ohio,
not the Everglades. [/center]
On the plus side for a designated practice area, it was flat,
far away from people or cows (our flight school had been told to
NOT allow the student pilots to practice low approaches to
emergency landings near cows because it caused abortions), and
arrival and departure aircraft traffic to Opa Locka or Miami
International Airports. Besides, it was within radio range of
several ATC towers so if you had an emergency, you could set
121.5 on your radio and call for help before you made a forced
landing even if you were at a low altitude.
Out over the practice area at 2,000 feet, I practiced a few
engine out procedures and checked the area for potential landing
sites that I could reach with the power off. It didn't look all
that great but I would pick a spot and pretend I had to put it
down right there. At about 300 feet I would apply full power and
climb away looking down at the spot to see what sort of a mess I
would have made if I had actually landed there.
I then decided to try something new. I knew I might have some
"difficulties" so I climbed to 5,000 feet (the recommended
altitude for stall and spin practice). I may write about an
exciting and humorous adventure with spins someday but that was
still in the future for me then. For this adventure, I must
explain to you what a "stall" is before I explain my imaginative
variation of it.
An aircraft flies because a low pressure area forms over the
upper surface of the wing in direct proportion to the velocity
of said wing and the angle of the wing to the air movement
(relative wind). The point is that the wings are sucked up and
the aircraft flies.
Straight and level flight (arrow) ----> produces enough lift to
not go up or down. When you pull back on the control point the
aircraft nose higher, you are increasing the pitch attitude. A
Cherokee 140 normally flies at a pitch attitude of a few degrees
(positive pitch).
A stall has nothing to do with the engine. A stall is what
happens when the low pressure area over the wing surface gets
disturbed (burble point) by too high a pitch attitude and the
wings no longer produce lift. The maneuver is performed by
gradually increasing the pitch attitude with a certain
designated power on or power off condition (or something in
between) until the nose shakes a little and noses down as the
wings hit the burble point.
Stall recovery is performed by establishing a negative pitch
(nose below normal glide pitch) to pick up flying speed while
applying full power simultaneously. Panicky student pilots have
a tendency to point the nose down steeply and upset their flight
instructors. After some practice, students learn that the secret
of stall recovery is just to put that nose down to a few degrees
below glide pitch and, of course, keep the plane from banking
with the rudder so you don't get into an inadvertent stall-spin.
The most challenging stall recovery is a power on stall because
the nose is pitched about 40 degrees up (much higher than for a
power off stall) and the burble point stall break is snappy.
It's also harder to keep the plane straight to avoit a spin
entry due to one wing stalling before the other.
Well, I knew all that. I had that down! Let us see, I said to
myself, what happens when we REALLY pick up the nose with full
power?
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-260622180852.gif
I pushed the throttle all the way and pulled the nose as far
back as I could about 60 degrees). The effect was a much more
violent stall (imagine a bucking bronco) break and the plane
trying to spin this way and that. But I recovered within a few
hundred feet of altitude loss which was well within limits for a
power on stall.
I thought about that for a while. I wanted a 90 degree pitch up
nose position (straight up!) but, even with full power, I
couldn't get there before the plane stalled. Bummer.
So, I applied full power again and lowered the nose to pick up
maneuvering speed (129 mph designated aircraft speed where
structural damage could not occur from control movements). ZOOM!
At 129 mph I gradually lifted the nose all the way to 90
degrees! Yippee! There I was, going straight up like a fighter
pilot!
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-260622174723-15462020.png[/center]
I then waited for the stall break and the nose to pitch forward.
And I waited. And I waited. The airspeed went down past 60,
which was no flaps stalling speed, and kept going down. Fifty,
forty, THIRTY
(
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-040422164519-508103.gif),<br
/>TWENTY!!! (I pulled the power off and tried to nose the
aircraft
over - no response - I was going too slow to ahve ANY EFFECT on
the fight controls - I was basically a rock tossed in the air at
this point approaching the peak of a ballistic trajectory), TEN,
ZERO! 👀
Now it gets really good. The cherokee 140 is a utility trainer
aircraft. That means it is capable of withstanding 4.4 G forces
plus and 2.2 G minus. Aerobatic aircraft can handle 6.6 both
ways with out structural issues. I knew this. I knew I was not
in a Citabria or Stearman that could do whip stalls and tail
slides and hammer head stalls at air shows just for fun.
Cherokees have a stabilator (instead of an elevator) on the tail
that is quite easy to break. If that breaks, you are dead,
period.
You DO NOT want to stress the stabilator, EVER.
I went weightless. My pilot briefcase began floating in the air
next to me. The wind noise was picking up rapidly and the
airspeed still read ZERO!
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-260622174742-1548604.png[/center]
Panic time! I decided to release the controls because ANYTHING I
did would translate BACKWARDS because the aircraft was "flying"
backwards. I did NOT want to bust that stabilator. I wanted to
get that nose DOWN somehow. As a kid I had thown gliders in the
air and watched them tail slide and whip stall to a nose down
pitch and recover. I was counting on that but my confidence
level was measurable in fractions of an inch at the moment.
Hanging by my seatbelt, I experienced the most violent forward
whip stall forward you can imagine. That is probably what save
my life. Had the stabilator caused a BACKWARD whip stall, it
would probably have broken off. Without the ability to control
the pitch attitude, even with engine power, a small aircraft
will nose hard into the ground destroying the airframe and
killing the pilot.
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-260622174742-1549675.png[/center]
I watched the blue sky instantly change to brown everglades. It
was weird. The nose did not just go from straight up to straight
down; it went from straight up to a pendulum movement. I still
hadn't touched the controls. The airspeed had, of course, been
increasing all along but it didn't show because aircraft measure
airspeed with a pitot tube that faces the relative wind. Planes
don't generally fly backwards. LOL!
The moment the plane whipped over to the glades facing pendulous
rocking movement, the airspeed went from zero to ABOVE VNE
(Never Exceed Velocity - about 160). The airspeed indicator was
PEGGED!
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-260622174709-1543826.png[/center]
That was another fright. I realized the flip had occurred above
maneuvering speed and was sweating the possibility I had lost my
stabilator.
I reached for the controls and, ever so gradually, applied back
pressure to get out of the dive without tearing the wings off.
Also, if I pull back too hard and too quick, that was another
chance to over stress the stabilator (if I still had one) that I
didn't want to risk.
It worked. I hadn't lost my stabilator! Gravity returned and I
got the airspeed back to 115 mph normal cruise. I had lost about
3,500 feet. I applied power.
Nothing. [color=red][shadow=red,left]Engine failure.
[/shadow]Argh.
I turned on the electric fuel pump (this aircraft has a manual
fuel pump but uses the electric fuel pump to aid starting and
engine restart in the air) and set 121.5 emergency frequency on
my radio and looked for a place to put Zero Nine Whiskey down.
At 800 feet the best place looked like a dirt embankment in the
Everglades. I began a final approach and had the mike in my hand
to begin transmitting mayday when the engine sputtered on.
Believe it or not, my greatest relief at the moment was not
having to embarrass myself by radioing an emergency.
Such is the foolish pride of the young.
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-260622174744-15501184.png[/center]
I hooked the mike back on to the panel and changed to tower
frequency, radioed that I was inbound about 15 miles northwest
and brought her home (without turning the electric fuel pump off
until I was safely on the runway).
I taxied to the grass parking area at the fight school and shut
own the aircraft.
Then I noticed something that needed to be taken care of. The
cowling above the panel was full of dirt! The whip stall had
been so violent that every speck of dirt on the floor had been
thrown up and then forward and down onto the cowling as I
applied gradual back pressure to pull the aircraft out of the
dive. The floor looked like someone had done a great vacuuming
job on it. LOL!
I called a line boy and said there was a lot of dirt on the
cowling that should be cleaned up. He looked at it and asked,
How did that get there?". I said, "I don't know." and quickly
walked into the office to sign out...".
[I]NOTE: Zero Nine Whisky was NOT damaged. I flew over 50 hours
in that aircraft subsequently along with hundreds of hours by
other pilots and flight instructors.
I pre-flighted VERY closely the aircraft a day later and, had I
seen the least bit of evidence of stabilator stress, would have
reported it.
I know, I should have reported it anyway but I was foolishly and
pridefully afraid to besmirch my pilot record because it would
reduce my chances of getting hired by the airlines. [/I]
All I can say is the Piper Cherokee 140 is an excellent trainer
aircraft.
So that is how a foolish young man happened to cheat death in
1966.
If you liked this true story by Agelbert, be nice and register.
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-260622174717-1545239.png<br
/>[/center]
[center][b]Agelbert's first lecture was probably about big
birthday balloons.
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-050422145533-5682069.png[/center]
Have a pleasant day.
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-120422122407-668805.gif
#Post#: 1120--------------------------------------------------
Pilots landed at the Wrong Airport!!
DIR By: AGelbert
Date: June 16, 2023, 4:39 pm
---------------------------------------------------------
[center]Pilots landed at the Wrong Airport!! Mentour Pilot
explains[/center]
[center]
HTML https://youtu.be/c4WxF2gYWWw[/center]
AGelbert COMMENT: As a former air traffic controller, I remember
a Lear jet landing late at night on the wrong airport (1974).
The wrong airport was Isla Grande airport in Puerto Rico, which
is only a 5 miles west of San Juan International airport, the
intended landing point. Isla Grande has a 5,000' runway and SJU
has two runways, both over 10,000 ft.
The embarrased Lear Jet Pilot, still on 118.3 SJU tower
frequency, called the tower after landing. SJU had cleared him
to land. SJU said he did not see the Lear jet on the runway. He
advised the pilot that he had probably landed in Isla Grande
runway 09 instead of SJU runway 07. He explained that Isla
Grande tower was closed (runway lights were normally left on
after the tower closed in the evening until 7:00 A.M.), and if
there was no other aircraft in the vicinity, AND the Lear jet
could take off from the 5,000 runway safely, he was cleared for
takeoff. The Lear jet did so and then landed safely on SJU
runway 07.
Since it was a Lear Jet and no accident took place, the incident
was never reported. Air traffic controllers are not as keen (at
least in my day - things may have changed for the worse now) to
write up pilots as those in FAA Air Carrier District Office
Flight Standards are. We know everyone messes up now and then,
so if no actual damage took place, we try to make life easier
for all concerned.
We actually had a DC-8 almost land at Isla Grande by mistake
(again late at night), but the pilots realized how short the
runway was and stopped their approach and informed SJU tower.
The DC-8 then landed safely at SJU. If the DC-8 had landed at
Isla Grande, it would have overrun the end and hit a bridge with
a lot of car traffic, even late at night. It would have been a
tragedy. I don't remember the airline, but I think it was a
cargo flight with alert pilots.
An accident Mentour Pilot may be interested in looking into is
the one at St. Thomas airport where a DC-9 from Caribair
hydroplaned and ended up with the nose in a gas station shack!
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-250622175145.jpeg[/center]
My brother was a co-pilot on that flight. He told me that
normally reverse thrust is terminated after the speed is below a
certain amount (80 kts.) to prevent engine damage. The Captain
was landing. At 80 kts he said, "NO BRAKES". They burned out
both engines by keeping reverse thrust maxed out until they
stopped.
Tuesday 12 August 1969 Time: 14:09
Caribbean Atlantic Airlines Flight 340, a Douglas DC-9-31,
N938PR, was involved in a landing accident at Saint Thomas-Harry
S.Truman Airport, Virgin Islands. The aircraft, on its landing
rollout, continued 323 feet beyond the far end of runway 9, and
came to rest in an automobile repair shop, after striking
several vehicles. ... ...
Full story: 🧐
HTML https://soberthinking.createaforum.com/general-discussion/interesting-hair-raising-humorous-or-otherwise-unusual-experiences/msg387/#msg387
#Post#: 1221--------------------------------------------------
If you think it all ends here, you will consider risking your
life to save another human an irrational act.
DIR By: AGelbert
Date: August 4, 2023, 5:58 pm
---------------------------------------------------------
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-111022142014.jpeg
[/center]
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-090422150144.png<br
/>If [glow=red,2,300]you[/glow] think it all ends here,
[glow=red,2,300]you[/glow] will consider
[glow=teal,2,300]risking your life to save another human[/glow]
an irrational act, [glow=red,2,300]period[/glow].
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I was faced, one day at a beach family outing when I was 34 with
2 small children, with a life or death situation. My dentist
brother in law, an expert swimmer and scuba diver, was drowning
in a rip current and 14 ft high wave breakers.
It was afternoon and my sister had scolded her hubby because he
was reading a book on dental practice instead of "playing with
his children like my brothers do". John wasn't feeling too great
that day but he responded to the henpecking by going in. I had
noticed that the tide was going out and some rather large
"lumps" on the water surface indicating rapid current (about 8
inches high in otherwise calm water in a tide pool) were visible
and I said, "It looks kind of rough out there".
He said he could handle it and it would be okay. My sister just
looked at me crossly. John went in and was playing with some
kind of raft with his kids that would just reach the surf at the
edge of the opening in the tide pool lagoon and swing back in.
I knew that dynamic was going to change and the outgoing tide
would soon try to suck anyone near the reef opening at the edge
of the tide pool lagoon (about 50 yards from shore) into the
surf and rip tide. I told my wife to gather up the kids and keep
them out of the water. I sat on the beach while John began to
drown.
My 36 year old brother and Vietnam vet, Larry, who had supported
John in this dangerous game when I appeared concerned, now froze
on the shore with a worried look on his face. Somebody grabbed
the small raft his 8 year old son was on and managed to get it
to shore (it was some good samaritan with red hair in the water
that we never did talk to later).
Larry, over his momentary paralysis and spurned to action, ran
up to me and said we had to get John. He had a big of piece of
driftwood for floatation. He rushed to the shore and waited for
me as the seconds ticked by and John was floundering, unable to
swim to shore.
I stood there a second and thought to myself, "You know, you are
going to die out there." I answered my own thought , "If I stay
here, I'll never be able to live with myself so God will have to
decide if I make it through this or not". The fear was momentary
and rational. I dispensed with it with a practice I had of
sticking to my principles come hell or high water. It wasn't
heroics, it was habit. And believe me, this was HIGH WATER!
My wife later said we looked like children in the waves because
they were so big. So Larry and I hyperventilated for about 20
seconds to get some extra oxygen in our lungs and dove in. My
bro lost the driftwood in the turbulent water (just as well - it
could have bopped us on the head and killed us). We got to John
quicky. Getting to him was like being on a river in the right
direction.
Of course when we got to him, we had to turn around and try to
hold his head above water. The moment we reached him and I said,
"We've got you, John", he gave up. His head went under and I was
under too and watched bubbles coming out of his mouth and his
body totally relaxed. We pulled him up only to be slammed by the
most monstrous wave power I have ever experienced. My femur
bones were being bent by the force of the turbulence! My fear
returned with some terror thrown in. We had to fight to get back
up to the surface only to be slammed back down by a new breaker.
All the while we were trying to swim to shore and getting
weaker. After one particularly powerful wave, I looked at my
brother and yelled, "We're going to DIE out here!". Larry
yelled, "A man has to think of himself!".
Our only chance to make it to shore was to let John go. We did.
I glimpsed him floating away underwater. That was the most heart
tearing, sad and anguished moment of my life all wrapped up into
one desperate attempt to survive with my principles intact.
We began swimming to shore with the waves still sending us down
a couple of seconds after surfacing. The salt water mixing with
my breathing felt like fire burning my throat trachea. The
people on shore didn't get closer. I lost sight of Larry. I was
yelling "Praise the Lord" even as I ran out of energy in those
brief moments on the surface.
Larry, much stronger than me and an agnostic, was concentrating
on getting back to shore by cursing the ocean, the waves , the
current and whatever else he could think of to keep himself "mad
enough" to keep fighting for his life (I learned this from him
later as I could not hear him in the tumult at the time).
About 15 minutes into this ordeal, I lost all my energy. I
couldn't speak and I couldn't swim. I would send the commands to
my arms and legs and they just WOULD NOT MOVE! I was in very
good shape at that time of my life and had no muscle cramps or
anything like that. I sank into the depths.
I made myself a promise that, even though I was sure to drown, I
would absolutely refuse to breathe until my autonomic response
kicked in after losing consciousness; I wasn't going to DO that
burning throat thing any longer (later on my doctor said that
saved my life but I'm not so sure). I began "breathing" by
pushing the air in my mouth into my lungs and back. I thought of
my wife and kids and asked God to take care of them.
I was totally convinced I was a goner. For some reason, I
stopped feeling that urgency to breathe. Perhaps it was
something like the nitrogen narcosis that divers get but that
only happens at depth with scuba gear. I think the Guy upstairs
gave me a break here (You know, that "sky God" so many people
these days don't believe in).
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I became quite relaxed, still unable to move and my surroundings
got darker. I figure I was about 20 feet down when I felt some
rocky bottom passing under my right toe. The force of the waves
was slight here but my movement with the current was plainly
felt. This woke me from my torpor.
I concentrated on my foot and tried with all my might to flex my
foot and anchor my toe on the reef surface below. It worked and
I cut my toe. This woke me up more. I still, believe it or not,
did not need to breathe. I waited for the current to shift
direction and slid along the bottom with the top of my right
foot. When the current flipped again, I would anchor my toe on
the reef. I did this 5 or six times. The only part of me that I
tried to move was my right foot and toe. I still did not have
the strength or muscle coordination to swim. It was getting
shallower (warmer water) and my surroundings lighter.
All of a sudden the water got murkier and the bottom hard to
hold because it was sandy instead of rocky and, like a submarine
surfacing, my head popped out of the water.
Now a normal person takes a deep breath here, right? Not me. I
was in terror of losing my grip on the bottom (it was sandy with
no toe holds) so I plunged back under to "hold position" until
the current shifted. I had glimpsed my sister yards away and I
realized I was on the shore so I weakly and carefully stood up,
breathed in deep and vomited my guts out.
I raised my head and stared into my sister's eyes. She looked at
me and said, "You tried". John died that day. I ended up fishing
Larry out as he was cursing his way in (We lay him on the beach
and he was okay after about 20 minutes) and keeping John's
teenage kid (he had two of his kids there that day) from
drowning by trying to fish his father's body out.
We got the body as it managed to float a ways away from the rip
tide and bump up against the far end of the tidal pool reef. We
did CPR to no avail; he had a pulse from my pushing on his
sternum while my sister (a registered nurse) cleared the air
passage and breathed into his lungs but we gave up when the
ambulance got there about 20 minutes later; he was a solid blue
color (John was very fair and redheaded). Not a good day.
The point of this experience I am relating is that we need to
get our priorities straight in this country. WHAT ARE we willing
to die for? What are our principles? I know what mine are, who
my Boss is, and where I'm going when I leave this valley of
tears. That guides me in my decision making.
As a pilot I learned that you HAVE TO think about trouble all
the time, plan what you will do when or if it comes and PRACTICE
it in your brain. Then relax and go on about your life.
Otherwise you will learn by hard experience why a coward dies a
thousand deaths.
Be true to your principles and you will sleep better at night
and be an asset to humanity and God.
My rant is for anyone here that hasn't thought this through. I'm
in the moral imperative faith based camp.
More Background:
I had events occur in my life that kept me alive miraculously
when I should have gotten killed. I did not pray to avoid
getting smacked by a car that ran a red light without lights on
at night while my brother Larry was saying "It's not going to
get any greener" to me from the back seat of the car while I sat
there like a bump on a log for NO REASON WHATSOEVER!
I didn't spend 10 to 15 minutes underwater refusing to breathe
and come out of it because I'm superman; it just happened and I
wrote about it in detail here some time ago. Sure, I was
praising the Lord and thanking Him for "rescuing" me while I was
drowning trying to fish my brother in law dentist (who drowned)
from the surf but it was my foot moving me along the bottom for
those 10 to 15 minutes or so that got me to the beach because I
could barely move my arms and had to concentrate just to dig one
toe into the rocky bottom. God made me work for that one!
While totaling a car, the seat belt caused my rib cage to rotate
approximately 10 degrees or so. I fully expected to die and had
no desire whatsoever to stick around as I lay in a field gasping
for air.
I did not pray or ask to be miraculously healed but
nevertheless, AFTER the doctor at the ER had decided to do an
exploratory on me to see how damaged I was inside, everything
just POPPED into place X-ray room just before the body
cavity/chest X-ray prior to the operation. The doctor cancelled
the operation after seeing the x-ray. Apparently nothing was
broken. You studied medicine (this comment was originally made
to a doctor). How many times have you heard of rib cage rotation
along the sternum that just pops back into position? How about
the spleen? In violent car crashes it is almost always ruptured.
I lost consciousness gasping for air at the hospital with
everything going round and round. When I woke up I was still
gasping and being rolled into x-ray when all kinds of bubbling
noises came from my chest.
I addressed God in my mind and said, WHAT ARE YOU DOING!!?
Something or someone said, also in my mind, I'M FIXING YOU. My
reaction was of chagrin. I was convinced I was DONE here and now
I had to live in this HELL HOLE some more.
Now you can call that a faith based miraculous healing if you
want but if you do I will say that you are fooling yourself. The
"power" of your mind in Faith isn't going to have you or anybody
else walking on water anytime soon. All this stuff and nonsense
about each one of us being a little god and able to do miracles
just by tuning in to some zen power or mind focus is simply
magical thinking. As to JC's quote about moving mountains,
mustard seed and Faith, He was talking about rocket fuel for
evangelizing (fishing humans), not habitually violating the laws
of physics.
My belief in Christ is EVIDENCE based. One fellow I used to
converse with thought I fancy myself "privileged" to have these
experiences. I consider myself incredibly stubborn; so much so
that God decided that I am so dense that He had to show me some
evidence before I would believe. He doesn't do that to most
people because most people aren't that dense, period.
And no, I'm not going to detail all the weird and wonderful
stuff I have witnessed to you because some reader here might
think I'm inventing it just to prove some metaphysical "BS" I
believe in. Sorry, I'm about as hard nosed about cause and
effect as any other scientist out there.
I once put a guy in jail because I refused to back down on my
court testimony after witnessing a car he lost control of drive
over and kill a street vendor. Despite receiving death threats,
I said to myself, it's the right thing to do so I'M GOING TO DO
IT.
Everything I witnessed about God doing His thing here and there
was rigorously questioned and fact checked moment by moment by
me. I was NOT looking for anything but an excuse to NOT believe
there is a supreme being that intercedes in the lives of people
on this planet in a personal manner.
But the observed events and facts said otherwise. Sure, I have
Faith NOW, but I didn't do anything to earn it. It really IS, as
the Bible says, a gift.
P.S. Larry, my brother who's idea it was to go to that beach
that day in the first place, AND who had the "bright" idea of
running the current, which eventually caused the drowning death
of John Adair, my brother-in-law, has methodically and self
servingly lied about his role in the above tragedy. Larry is a
serial liar, an adulterer and a crook. If you have been told a
different version of any of the above events by him, where he
coincidentally appears to be the big hero and I appear as the
wimp, you are being lied to. Larry was the chief architect of
the theft of my inheritance after our mother, then our father,
died. He and all my siblings who joined with him in a conspiracy
to steal my inheritance got away with it temporarily.
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#Post#: 1387--------------------------------------------------
Experiences: Some Great, Some Bad and Some Ugly
DIR By: AGelbert
Date: October 24, 2023, 2:52 pm
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Thread Source
HTML https://ongoingclassstruggle.blogspot.com/2023/10/california-just-passed-first-state.html
newestbeginning Mod > AGelbert
I had not realized that this predatory practice was a "thing"
until my son dated (for a mercifully short time) an awful woman
who owned trailer parks in TN. She was also a trailer park
broker. In many ways, she was just an awful person.
AGelbert > newestbeginning Mod
I'm glad for your son that he did the right thing. As a young
man I did exactly the wrong thing in 1970, and paid for it until
1988. The divorce was ugly and I remain estranged from both "my"
children by their choice, not mine.
In 1991 I met my present wife, who is a woman of virtue. In many
ways I owe my life to her, as she taught me through her example
what I had never learned before.
The Mobile Home Park we live in was run by a couple that owned a
mansion worth over 1 million dollars (in 1996!). They were (both
died of natural causes years ago), as slumlords go, fairly
decent people. The lot is 1/3 acre and due to the fact that
Vermont is a "rent control" state, they could not raise the rent
above the published annual increase in the CPI.
So, we did okay with the Manufactured Home we purchased new in
the year 2000.
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After the widow of the couple that owned the Park died, the Park
was put up for sale. We-the residents took ROC
([glow=teal,2,300]Resident Owned Community[/glow]) advice and
formed a [glow=green,2,300]CO-OP[/glow] that bought the Park for
about 12 million dollars. The rent still keeps going up, even
though part of the [glow=green,2,300]CO-OP[/glow] pitch was that
it wouldn't, but at least with a [glow=green,2,300]CO-OP[/glow]
there is no slum lord to make up excuses for adding "fees" for
this, that or the other. That said, I am not impressed with the
fact that all the "rules" we were saddled with before were voted
in AGAIN by the majority of the residents. It seems democracy is
no guarantee that nit pickers will stop their nit picking. Se la
vie.
At any rate, with the homeless rate in Vermont at crisis levels,
we are pretty sure the [glow=maroon,2,300]racists[/glow] in the
Park (there are way too many of them) will not be able to gin up
excuses to "evict" two old Hispanic Geezers, one of which is on
a Disability Pension from the Federal Aviation Administration.
I forgot to add one thing: That mansion I told you about that
the couple owned? When the husband died of a heart attack around
2005 or so, the widow had the mansion torn down because it
"depressed her". I'm sure the tax on the assessed value of said
mansion in Essex Junction had nothing to do with it...
I am quite certain that selling that mansion and giving the
money to the residents of the Park that had enabled them to
build it in the first place never entered her mind...
newestbeginning Mod > AGelbert
You were lucky to snag your wonderful woman of virtue. Sorry
that you are estranged from your kids - do you think it is time
to reach out to your children again?
Why does your rent continue to increase if you own the park? Did
you hire a "management company" to take care of things?
That is obscene that the woman tore down the mansion because of
her stupid vanity. Geez.
AGelbert > newesbeginning mod
Thank you. I am honored to be the husband of my Beloved Lady,
Carmen.
I do not know if my son is alive or dead. I was e-mailing him
back in 2001 about the melting of the ice caps from Global
Warming when he wrote back that he did not want any more
communication from me, threatened me, and demanded of me that I
not ever e-mail him again. This was a man I paid all the child
support required,
When he dropped out of college, he then lied that he was still
in college, with his mother's approval, as I later learned, so I
would continue being required by the Court to provide child
support.
He eventually joined the Air Force, did his time there, mostly
in Alaska, and I have not heard of him since that e-mail in
2001, years after he had finished his time in the Air Force,
though his sister, until about a decade ago, used to post
pictures of him on the internet. He is now 51 years old. May God
have mercy on him, and lead him to Life everlasting.
His sister also lied about "still being in college" at the time
he did, as I also later learned. She is is now quite wealthy and
living in Arizona. She will have absolutely nothing to do with
me, beyond (from 2001-2016) cooperating enthusiastically with my
6 siblings, three of which claim to be "Christians" (and ALL
Republicans - two have died of natural causes since then), to
ensure I received no inheritance from either of my deceased
parents, even though the 6 apartment, three story building my
father owned was valued conservatively at over $700,000.
I fought all this in Court (Pro se) to no avail. I reported the
Inheritance Estate Property Fraud (Violations of Required Court
Procedure, Illegal Judicial Orders, Fake Auction, Straw Buyer,
etc.) by the Judge et al to the FBI, to no avail as of this
date.
I have since forgiven them all. They have, as Christ said, their
"Consolation
HTML https://www.biblegateway.com/passage/?search=Luke+6%3A24&version=KJV".<br
/>May God have mercy on them all and free them of their soul
destroying Mammon worship.
As for me, "The Lord is the portion of my Inheritance and my
cup: He maintaineth my lot." (that is Psalm 16:5
HTML https://www.biblegateway.com/passage/?search=Psalm+16&version=KJV,<br
/>an ancient Scripture passage that I firmly believe fits me -
some might say that I am just exhibiting my religious wingnut
wishful thinking coping skills, but I don't think so.
😁).
If all this seems like the ravings of a party pooping fellow
feeling sorry for himself, it is because some pertinent details
are missing for brevity. Go here
HTML https://renewablerevolution.createaforum.com/sound-christian-doctrine/etymology/msg17189/#msg17189<br
/>to read some very brief PERTINENT background. Also to make
this
mess less clear than mud, I wish to point out that my first wife
was best friends with my millionaire "Christian", eldest of my
siblings, sister (now deceased), who was very "upset" that I
remarried.
Furthermore, my first wife was VERY "friendly" (throughout my
"marriage", I later learned) with my brother Larry, who was
instrumental in perpetrating the Inheritance fraud against me.
Thus, despite the fact that in 1980 I nearly drowned,
unsuccessfully trying to save my eldest sister's husband from
drowning
HTML https://soberthinking.createaforum.com/general-discussion/interesting-hair-raising-humorous-or-otherwise-unusual-experiences/msg1221/#msg1221,<br
/>as of 1992, I became persona non grata in my
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/>family.
That is a permanent condition now, simply because admitting
criminal cooperation with Inheritance Fraud on their part is
something those still living (in January of 2022 my first wife
died of COVID-19 in Arizona), including my estranged "son" and
"daughter", would open up a can of ethical "worms" that might
cost them some money. The root of all Evil is quite efficient at
making sure those who live by it are ensnared by it.
As to lot rent and the Park, yeah, the CO-OP officers hired one
of those "Property Management" nit pickers for hire outfits.
They are paid about $7,000 a year to "observe the properties and
report violations of the rules" (first notce, second notice and
third possible eviction cause notice with return receipt mailed
legal lingo 🤦‍♂️). They collect the
rent too, with due diligence to whether it is on time or not
(SEE: 😈 late fees).
The CO-OP officers are dealing with a lot of old water pipes,
road problems and so on (there are 250 lots about 1/3 acre in
size) that they claim "justifies" these lot rent increases. The
latest thing is that they managed to make this place a
"village", which is a kind of Vermont iteration of a
sub-municipality. They did that so they could get the town of
Colchester to do our snow plowing. That just happened last
month. We will see what happens to the rent next year (they
announce the new rent about the same time the annual CPI numbers
are published by the Federal Government).
It could be a lot worse, so we just keep paying the rent, which
just increased from $525 a month to $550 a month as of November
1, 2023. Our Manufactured home is paid for, the taxes are low,
so, compared to most low to medium income folks in the USA, we
can't complain. 🤠
#Post#: 1757--------------------------------------------------
The END of Airport Towers as we Know Them?!
DIR By: AGelbert
Date: February 12, 2024, 1:13 pm
---------------------------------------------------------
The END of Airport Towers as we Know Them?!
[center]
HTML https://youtu.be/lBSnkLP0yv0[/center]
Mentour Now! 332K subscribers 12K 277,802 views Jan 20, 2024
Visit our sponsor
HTML https://betterhelp.com/mentournow
today to
receive 10% off your first month of therapy
---------------------------------------------------
What exactly are Remote Control Towers? Could they actually
replace control towers as we know them?
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-200123150257.gif
And is this really a good idea?
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-110422143122.png
In this video I will go through some of the history behind
existing Air Traffic Control Towers and then bring you in to the
revolutionary future of Remote Control Tower and what
improvements they might bring.
I hope you will find this episode interesting and if you do,
remember to subscribe, like and comment!
//Petter
Stay tuned!
-----------------------------------------------------
If you want to support the work I do on the channel, join my
Patreon crew and get awesome perks and help me move the channel
forward!
👉🏻 / mentourpilot
[b]AGelbert COMMENT:[/b]
These new systems are a definite improvement because situation
awareness of BOTH the local and ground controller is enhanced.
Aircraft lining up to takeoff from the wrong runway (that may be
closed due to obstructions and/or construction equipment
resulting in the death of everyone on board) parallel to the
correct runway will be spotted and warned immediately.
At present many ground controllers cannot see an aircraft until
it pushes back onto the taxiway. With the remote system, they
will be able to see any aircraft on the airport, regardless of
terminal obstructions or weather. My brother (then a pilot for
Eastern Airlines) observed a nearby passenger jet wing parltly
crush (mounting over) a lowered extension walkway when parking
from pilot inattention. Remote ground control would have
prevented that. This airport was Miami International. Ground
control could not see the aircraft after it left the taxiway to
park.
Even more importantly, as Mentour Pilot mentioned, the local
controller (that is ATC speak for the person in the tower cab
that works the aircraft approaching the airport and landing and
the aircraft taking off) will not have to turn around looking
for aircraft entering the pattern in a different direction from
the aircraft on final.
Distraction caused accidents from aircraft taking off from
another active runway AWAY from those on final on the primary
active runway will not happen as ALL the airport traffic will be
in front of the Local Controller. My experience is mostly in
Enroute Radar control, but I learned at Syracuse, NY Tracon what
a hastle Local Control requiring turning this way and that is.
All that said, I DO NOT think it is a good idea to remote the
ATC personnel away from the airport. While I was at Syracuse
Tracon in 1981 (during the ATC strike when we were severely
understaffed), an accident happened that no remote would have
detected. A mere 70 yards from the tower cab building (small
building only about 50 feet tall), in morning daylight around
9:00 AM, a Piper Cherokee Six pilot couldn't start the aircraft.
He left a passenger inside and did not set the brakes properly
(with the mags on and too high a throttle setting). He propped
it and it started. The aircraft roared forward and he dodged it
and tried unsuccessfully to get in. The passenger (old lady) was
not a pilot and was in a panic. We in the tower cab could see
nothing, because it was so close to the building. The Cherokee
Six went straight into the side of the building, and stopped.
The passenger was not hurt, and the engine quit (a propeller
stops pretty quick when encountering solid concrete
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-050422152651.png).<br
/>Somebody on the second floor called the cab saying they heard
a
THUMP! against the building. We felt nothing. Somebody went
downstairs and saw what had happened, with the thorougly
embarrased pilot explaining his folly. The building wall had
some damage, but it was mosltly superficial and easily repaired.
The Cherokee Six had a crushed nose, nose wheel, c-r-a-c-k-e-d
winshield, one very dented wing leading edge and a bent
propeller.
The physical presence of an ATC person near the accident
location was the sine qua non that enabled us to identify it. I
do not expect vibration sensors to be put in airprot buildings,
do you?
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Forcing one person or a team of air traffic controllers to work
MORE than one airport is an accident waiting to happen.
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/>Just put them in an office in the terminal building.
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/>IF there is a crash, they are physically THERE
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/>to communicate with other authorities (fire truck, police,
hospital, etc.) in the unlikely, but possible, aircraft crash
caused total communications failure.
Remote is great, but a human physical presence is essential for
the welfare of the passengers, crew and other people on and
around the airport immediately after an aircraft accident. Stop
the greed. Help small airport communities KEEP their ATC jobs.
Remember this when the poobahs want to automate fire fighting on
airports. That TOO would be really intellimoronic GREED BASED.
#Post#: 2056--------------------------------------------------
😲 If I Hadn't Caught 🐝 It On Camera You Wouldn't
Have Believed Me
DIR By: AGelbert
Date: May 20, 2024, 2:35 pm
---------------------------------------------------------
[center]If I Hadn't
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/>Caught It On Camera
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/>You Wouldn't Have Believed Me[/center]
[center]
HTML https://youtu.be/YgOYLDf5Wv8[/center]
[glow=blue,2,300]Yappy
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-120422122720-6841842.png<br
/>Beeman[/glow] 200K subscribers 34,392,287 views Mar 26, 2021
copyright 2021 by Travis Ulbrich Aka YappyBeeman (tm) All Rights
Reserved
Another awesome day in North Alabama today friends. After
really rough day yesterday, with tornadoes running all through
the state, we are out catching a huge honeybee swarm from a
cedar tree.
I can't believe it myself that this is the second swarm I've
caught so far and both queens were captured before I ever shook
the branch. This is really making swarm catching fun.
I hope you all are enjoying my 2021 Bee season kickoff with
these swarm shakes. I sure am. I believe it puts me ahead of
my buddy's Jpthebeeman, 628DirtRooster and Jeff Horchoff.
Although I know they will catch up quick, it's nice to lead the
race at some point.
Enjoy everyone and I hope you enjoyed a little fun from
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-120422122720-6841842.png<br
/>Yappybeeman.
I get calls like this all the time, something flying in a small
hole and it looks like bees or yellow jacket wasps. sometimes
even for a squirrel or a raccoon. I enjoy every new experience
when it comes to removing bees from structures.
Construction obstacles always seem to challenge me with every
job. As a bee remover, I find the good and bad in construction
design. Some things look great but make it easy for bees to set
up shop and call it home also. Other times, bees move in due to
a lack of home maintainace. But no matter the reason, Yappy
Beeman is ready to come rescue the honey bees.
Check out my friends video channels also. Jpthebeeman ,
628Dirtroosterbees and Jeff Horchoff for some more great honey
bee videos.
🌞 Yappy 🐝 Beeman is a professional bee remover
performing live honey bee removals in Alabama as "Alabama Bee
Rescue" and relocates them to apiaries away from residential
areas so they can rebuild and thrive as a honey bee colony
producing honey. Yappy is an Alabama Beekeepers association
member that has performed over 500 live bee removals. Yappy with
the help of his great friend and mentor; JpTheBeeman, a
professional beekeeper , has learned many skills to remove bee
swarms and honey bee colonies safely for the bees and homeowners
alike.
[move]MASSIVE
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-110422205132-649552.gif<br
/>Beehive Found With 7 Queens and [glow=blue,2,300]10 Lbs of
Bees[/glow] !!!!
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-040622153110-13711724.gif[/move]
[center]
HTML https://youtu.be/jUlHI_v4Tjs[/center]
[glow=blue,2,300]Yappy
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-120422122720-6841842.png<br
/>Beeman[/glow] 200K subscribers 1,043,479 views Premiered Aug
11, 2023 GUNTERSVILLE
MASSIVE Beehive Found With Over 7 Queens and 10 Lbs of Bees
!!!!
Welcome Everyone, to another episode of Fun With Bees by Yappy
Beeman(TM). In this exciting video, I get a call for what was
believed to be a swarm that had just moved in to the floor of a
back deck on a cabin in Guntersville, Alabama.
The weather was cool and rainy so when I found the bees hanging
out under the deck, I wasn't very surprised that not many were
flying. The only problem that came to me later was this is also
a sign of bees about to swarm. But I admit, I had a touch of
tunnel vision in thinking that maybe, this time the customer was
right and the bees had just showed up. Silly Yappy.
Once I dug further and exposed the colony hidden under the wood,
what I found was one of the largest and most amazing hives I had
seen in a while. It was "whoooge" as my son says. I couldn't
agree with him more. But now the challenge comes down to one
thing. CAN I 🧐 FIND THE QUEEN?
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-080822134120-1716808.gif
If you have watch many of my videos, you know I pride myself on
always catching the queen. She is the genetics of the colony.
Without her, The colony dies because they can not reproduce
their workforce. So they take very good care of her as try to
hide her from me the best they can. Plus, with so many bees in
this void, it would be extremely difficult to find her. In the
end, I realized the main queen had most likely swarmed a few
days before my arrival and that is what the homeowner actually
saw alerting her that she had a honeybee infestation issue.
The rest of the story....well, you will just have to watch it
and see where things went.
If you liked the beehive I put this colony in, check out
HTML https://www.horizontalbees.com
and order yours today. Not a
paid promotional either. I just love mine.
#Post#: 2095--------------------------------------------------
Extend the Life of Your Computer 🧐
DIR By: AGelbert
Date: June 3, 2024, 2:51 pm
---------------------------------------------------------
[center]🤔 I recently discovered this and I am passing it
on to readers here to help them make their computers last
longer. 🤠[/center]
NOTE: If you do your computer stuff from a device with a swipe
feature, ignore this post.This is for PC Chrome Browser users
that do everything with a mouse and a keyboard.
I am running a PC monitoring program called HWiNHO64. It has a
LOT 😲 of possible things that you can monitor. It is
free and 🚀 NASA uses it. It is 😎 free from
malware too.
I monitor temperatures, wattage, CPU percentage usage and GPU
percentage usage (etc.). It took me a 😬 while, but I
finally got the software set up to monitor just what I wanted,
and not the umpteen possibilities
🤦‍♂️ that come off the shelf. What
bugged me was why my temps kept spiking 👀😕 for
no reason. I discovered the cause was THIS SETTING in Chrome:
Chrome >Settings > Accesibility >
--- Quote ---
> Swipe between pages
> Navigate back and forward with a swipe gesture
--- End Quote ---
Chrome has it ON by default. I turned it off and the temperature
spike stopped. So, why is this important?
🤷‍♂️ Because [glow=red,2,300]routine
🌡️ 70 degrees C (158°F) or higher equals short
term life ☠️[/glow] for a CPU.
Since there is no swipe software on my PC, the computer goes
bananas for a while trying to find a swipe thing that ain't
there. I need that like a dog needs ticks.
I have my alerts set on the HWiNHO64 software to >=
🌡️ 145°F to be super safe. My Dell Inspiron PC is
now 8 years old and has outlasted any PC I had before 👍.
I'm pretty sure that is because I keep the temperatures in the
safe zone. I recommend you do the same, but even if you don't,
turn off that swipe thing on chrome
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-110422205132-6472099.gif<br
/>if you have no swipe software on your PC. You will help extend
the life of your PC by avoiding needless[glow=red,2,300]
temperature spikes[/glow].
For the nerdy curious folks here, this is a screenshot of my
monitoring software as it appears on the right lower corner of
my desktop:
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-030624150347.png[/center]
[center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-110422180554-644315.gifhttps://soberthinking.createaforum.com/gallery/soberthinking/1-050422145533-5682069.png[/center]
I use Autohotkey scripts to run triggered alert actions. I'll
provide scripts free and screenshots for anyone interested in
setting up the HWiNHO64 monitoring software in the 🤖
abbreviated fashion I use. 🤠
Old Saying by me: Frugality is Freedom.
🤔 Maybe frugality does not equate to freedom, but it can
help you preserve the freedom you still have. 🌞
[move]The Lord executeth righteousness and judgment for all that
are oppressed. -- Psalm 103:6[/move]
#Post#: 2150--------------------------------------------------
🤔 Unlike Mentour Pilot, I believe this really was a
☝🏻 MIRACLE! 🙌
DIR By: AGelbert
Date: July 7, 2024, 2:18 pm
---------------------------------------------------------
[center]The 🧐 TRUE story behind “The Miracle in the
Cornfield” - Ural Flight 178[/center]
[move]Within 90 seconds, Ural flight 178 went from taking off,
to crash 😖 landing. Why were these :-[ pilots treated
like heroes, and is it really what they
deserved?
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-050422132459.gif<br
/>[/move]
[center]
HTML https://youtu.be/-sTLigmJz4I[/center]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-110422143122.png<br
/>AGelbert NOTE: Unlike Mentour Pilot, I believe this really was
a
[glow=blue,2,300] MIRACLE![/glow]
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-090422150144.pnghttps://soberthinking.createaforum.com/gallery/soberthinking/1-050422145549-5701455.gif<br
/>WHY? Because the only engine they had working was, IMHO, NOT
going to last until they could make it back to the airport. Had
the landing gear been raised at the proper time after the flock
of birds hit both engines, the Captain would have been able to
climb and bank the aircraft trying to return to the airport,
instead of going down in a corn field directly ahead. While it
is true the land all around the airport is flat,
[glow=red,2,300]crashing into one of the trash dumps near the
airport[/glow] (which,with so many seagulls feeding there,
causes the bird strike hazard problem in the first place) would
have most likely resulted in some fatalities. We had a saying in
Air Traffic Control: "[glow=blue,2,300]God Does a Lot of
This[/glow]".
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-040622153109-13652067.png
Mentour Pilot 1.96M subscribers 474,928 views Jul 4, 2024 8
products
Get Your Exclusive NordVPN deal here ➼
HTML https://nordvpn.com/pilot
It’s risk-free with Nord’s 30-day
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Below you will find the links to videos and sources used in this
episode.
SOURCES
-----------------------------------------------------
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-040422164520-5301778.gif<br
/>
HTML https://soberthinking.createaforum.com/gallery/soberthinking/1-040422164555-532108.png
Final Report
HTML https://drive.google.com/file/d/1wzhF2up5WXarXVBKP8TCZeli5taOKaVs/view<br
/>
Admiral Cloudberg’s Work:
HTML https://admiralcloudberg.medium.com/russias-potemkin-miracle-the-story-of-ural-airlines-flight-178-5608e797c63e
Thanks to Drzewiecki Design for use of their scenery:
HTML https://www.drzewiecki-design.net/ind...
Scenery:
UUBW Zhukosvkiy Beta-Version: AltayCompany
HTML https://www.drzewiecki-design.net/index.html
(UUBW) Zhukovsky International Airport (Ramenskoe) - Lighting
system: ImPReZ
HTML https://flightsim.to/file/30994/uubw-zhukovsky-international-airport-ramenskoe-lighting-system
Engine Test: marioyhector1
• Real Flight video Boeing Industries ...
Engine Test 2: Phil Requist
• Bird Ingestion Test
Passenger Images:
HTML https://x.com/JacdecNew/status/116187...
HTML https://www.bbc.co.uk/news/world-euro...
HTML https://x.com/OnDisasters/status/1691...
STRINGER / REUTERS
HTML https://www.spiegel.de/fotostrecke/fl...
Birds:
HTML http://www.createaforum.com/gallery/renewablerevolution/3-210614215719.gif<br
/>👀
HTML https://www.bailiwickexpress.com/jsy/news/islanders-warned-check-roofs-seagulls/
HTML https://admiralcloudberg.medium.com/a-long-night-in-coventry-the-crash-of-air-alg%C3%A9rie-flight-702p-bd38c72738ac
#Mentourpilot #pilot #ural178
*****************************************************
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