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Found 9 results

  1. /images/notams/notams19/aoa0905/tx-1.jpgWe have been hard at work those last two weeks and I am quitepleased with the result. Here is a preview of the T-X cockpit with the first PBReffects. The textures are not yet finalized, but the result is alreadyvery promising. The PCD will be able to display no less than eight pagesof data, plus the moving map. The rear station will be fullyfunctional. The T-X is a collaborative project between Boeing and Saab, so wedecided to use the same HUD than the JAS-39 Grippen. According to arecent article in the press, it will use the same throttle than theF-16 and borrow the stick from the F-22. /images/notams/notams19/aoa0905/tx-2.jpgSource /images/notams/notams19/aoa0905/tx-3.jpgPrevious PreviewsAOA Simulations Previews the T-X AOA Simulations Update On Boeing T-X /images/notams/notams19/aoa0905/tx-4.jpgAbout AOA SimulationsFounded in 2013 AOA Simulations is a software development teamwhich creates freeware and payware quality add-ons for X-Plane 11. AOASimulations is a collaboration between David Austin (USAFR) andFabrice Kauffmann (callsign: ScifiX). About The Boeing T-XIn 2018 the US Air Force selected the Boeing T-X as their nextgeneration pilot training aircraft. It features and all new aircraftdesigned, developed and flight tested by Boeing and Saab. Boeing offered the only all-new system purpose-built for the USAFtraining mission - with aircraft, ground based training and supportdesigned together from the start. Proven in manufacturing and flighttest, this new, flexible design meets all requirements and can evolveas technologies, missions and training needs change. Boeing T-X
  2. Saab S340Publisher: CarenadoReview Author: Meng YuSuggested Price: $44.95/images/fsc/wbicons/store-buy-now-button.pngThe Saab brand is commonly associatedwith swift and agile fighter jets such as the Gripen, but much likeLockheed, Saab too tried to venture into the civilian airliner marketat one point. In the 1970s, Saab saw interest in entering the marketfor civilian airliners. Whilst you might expect a swift and sleek airliner from a companythat produced fighters, the Saab 340 was actually designed withprimary concerns for economy, due to the energy crisis at the time itwas conceived. For this reason, the aircraft is powered by twoturboprop engines and optimized for short haul flights. The aircraft made its maiden flight on the 25th of January 1983 andeventually sold close to 500 units, with many belonging to airlinesaround the world, but also a few chosen to be VIP transports.Unfortunately due to stiff competition from other regional aircraftmanufacturers, Saab terminated production of the aircraft in 1999,though many examples continue to take to the skies today. /images/reviews/cares340/t/1-Introduction-01.jpg /images/reviews/cares340/t/1-Introduction-02.jpgIntroductionI've always been impressed by the looks of Carenado's products, andthis is no different. The Saab 340 is beautifully recreated for us toenjoy, from high quality textures to a full set of custom gauges inthe cockpit. In your simulator's root folder, you'll find a Carenado folder withseveral PDF documents that detail how to get the best experience,from recommended simulator settings to various checklists andreferences required to fly the aircraft. The package also contains two models of the Saab 340: the fullversion and the LITE version, the latter of which does not include avirtual cabin for those running their simulators on older systems orprefer to have a few extra frames. /images/reviews/cares340/t/1-Introduction-03.jpg /images/reviews/cares340/t/1-Introduction-04.jpgExterior LooksLoading the aircraft up on a clear day, the work that went intocreating this aircraft becomes immediately apparent. Whilst the S340isn't perhaps the best-looking prop out there, it certainly is one ofthe more unusual airliners that not many developers have recreated,much less to the detail that Carenado has done. Carenado has included nine HD liveries and one blank one for therepainters out there. The textures are of very high quality (4096 x4096) as can be expected of a Carenado product. Of the nine HD liveries,eight represent airlines around the world, from UK-based Flybe to Japan'sJapan Air Lines. The final livery appears to be that of a private S340so that you can embark on charter flights to any destination of yourchoosing. /images/reviews/cares340/t/2-Liveries01.jpg /images/reviews/cares340/t/2-Liveries02.jpg /images/reviews/cares340/t/2-Liveries03.jpg /images/reviews/cares340/t/2-Liveries04.jpg /images/reviews/cares340/t/2-Liveries05.jpg /images/reviews/cares340/t/2-Liveries06.jpg /images/reviews/cares340/t/2-Liveries07.jpgDoors on the aircraft are, well, few for an aircraft of this sizeand only the passenger and rear cargo doors are animated for thisaircraft. Nonetheless, the folding stairs of the passenger door areincluded. Parked on the ramp, the Saab is tended to by various groundservices included as part of the package. These include engine coversand an aircraft tug, and even a ground power unit that isfunctional. If you already have a ground services add-on, theseelements can easily be disabled with the click of a button, though youlose the ability to use ground power if you do so. Whilst the lookscertainly do speak for themselves, I was somewhat disappointed thatthese ground services, including the tug, disappear as soon as theparking brakes are released. It would've been nice to see thepushback tug to be functional and visible during pushback, especiallysince even freeware aircraft occasionally come with custom pushbacktugs. /images/reviews/cares340/t/3-Static-Elements-01.jpg Interior LooksAs with the exterior, the interior of the aircraft has receivedsimilar treatment form Carenado. The cockpit has a full set of customgauges and realistic night lighting effects. Cockpit textures arecrisp and sharp, but still provide excellent performance for the levelof detail. This makes the aircraft especially enjoyable to fly atnight, as I am able to more realistically light up the cockpit versusthe high-powered cockpit floodlights that default aircraft seem to beequipped with. /images/reviews/cares340/t/4-Night-01.jpg /images/reviews/cares340/t/4-Night-02.jpgWith the Saab 340, Carenado elected to simulate a pristine exampleof the S340, and as such, the cockpit textures show no wear andtear. Whilst some may ague that this detracts from the realism of anaircraft that stopped production in 1999, I personally find it ratherenjoyable to own and fly a S340 that looks like it just rolled off theproduction line. /images/reviews/cares340/t/5-Cockpit-01.jpg /images/reviews/cares340/t/5-Cockpit-02.jpg /images/reviews/cares340/t/5-Cockpit-03.jpg /images/reviews/cares340/t/5-Cockpit-04.jpg /images/reviews/cares340/t/5-Cockpit-05.jpg /images/reviews/cares340/t/5-Cockpit-06.jpgIn line with most add-ons today, the Carenado S340 does not featurea full 2D panel, merely a partial one for several gauges that may bedifficult to accurately access in flight. The PFD, MFD, lower pedestalsystems and the "Universal" FMC are all part of the panels that 2Dpanels have been included for. Additionally, a handy panel stateselector is available, along with the animation and ground servicescontrol panel. For harder to reach gauges, there are several pre-madeviews in the virtual cockpit that simulate 2D panels excellently,although I'm once again somewhat disappointed that there is no viewfor the main overhead panel, which made the initial learning processrather difficult as it was more difficult to locate the appropriateswitches to start the electrics and engines. Nonetheless, I chalk thisup to more of my personal gripe and should become a non-issue once youbecome familiar with the aircraft. I find the inclusion of a panel state selector to be very helpful,as this eliminates the trouble of first loading up the default Cessna,turning everything off then loading the desired aircraft again whenyou wish to simulate a full flight form Cold and Dark. However,Carenado takes this one step further and supports starting the flightfrom several states between Cold and Dark and being fully ready fortakeoff. Whilst I'm curious as to the rationale behind someone whowishes to start the flight with only one engine running, nonethelessthe choice is there should you wish to take advantage of it. SystemsWhilst the aircraft certainly wowed me with the looks, I can't helpbut be somewhat disappointed with the lack of in-depth systemssimulation. Functionality aside, the included "Universal FMC" isnon-functional in the virtual cockpit view and must be manipulatedusing the 2D version. This gives the impression of laziness on thedeveloper's part as something so basic feels like it should be a givenconsidering the price of the add-on. /images/reviews/cares340/t/6-Gauges-01.jpg /images/reviews/cares340/t/6-Gauges-02.jpg /images/reviews/cares340/t/6-Gauges-03.jpg /images/reviews/cares340/t/6-Gauges-04.jpgAdditionally, the Universal FMC itself seems rather lacklustercompared to a fully functioning FMC, providing only basic navigationfunctions, though it does provide the ability to fly SIDS andSTARS. Nonetheless, there appears to be click-spots on the FMC gaugefor more functionality than was described in the "FMS.pdf" manualprovided, including a VNAV button, though clicking the button producedno apparent results and the manual provides little to no help onthis. Perhaps there are plans to improve upon the FMC in the future? For now though, it would appear as if Flight1's GTN750 (soldseparately) is one of the best options for an immersive experience forthis aircraft. Flight ModelHaving taken a thorough tour of the aircraft on the ground, I wasexcited to see what it felt like to fly the aircraft. For my firstflight, I elected to try out one of Loganair's (operating with theFlybe livery) routes from Glasgow, UK to Bergen in Norway. /images/reviews/cares340/t/7-Parked-01.jpg /images/reviews/cares340/t/7-Parked-02.jpg /images/reviews/cares340/t/7-Parked-03.jpgThe aircraft is rather agile, as one would expect from an aircraftof this size. During taxi, I found the controls to be very touchy, asmall bump in the rudder would often turn the aircraft severaldegrees. Coming from flying larger jets, it can take some gettingused to. The takeoff was rather uneventful and pulling the yoke back atabout 100 knots allows the aircraft to rise smoothly into theair. Once in the air, the aircraft cleaned up nicely and easilyachieved the stipulated climb speed of 140 knots. /images/reviews/cares340/t/8-Departure-01.jpg /images/reviews/cares340/t/8-Departure-02.jpg /images/reviews/cares340/t/8-Departure-03.jpg /images/reviews/cares340/t/8-Departure-04.jpgI tried the various autopilot modes during climb, though the VSmode seem to produce the best results. The autopilot IAS mode seems tobe bugged, and when activated, the aircraft will fluctuate up and downrepeatedly (I was careful to ensure no time acceleration was usedhere) and struggle to maintain speed. During cruise, the autopilot was able to accurately track the routeas per the FMC, though the FMC did not cycle through the waypointscorrectly and was stuck on the first waypoint. Nonetheless, theautopilot was still able to follow the route without a hitch. /images/reviews/cares340/t/9-Cruise-01.jpg /images/reviews/cares340/t/9-Cruise-02.jpg /images/reviews/cares340/t/9-Cruise-03.jpg /images/reviews/cares340/t/9-Cruise-04.jpg /images/reviews/cares340/t/9-Cruise-05.jpgOn descent, I noticed the VNAV button on the autopilot console so Idecided to give it a try. VNAV mode does work surprisingly well at thestart, and initiated a smooth descent into Bergen airport. Isuccessfully utilized the FMC to select a STAR and the ILS 17 approachinto Bergen airport. However, my success with VNAV mode ended here,with the aircraft refusing to descend to the altitude listed on theFMC, instead remaining about a thousand feet higher despite resettingthe altitude alert to reflect the correct altitude. It was at this point that I took over control from the autopilotand flew the approach by hand to get a feel for the aircraft. Onapproach, the aircraft has a tendency to sink rather quickly (asevidenced by my position on approach being slightly lower than theglideslope) and significant engine thrust is required to ensure that Idid not descend below the glideslope. Nevertheless, I was able to landthe aircraft rather smoothly without incident. /images/reviews/cares340/t/10-Approach-01.jpg /images/reviews/cares340/t/10-Approach-02.jpg /images/reviews/cares340/t/10-Approach-03.jpg /images/reviews/cares340/t/10-Approach-04.jpg /images/reviews/cares340/t/10-Approach-05.jpg /images/reviews/cares340/t/10-Approach-06.jpgDuring the rollout, the aircraft decelerated surprisingly quicklyand then began an unremarkable taxi to the stand, which concluded mytest flight. /images/reviews/cares340/t/11-End-01.jpgSoundsHow an aircraft sounds is always bound to be a subjectivediscussion, more so when it comes to turboprop aircraft. Whilst Icannot say for sure whether or not the sound set of the S340 isauthentic, I can attest that the aircraft does believable, and similarto how other turboprop aircraft sound in flight simulator. /images/reviews/cares340/t/12-Pics-01.jpg /images/reviews/cares340/t/12-Pics-02.jpg /images/reviews/cares340/t/12-Pics-03.jpgConclusionIn the end, much like Carenado's other propliners, the avionics andsystems simulations with this add-on are somewhat basic. Whilstcertainly an upgrade over default aircraft and freeware add-ons, forthe price that you're paying I can't help but feel that more should'vebeen done. Additionally, I've noticed several kinks within theavionics and FMC still left to be worked out, which is disappointingto say the least. Despite so, the visuals do convey the impression of a respectableadd-on which I am certainly impressed by. Compared to other Saab 340add-ons, payware or freeware, Carenado's rendition is certainly themost presentable, realistic and enjoyable. With its recent depictionsof regional aircraft, Carenado has certainly delivered some amazingmodels of rarer turboprops, including this Saab 340 and theFokker F50I reviewed previously. In fact, Carenado is perhaps one of the only flightsim developersto have recreated the Saab 340 to a respectable standard thus far. Ifyou're a hardcore Saab 340 fan who would really enjoy a good-lookingmodel in your hangar, this add-on is definitely for you. However, ifyou're merely looking for a realistic flight simulation experiencewith a regional turboprop, there are certainly better options for theprice, in my opinion. /images/reviews/cares340/cares340.jpgMeng Yu Purchase Carenado - Saab S340 for FSX/Prepar3D Purchase Carenado - Saab S340 for X-Plane 11
  3. /images/notams/notams19/care0307/care0307a.jpgFeaturesHigh-end 4K PBR (Physically-based Rendering) graphics throughout, with ultra-realistic materials rendition (dynamic reflections, realistic metal and dielectric materials, etc.) Fully customized in-depth annunciator logic/aural warning logic/throttle logic, with friction control, gate, flight idle and flight idle override. Custom EHSI and EADI instruments and custom MFD85 with moving map, all featuring detachable pop-up windows Integrated FMS with detachable pop-up window (Laminar default) Custom APS85 Autopilot with detachable pop-up window Rain effect support* Fully customized Custom Torque on Take-Off (CTOT) system Fully customized pusher (anti-stall) logic In-depth FMOD sound design implementation, including distance effects, realistic prop reversal effects, etc. Functional gust lock system Custom electrical system/Starter Logic/Fuel System/prop logic/Bleed Air System/Avionics busses/Hydraulic Logic (Requires, among other things, pressurizing brake lines prior to chock removal)/Electrical Temperature system/de-ice logic Custom independent windshield wiper logic (with functional off and park positions) Airspeed Indicator with "Barber Pole" and functional test sequence RealityXP GTN750 support (with 3D panel display support) Extensive VR support with snap points in every passenger seat (All knobs, buttons, dials, handles, etc. also optimized for VR usage) Extensive HDR lighting with gimballed 3D lights and dynamically illuminated tail logo and ice lights for amazing night lighting effects Ground steering (tiller) system /images/notams/notams19/care0307/saab340_1.jpgIncludes air conditioning, pressurization, and oxygen system Features reversionary logic for EHSI and EADI. All passenger seats support seat backs, table trays, arm rests, HDR reading lights, stewardess call buttons. Main door has optional retractable passenger stairs. Functional stewardess control panel Visible and functional Ground Power Unit End-user customizable via Manifest.json file. Goodway compatible Engine design optimized for XP11.30¡¯s new turboprop model Flight dynamics optimized for latest improvements in XP11.30. Support for ¡°librain¡± plugin, including wiper support (Requires separate plugin install) Librain support also includes visual ice effects on windows.*Requires downloading Librain plugin. /images/notams/notams19/care0307/saab340_2.jpgIncluded In The Package9 HD liveries 1 HD blank livery S340 Emergency Procedure PDF S340 Normal Procedures PDF S340 Performance Tables PDF S340 Reference PDF S340 Overhead Panel Layout PDF DCP PDF X-Plane FMS PDF Recommended Settings XP11 PDF /images/notams/notams19/care0307/saab340_3.jpgPurchase Carenado - Saab S340 for X-Plane 11
  4. /images/notams/notams19/care0220.jpgFeaturesHigh-end 4k PBR (Physically-based Rendering) graphics throughout, with ultra-realistic materials rendition (Dynamic reflections, realistic metal and dielectric materials, etc.)Fully customized in-depth annunciator logic/aural warning logic/throttle logic, with friction control, gate, flight idle and flight idle override.Custom EHSI and EADI instruments and custom MFD85 with moving map, all featuring detachable pop-up windowsIntegrated FMS with detachable pop-up window (Laminar default)Custom APS85 Autopilot with detachable pop-up windowAnd many others... Purchase Carenado - S340 X-Plane 11 Released
  5. /images/notams/notams19/care0128/carenado1.jpgIn a very brief announcement on their Facebook page, Carenadohas announced they are working on the S340 for X-Plane 11. The alreadyoffer theSaab S340 for FSX/P3D. Along with the announcement the offered some screen shots: /images/notams/notams19/care0128/carenado2.jpg /images/notams/notams19/care0128/carenado3.jpg /images/notams/notams19/care0128/carenado4.jpgSource
  6. /images/notams/notams18/care0516.jpgFeaturesOriginal autopilot installedHD quality textures at 4096 x 4096Real SF34 soundsCustomizable panel for controlling windows transparency, instrument reflections and static elements such as wheel chocks and sights propsReal behavior compared to the real airplane; real weight and balanceTested by real pilotsRealistic night lights effects on panel and cockpitSpecial FeaturesFull FSX, P3D v2, v3, v4, and Steam compatibleFlight1 GTN 750 integrationUpdatable databaseAIRAC cycle 1310 (October 2013) includedSequence ProcedureCold and Dark start optionVolumetric side view prop effectTakeoff run and landing real rolling movement effectDynamic propeller shines effectCustom brakes sounds on taxi and landing run /images/notams/notams18/care0516.pngIncluded In The Package9 HD liveries1 HD Blank liveryS340 Emergency Procedure PDFS340 Normal Procedures PDFS340 Performance Tables PDFS340 Reference PDFS340 Overhead Panel Layout PDFFMS PDFDCP PDFRecommended Settings (FSX and P3Dv4) PDF Purchase Carenado - Saab S340 for FSX and P3D
  7. /images/notams/notams18/saab0503.jpgIn searching a better quality and updates for the old models to thelevel requested by our customers, we (Virtualcol) have created acompletely new version of the SAAB Regional airplanes. This newversion not only presents a substantial improvement in the externalmodels, but also completely and radical changes in the modeling of thevirtual cabin compared to the previous version. With this, we seek toraise the level of the product without leaving our "friendly frames"approach, which strives for greater efficiency in flight withouttaking up many resources of the user's computer. FeaturesThree models:SAAB 340SAAB 340 CargoSAAB 20002D panel and 3D improvement cockpitGround service animationPanels and original gaugesSeveral repaintsOriginal prop soundFully compatible with Microsoft FSX, FSX Steam Edition, Prepar3d v1, v2, v3 and v4Setup with detection of FS route to help in installationTextures in high resolution Purchase Virtualcol - SAAB Regional Pack v2 /images/notams/notams18/saab0503.png
  8. Exposing A Long Held Secret And Short Biography Of The SAAB JA37 And The Real Jack Veggin By Jack W. Veggin Sr. Howdy everyone. I guess to start with I will try to give a brief explanation of who I am. As for those who have chatted with me, or emailed back and forth can attest, that may be quite difficult for me to do, since I start off trying to say one or two words and end up writing a novel. I can only say it must be due to the many experiences in my life as a very hyper-active person. I think I get some of it from my uncle who was also very active and always on the go, and developed a very large world famous company. I was born in August of 1952. My mother was Vivian M. Bushman, and married Jack M. Veggin. To some the names may ring a bell, to others it may not even tinkle the spoon in their coffee cup, yet a lengthy family history book called "From Candlelight to Satellite" gives great detail to my ancestors on my mothers side, and on my fathers side it's not quite as discrete. His mothers mother, my great grandmother had three brothers. One of which my father and I get our first name from, Jack Warner. Most of you probably know who I am speaking of. So for the rest of you, Jack Warner is that powerful person who headed up the Warner Brothers company. Jack Warner was a big fan of Volvo and SAAB for their precision work and detail, and he used their products in his movies extensively. He had never married or had children, so he favored my grandmother for naming her son after him. Then when I was born, I carried a "W" as my middle initial which thrilled him out of this world. He had explained to me several times that it thrilled him so much because he avoided marriage and having children. That decision was by choice because his work left him no time to have a family life, and he felt he couldn't be the father he should be if he had kids. Therefore he never looked past the W in my name and called me J Dub 2. Everyone who knew him referred to him as J Dub. The W in my name is for my mothers father, Wil Bushman, who worked for Hostess bakery in Seattle for 30 years and was very well known in the northwest. My uncle Jack never seemed to mind that fact, and went throughout the world speaking of me. Not to average people I might add, as he was the most powerful person this world has ever seen, being able to freely come and go in any country of the world because of his company. He dealt with rulers around the world from the 20's to the 70's. Now that I have cleared up who I am, I'll get to the stuff you're here to read about. Hopefully in shorter detail than my autobiography I am currently working on. My uncle's involvement with SAAB, and Volvo, the timing of my birth, and my initials were coincidence, since I don't think my parents planned on me showing up the year and month I did. After all it was 9 months to the day after New Years Eve 1951 in which I did arrive. I never did ask if it was beer or wine or whatever, that influenced my entry to this world, although I know that 1951 December holiday period had to have a big influence with it. Later in the year of 1952 as things became less easy to hide, my uncle received word of what my initials would be whether I was born a girl or boy. He was involved at that precise time in the start up of the next generation of SAAB Fighter Jets. Being so financially involved with it, he was able to influence the naming also, and having fluent knowledge of the Swedish language, and history, he had the plane named after me, as he told me many times over. He did mention if I was a girl I would have been named Jackie and constantly prayed I would be a boy. So came the name of the SAAB JA37 Jakt Viggen. With my uncle keeping me informed on its development all through my childhood, giving me many little die cast replicas of the plane. This is the repaint I did for FS, with this view over the SAAB Airfield in Sweden As a kid there was only one thing I didn't like about its design which I remember quite well. It was the bottom tail fin. Being a young kid, I liked daydreaming and pretending to be flying it, making sounds of a jet, but landing on the floor its nose always went down, and on carpets it hooked, due to the fin holding it up in the back. Some things you just can't make a child appreciate no matter what you say. My uncle tried to explain to me several times what it was there for, and I do remember laying in hospital beds touching and looking at that fin endlessly on the first plastic replica he gave me, which I treasured. I can still see the teeth marks in my mind thinking of it, where I had tried to chew that fin off so I could make perfect 3 point landings. But in those days plastic was like steel, and the fin remained. How I got in the hospital is in itself many long separate stories, not just one experience. The first six years of my life must have been a total nightmare for all my relatives. I know I would have had a heart attack and died if it was one of my children. First was German measles coupled with tonsillitis at age two which they didn't expect me to survive, second was my drowning in a motel pool near Twenty Nine Palms, I had very carefully watched out the sides of my eyes to be able to sneak to the deep end of the pool with a toddlers rubber raft and go deep sea sailing in it. Yet when I attempted to step in, it scooted out across the pool and I went straight to the bottom. All this will be in great detail in the book, and is currently available to a good extent online. Shortly after getting out of the hospital over that ordeal I was still very exploratative and sneaky. Yet I quickly learned my mother had made sure we live nowhere near water when I got out, and I found myself going home to a motel way out in the desert, which was old, and hot, and not with any luxuries at all, and no place for kids to play except in the endless ocean sized sand box full of scorpions; this box however was the desert itself. Being very explorative it was less than two weeks and I found something new to investigate. As my mother and stepfather Frank, a marine, were inside playing cards with the owners of the motel, I found my way around behind the cabin and noticed a small step ladder and a square metal box on the wall, which made me curious, and therefore I climbed up and ended up taking the lights out to fix them which were not really lights at all, but flat glass fuses. After another short stay in the hospital, I again returned home to another new place, then eventually onto the base housing as it was completed. There we were directly across from the marine heliport for training. It was in about 1956, and I watched many hours of auto gyro training of helicopter pilots, and saw many crash and explode violently killing fathers of some of my friends, and swore never to go up in one of those contraptions. But as of lately my son has been, and against my wishes, since he is in the Army National Guard of Washington. So in reverse of common cliche, like son like father I guess I may go up in one also; my son may have me lined up in a Black Hawk this summer. I will give details here on FlightSim.Com as to how it handles and feels, and its sounds, when and if I get the nerve up to actually ride a weed eater into the sky. My favorite Sikorsky is the actual first true helicopter, and I do enjoy flying it in my sim. It's what I use on there to try looking into the windows of them condos down around Miami beach, oops, there goes another top secret story. It makes me wonder of the feds who get paid to do that stuff, what it might be like to have one of their jobs, or the personality to do it. Did I say that? Soon after, I started kindergarten in a brand new school in the desert, and that year went off OK, nothing too wild about me, but my mother got attacked by scorpions and nearly died from that, and in the summer after I had two more bad happenings, first was falling onto a cactus which my mother told me the story of many times, and how it took three days in the hospital for doctors to remove the foot long needles. Then late summer just before my sixth birthday I went once around the block of two quadplexes, and pulled back up in front of our kitchen door on my bicycle, to notice a large pile of sand, and called to my mother, since I could see her in the window doing the breakfast dishes, and she came to the door and panicked and said don't move, I looked down and saw I was totally covered to the waist with bright red fire ants, I started to yell in fear knowing they could hurt me badly, and they all bit at the same time, and I remember next coming home again from the hospital wrapped up from my waist down in gauze and spent the rest of that month in the house. The third bad one was on about he first day of school in the first grade, when I was playing in the fenced play area at the slide, and a kid a bit older and taller than myself, hit me over the head with a broken chunk of cement, in the size and shape of a football, and with all his force, the details to this episode are very lengthy, and so I'll jump ahead to being back in Seattle and meeting up with my uncle after my miracle recovery and regaining the use of my right side. It was about 1960 when they figured I was near fully recovered with only some spacy daydreams interrupting my thought processes. My uncle had come to me to ask me if I want to be a famous singer, and the most famous ever, yet I had already been talked to by my dad's father and warned I may not know who a friend or enemy is if I accept my uncle's offer. My grandfather may have meant well but I have since learned it has nothing to do with money or fame and sure wish I could let him know that today. From his talk I decided I wanted nothing to do with fame, and explained it to my uncle, yet he made me aware I was already world famous for several reasons, and that hiding it would be hard to do and may not be possible. We went on to discuss his will and many other things, and I am currently seeking those who defrauded my uncle's estate and took the moneys which should have come to me. It's not for the money but for my hatred of the wickedness and evil of those who victimize others, especially the innocent helpless and less fortunate. God knows I have paid the price for all victims, and has made examples from me with miracles, to give hope to those who need it, and if I regain control of Warner Brothers, that is what it will become, the most powerful advocate for victims in the world. And when I finish my book, much of the proceeds will go to help those who deserve help and to fight the biggest thieves in this world. After the visit of my uncle in 1960 he returned shortly again with the King and Queen of Sweden and explained to me he had a very important couple of people who came from half way around the world just to meet me. I was picked up and taken to a fancy place I barely remember, and I do remember their accent very well, yet with clouded problems from the coma, I can only remember being so flattered by the queen and the honest look in her face and eyes as she spoke to me, which I knew instantly she was a great person and one to be honored for her compassion of others. She leaned over to shake my hand and said they came all the way around the world only to meet me and had been waiting many months to do so, and had been very worried of my accident and prayed endlessly for my recovery, she said I am truly the "Fighter and the Thunderbolt" in which my name stands for. My recovery was remarkably fast once I had awoke from the coma, regaining control of my right side which was totally paralyzed when I first awoke, and that accounts for my half left handed and half right handed ways. Shortly after that is when I began my flying experiences. The first was an old Piper Tri-Pacer, in which I could not see over the glare shield of without getting up to my knees on the seat. I was so excited with the experience I lost contact with who ever it was who took me up, I can only recall it was someone special, and very well could have been my uncle, as I do remember my mother's excitement of the person being there to take us one at a time, and I was the first and the one with the longest ride, and I remember being shown how to turn and level and climb and descend, and remember being told the rudder is not needed to do these things if done slow and gently. Then I was given my chance, not being able to reach the pedals even just sitting in the seat, he had kept them steady and straight and talked me through making several turns and maneuvers, and I was a very astute student, my eyes did exactly everything he told me to do with them, and after a short time I had my first attempt at a touch and go landing. Boy did I ever feel like someone special when he said I must have had lessons somewhere before because all he did was steer the nose wheel when on the ground, and had admitted he didn't think I could do it, but proved him wrong on the first try. The second wasn't so hot, as I came in a bit high and slightly off center and he said not to worry it had to be the winds or something. I remember getting out later and not feeling any winds and thought about that on the way home, barely listening to my mother commenting back to me how proud she was for what he told her of my handling the plane. She told everyone we knew in the next few weeks just beside herself about an ability they never dreamed I could attain after the series of bad experiences. My next was in the air scouts, getting in an unfinished 272 on its third flight and each of us having time at the stick, another awesome experience for a young boy, and for those who have never had that chance if you keep your volume to the right level and sit back on your PC, and take one of those situation flights like for the 737 the experience is so close, it's amazing, you just don't get the full feel on the sim, but the handling is quite accurate, the sound is nearly true, and for those with better PC's than the one I fly on, the sound may just be perfect. I was 11 at that point, and that's when I got to see the big birds with hands on, and got my glider permit about then also. I had a lot of fun in the hangar as a kid recovering the troop's glider, having done many model planes in tissue and silk span, the chance to use real silk was fun and easy, just a bit too heavy for the models, and yes I got a little to take home and try. The only problem with the real silk on models was not so much the weight, it just wouldn't shrink enough to fit the tight curves and corners of the small model planes. Over time and several commercial flights from time to time, and after my kids were a couple years old or so, I started on my private license. I flew several different Cessna versions, from 150's to 192's, a Piper Cub, a stock Alon Air Coupe, and a modified Air Coupe which had all controls on the yoke, except one pedal for a brake only. The Alon Air Coupe is a really neat old vintage plane said to be spin proof due to the double tail. I would love to design or find one already made to use in my sim. I also flew and quickly fell head over heels in love with a Stearman PT17, and found a sterling scale gas model which I still have, and it flies like the real bird. If you want down you go wings over fall into a dive or cut the throttle off and wait till it slows to start a descent. My brother Mark had gone to a school for an airframe and power plant certificate, and eventually landed a job and heard of an opening in the avionics section. I being deeply involved in electronics, he called to tell me of the opening. I went and applied and got the job. While there I didn't last long because I was stolen from that shop and pulled into flight test. My name was a key in that power pull I found out later. One of the pilots knew exactly who I was when he heard my name. That was Blackie Blackwell, and at that time was the leading Lear pilot the world over, having logged more hours than any other by virtue of working for the Lear Company, and many others as a test pilot, and for several movie makers including Warner Bros. I did computer mod's and calibrations, avionics work, and ran the onboard flight photo recorder, having also been involved in photography since high school, and helping to launch the first electronics class there, and the first, dare I say it, home economics class for boys. That class ended up having all the trouble makers and hams of the school, and was Auburn's hope that would make it fail. It was a great success. As we flew and did our testing in the Lears and Saber Liners, I spent a lot of time in right seat. Blackie and I fast became good friends, and a person you can learn about in a movie called Air America, staring Mel Gibson playing the person I speak of, had his hangar right behind us, and he flew several times with us. I must say Mel did a good job of playing him, only I can't quite put my finger on it, but there was a bit of difference. I think Mel should have been a little more serious looking in the movie, yet maintaining the humor. The end of the movie has a short bibliography of him and Air America. In the many times we went up in the experimental Lear 24F, we had many problems of equipment failure. and a number of mayday calls, believing we weren't going to make it back to a place to land. One time it was pretty severe. We lost the starboard oil pressure fairly rapidly, down to about 30% then suddenly the engine died off. As we circled over the Straight of Juan DeFuca and headed toward the shores of Washington State, somewhere slightly east of the Dungeness Spit, we saw an area that appeared in from shore to flat and long enough with only bushes at the end instead of trees like the rest of the area. This is the Lear 24F Experimental on the apron back in late fall of 1979. This is the Saber Liner 80 Experimental on the apron, taken about a month later after some refitting work, with the nose of a 707 belonging to Air America in the background. As we headed toward it the port engine started to lose oil pressure also, not as rapidly though and frantically trying to restart the starboard engine without luck. Then the port engine dropped off even more and died, we began to descend rather fast. As we approached I could see it was a field of about four to six soccer fields together and full of people. Still trying to start engines and Blackie getting nervous and calling mayday continually and finally getting a response from Pain Field he began to read it out play by play to them. We must have been between 500 and 700 feet when we got the port engine to fire and then the starboard engine. As we powered up and felt them give thrust, just as it was about to stall, I noticed a person on the field jumping and pointing at us, and the fields cleared like flies on a cow pie. Blackie wasn't paying attention until that point and we looked at each other, and we smiled, and right back to our jobs, leveled off and passed over the field with thrust going up rapidly and holding about 300 feet. I don't think the people on the field knew what was happening with us, but after we circled a few times to regain altitude and a spot plane with us in contact the full time, the oil pumps seemed to stabilize and power was OK, and we began to head toward Pain Field holding at 10,000 feet. As we got near there all seemed well and we were in a position to choose either Seattle or Everett, Blackie said Seattle, and we angled a bit more to the south with seemingly no problems and the spot plane stayed beside us. As we approached Harbor Island we lost a little power but the oil pressure seemed fine. By the time we passed Spokane Street oil pressure began to drop in the starboard engine again, and we had a bit of a side wind from the west to deal with. In our straight in approach the final descent we dropped too much and had no choice as the engines both decided to drop to under 30% port and 20% starboard. We slammed down hard at the very edge of the cement at under stall speed by about 8 knots. Hitting the thrust reversers Blackie said starboard flame out, and we cut the reversers and rode out a long hairy stop. The 24F has only 12 inch tires, and doesn't come with thrust reversers on the engines, but Dee Howard Company manufactures them, and those on that bird at that time, had the second revision. I had heard the news several years back of a Lear crashing on a test flight in Texas near San Antonio. I had listened intently, for I knew they were there near San Antonio to the news for a few days until the release of the pilot's name. It was the Great Blackie Blackwell. He had gone down while doing stall speed tests and a stall had developed into a flat spin, a well known problem of Lear jets. I guess that's why Blackie drank so much, and could down a fifth of gin and sitting with him you couldn't notice, but by the second fifth he staggered as he walked, but only a little, and still it didn't show in his voice. A great pilot and and professional hot dogger and thrill seeker in a Lear. The picture is the bird we flew most, the 24F, with pitot boom, and a very slick paint job and Dee Howard reverser's. If anyone wishes to get with me to design a true copy of this bird, its characteristics are much different than a stock 24F. Capable of higher altitudes and faster speeds and even ground speeds beyond belief and we caught lots of trouble from the tower many times for stunts on the runway and line ups waiting to go. Such as topping 400 kts before letting the stick go, and hovering in the taxi ways in line ups behind 272's and DC-10's doing their run ups. Another pilot who flew with us was Tom, please forgive me for forgetting his last name at the moment but Tom never liked to go with Blackie, he was a much more straight forward do it by the book pilot, and argued with Blackie several times over some of Blackie little stunts, he didn't mind the superb snap rolls with a glass of gin and tonic filled to the brim set up on the glare shield and not spilling a drop, and Blackie always made bets doing that, and won every time. One other famous thing Blackie did was get everyone sick who rode with him, except me, and he nearly got himself sick one day trying. The FAA buy off's were always a special treat for him as he would place big bets with them guys since they had more money than the employees in the hangar we took up for weight. And after the buy off's and then the bets he played a little on his way back giving each FAA pilot a feel of the hot little 24F, and not to mention normally getting 2 out of 3 of them sick every time on the last leg back. Everyone who worked with Blackie knew he was very serious in his work and it was always work first and picking an area to do the work, and then on the return in a different area would be the play, and it was always that way. I know that if they said he was doing stall tests when the spin occurred he was working and not playing. That was a sort of known secret in case something did happen, yet in that spin I think it was his personal mechanic who went down with him. I ceased to use my flightsim for nearly two years because I could only think of his face and knowing and remember his fear but uninterrupted professional responses in a time of unforeseen emergencies in the air. His first concern was always for an open place on the ground where no others would be endangered. Like me, Blackie had more concern for others' safety before his. Him and I had no fear of our own deaths. Another friend you all know, who I began to get close with was Commander Dick Scobee, and his uncle who introduced us about two years prior to his death. My son and daughter attended school with his kids, Dick and I developed a thing for the Rainier School in Buckley for the retarded kids to race model soapbox cars and see who won without any arguments, and it worked great. All of this and much much more will be in my autobiography. This article I have done as a special introduction to display on FlightSim.Com. I will in the near future do many more, in the nature of reviews for comparisons in the feel of real planes I have flown to the FS models designed to represent them. God Bless All... Jack W. Veggin Sr. Copyrights 1979 to 2001 J.W.V.Sr. JDub2 Productions
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