BVM F-4 build
10-23-2011, 01:04 PM
#52
Join Date: May 2006
Location: Monticello, Il
Posts: 322
Likes: 0
Received 0 Likes
on
0 Posts
RE: BVM F-4 build
I had the opportunity to fly Steve Burnett's newly acquired F-Fo. What a rush!! Steve put a Jet Central Cheetah in it, more than enough power! Best part is it flies great from the local grass field! I may have to go dust off the old BVM owned Blue Angel. They are not cheap, nor are they ARF, but it is a quality machine. The BV F-4 is a real man's plane.
Get the build going John!
Get the build going John!
10-23-2011, 03:35 PM
#53
Join Date: Jan 2007
Location: Orlando,
FL
Posts: 167
Likes: 0
Received 0 Likes
on
0 Posts
RE: BVM F-4 build
The rest of the story!! Saturday Dustin did the Maiden after a few owners and my Phase 1 thru 4 inspection and repair. A low time BVM F4, but not flown in a few years. After a perfect take off and great flight, ( Anyone who has seen Dustin Fly can attest to his skills), time to land, Gear Down and NO LEFT MAIN!!!!!! After every manuever in the book, and low fuel light blinking, time to land. With only the Nose Gear and Right Main down, A perfect landing with the engine shut down and NOT A SCRATCH . UNBELEIVEABLE!!!!!! I can't even begin put into words what an incredible stick Dustin is.. Two more flights today to finalize trims and systems and I'm ready for many sorties . I cannot begin to express my appreciation to Dustin.. I can say without reservation, I Fly BVM
10-23-2011, 09:26 PM
#57
My Feedback: (10)
Join Date: Oct 2004
Location: Las Vegas,
NV
Posts: 1,944
Likes: 0
Received 0 Likes
on
0 Posts
RE: BVM F-4 build
Well, we can't have Ozie running around with the only "mans plane" at the field....hard enough with the endless "I'm a pilot" stories....time to get serious about the F100....
10-24-2011, 02:42 AM
#58
Senior Member
My Feedback: (1)
Join Date: Dec 2001
Location: Oxford, MS
Posts: 3,241
Likes: 0
Received 0 Likes
on
0 Posts
RE: BVM F-4 build
ORIGINAL: InboundLZ
Well, we can't have Ozie running around with the only ''mans plane'' at the field....hard enough with the endless ''I'm a pilot'' stories....time to get serious about the F100....
Well, we can't have Ozie running around with the only ''mans plane'' at the field....hard enough with the endless ''I'm a pilot'' stories....time to get serious about the F100....
DR
10-24-2011, 05:04 AM
#59
RE: BVM F-4 build
haaaaa haaaaaaaa........I couldn't resist.......(think full metal jacket).......Get some!!!! Get Some!!!!!....
[youtube]http://www.youtube.com/watch?v=MYLPoTNnKAk[/youtube]
[youtube]http://www.youtube.com/watch?v=MYLPoTNnKAk[/youtube]
ORIGINAL: InboundLZ
Well, we can't have Ozie running around with the only ''mans plane'' at the field....hard enough with the endless ''I'm a pilot'' stories....time to get serious about the F100....
Well, we can't have Ozie running around with the only ''mans plane'' at the field....hard enough with the endless ''I'm a pilot'' stories....time to get serious about the F100....
10-24-2011, 06:19 AM
#60
RE: BVM F-4 build
Back from I-Hobbby and ready to begin. Ozie's Phantom should be here today I am guessing. Have the parts lits from the one and only Patty at BVM and the extra new parts are on the way. Look for it to begin next week!
We will be using the F-100 hardware (bolts and aluminum nuts) to hold the wings on.
We will be using the F-100/Super Bandit carbon horns to hinge the flaps and ailerons.
We will be working Ad Clark's thrust line mod for maximum performance (not that any more is needed).
We will be commiting suicide once we get the plane framed!!!!
As DR stated, this is the one that separates the men from the boys!!
Stay tuned!!!
Ozie, get your dad an account on here and he can throw in an occassional Rhino flying fact durign teh build. What better than to get some real information on flying the best damned fighter ever built!!!!!
We will be using the F-100 hardware (bolts and aluminum nuts) to hold the wings on.
We will be using the F-100/Super Bandit carbon horns to hinge the flaps and ailerons.
We will be working Ad Clark's thrust line mod for maximum performance (not that any more is needed).
We will be commiting suicide once we get the plane framed!!!!
As DR stated, this is the one that separates the men from the boys!!
Stay tuned!!!
Ozie, get your dad an account on here and he can throw in an occassional Rhino flying fact durign teh build. What better than to get some real information on flying the best damned fighter ever built!!!!!
10-24-2011, 01:20 PM
#68
RE: BVM F-4 build
Phantom arrived today. It is out of the box and ready to head to the basement. Alot of work ahead of me. We will begin aroud Thursday I am going to guess.
Stay tuned and some one give me the number of a good Phsyciatrist!!! What in the hell was I thinking.
Stay tuned and some one give me the number of a good Phsyciatrist!!! What in the hell was I thinking.
10-24-2011, 01:26 PM
#69
RE: BVM F-4 build
William D Lawrence MD
1601 8th Ave., Suite B, Fort Worth, TX 76104 (817) 292-1882 ‎
good dude...little fingers
get in there Tiger!!!!
1601 8th Ave., Suite B, Fort Worth, TX 76104 (817) 292-1882 ‎
good dude...little fingers
get in there Tiger!!!!
ORIGINAL: John Redman
Phantom arrived today. It is out of the box and ready to head to the basement. Alot of work ahead of me. We will begin aroud Thursday I am going to guess.
Stay tuned and some one give me the number of a good Phsyciatrist!!! What in the hell was I thinking.
Phantom arrived today. It is out of the box and ready to head to the basement. Alot of work ahead of me. We will begin aroud Thursday I am going to guess.
Stay tuned and some one give me the number of a good Phsyciatrist!!! What in the hell was I thinking.
10-24-2011, 04:31 PM
#70
RE: BVM F-4 build
ORIGINAL: John Redman
We will be using the F-100/Super Bandit carbon horns to hinge the flaps and ailerons.
We will be using the F-100/Super Bandit carbon horns to hinge the flaps and ailerons.
Man am I am getting a urge to buy an F4 now.. [>:] You have me feeling my Hun's a bit girly.
Roger
10-24-2011, 11:04 PM
#71
My Feedback: (13)
RE: BVM F-4 build
Gents,
John asked me to get the old man an account so he can share full scale F-4 stories. He wasn't real interested in all that, but he passed me a series of stories to share if any is interested. Here is one, if anyone wants I'll be happy to type up some more:
After he Completed RTU (at George AFB, where I was born and where Dantley spent some years)(RAG for the navy guys, initial qual in the jet for non mil types) he went to Seymour Johnson. In those days the soviets posed a credible threat so they'd sit jets on alert up and down the east coast, two of which sat at Seymour. I think guys would pull 24-48 hr alert shifts where they'd report in, get a local intel brief and then preflight/hotcock the jets. Buck that means they'd align the INS and make sure the jets were ready to scramble quickly, not what you were thinking
. At that point the waiting would begin. The Ruskies would sometimes fly Bear bombers down the coast to Cuba and the alert fighters would launch to escort them. The guys would study, sleep, play cards/basketball...whatever they could to pass the time, always within seconds on being in the jet to race out armed to the teeth to intercept Ivan who, in reality, was probably just looking forward to some T&A in the warm Cuba sun!
Well when you get to a new place, you often don't fly a lot at first due sortie availability etc. Long story short, the old man's last sortie at George was in December, and then he had a local area orientation and some other ride before he was tagged to sit alert in may. Yes, for those counting he had two sorties in five months before sitting in a shack with an armed monster waiting to race out and defend the coast from those communist hoardes. Naturally the claxon went off that night and he raced for his fighter. As he was climbing the ladder the crew chief already had air going through the motors so he could hit the start button and go over the hump (throttle out of the idle cutoff position) for an immediate light off. Quick switch the air to the other side, repeat the procedure for the second motor and run the few remaining checks in the scramble checklist and out they'd dash from the hangars. As they'd race from the hangars missiles would be coming online, ATC would clear them for takeoff and provide an initial vector. The alert facilities were setup on the ends of the runway with very shallow turns onto to runway so you old take them at a good clip. As soon as your were lined up on the runway it was full afterburner on both motors (20 stages of grunt total) and off they'd roar into the night. So here's the new kid on the block with ~69 hours total roaring off with three sorties in five months. Notice no where in here did I mention anything about being strapped in!! Imagine sitting on a live ejection seat, trying to strap in while screaming off to intercept an enemy airplane and you're in a PIO to be damned. Poor WSO!!!
One stupid story of the good old days driving Phantoms post WW-Nam. I'm sure there are guys here with Nam stories to share that'll roll Our socks down.
Anyone interested in more random stories that I an squeeze from the old man?
Dave
John asked me to get the old man an account so he can share full scale F-4 stories. He wasn't real interested in all that, but he passed me a series of stories to share if any is interested. Here is one, if anyone wants I'll be happy to type up some more:
After he Completed RTU (at George AFB, where I was born and where Dantley spent some years)(RAG for the navy guys, initial qual in the jet for non mil types) he went to Seymour Johnson. In those days the soviets posed a credible threat so they'd sit jets on alert up and down the east coast, two of which sat at Seymour. I think guys would pull 24-48 hr alert shifts where they'd report in, get a local intel brief and then preflight/hotcock the jets. Buck that means they'd align the INS and make sure the jets were ready to scramble quickly, not what you were thinking
. At that point the waiting would begin. The Ruskies would sometimes fly Bear bombers down the coast to Cuba and the alert fighters would launch to escort them. The guys would study, sleep, play cards/basketball...whatever they could to pass the time, always within seconds on being in the jet to race out armed to the teeth to intercept Ivan who, in reality, was probably just looking forward to some T&A in the warm Cuba sun!Well when you get to a new place, you often don't fly a lot at first due sortie availability etc. Long story short, the old man's last sortie at George was in December, and then he had a local area orientation and some other ride before he was tagged to sit alert in may. Yes, for those counting he had two sorties in five months before sitting in a shack with an armed monster waiting to race out and defend the coast from those communist hoardes. Naturally the claxon went off that night and he raced for his fighter. As he was climbing the ladder the crew chief already had air going through the motors so he could hit the start button and go over the hump (throttle out of the idle cutoff position) for an immediate light off. Quick switch the air to the other side, repeat the procedure for the second motor and run the few remaining checks in the scramble checklist and out they'd dash from the hangars. As they'd race from the hangars missiles would be coming online, ATC would clear them for takeoff and provide an initial vector. The alert facilities were setup on the ends of the runway with very shallow turns onto to runway so you old take them at a good clip. As soon as your were lined up on the runway it was full afterburner on both motors (20 stages of grunt total) and off they'd roar into the night. So here's the new kid on the block with ~69 hours total roaring off with three sorties in five months. Notice no where in here did I mention anything about being strapped in!! Imagine sitting on a live ejection seat, trying to strap in while screaming off to intercept an enemy airplane and you're in a PIO to be damned. Poor WSO!!!
One stupid story of the good old days driving Phantoms post WW-Nam. I'm sure there are guys here with Nam stories to share that'll roll Our socks down.
Anyone interested in more random stories that I an squeeze from the old man?
Dave
10-24-2011, 11:25 PM
#72
RE: BVM F-4 build
ORIGINAL: ozief16
Gents,
John asked me to get the old man an account so he can share full scale F-4 stories. He wasn't real interested in all that, but he passed me a series of stories to share if any is interested. Here is one, if anyone wants I'll be happy to type up some more:
After he Completed RTU (at George AFB, where I was born and where Dantley spent some years)(RAG for the navy guys, initial qual in the jet for non mil types) he went to Seymour Johnson. In those days the soviets posed a credible threat so they'd sit jets on alert up and down the east coast, two of which sat at Seymour. I think guys would pull 24-48 hr alert shifts where they'd report in, get a local intel brief and then preflight/hotcock the jets. Buck that means they'd align the INS and make sure the jets were ready to scramble quickly, not what you were thinking. At that point the waiting would begin. The Ruskies would sometimes fly Bear bombers down the coast to Cuba and the alert fighters would launch to escort them. The guys would study, sleep, play cards/basketball...whatever they could to pass the time, always within seconds on being in the jet to race out armed to the teeth to intercept Ivan who, in reality, was probably just looking forward to some T&A in the warm Cuba sun!
Well when you get to a new place, you often don't fly a lot at first due sortie availability etc. Long story short, the old man's last sortie at George was in December, and then he had a local area orientation and some other ride before he was tagged to sit alert in may. Yes, for those counting he had two sorties in five months before sitting in a shack with an armed monster waiting to race out and defend the coast from those communist hoardes. Naturally the claxon went off that night and he raced for his fighter. As he was climbing the ladder the crew chief already had air going through the motors so he could hit the start button and go over the hump (throttle out of the idle cutoff position) for an immediate light off. Quick switch the air to the other side, repeat the procedure for the second motor and run the few remaining checks in the scramble checklist and out they'd dash from the hangars. As they'd race from the hangars missiles would be coming online, ATC would clear them for takeoff and provide an initial vector. The alert facilities were setup on the ends of the runway with very shallow turns onto to runway so you old take them at a good clip. As soon as your were lined up on the runway it was full afterburner on both motors (20 stages of grunt total) and off they'd roar into the night. So here's the new kid on the block with ~69 hours total roaring off with three sorties in five months. Notice no where in here did I mention anything about being strapped in!! Imagine sitting on a live ejection seat, trying to strap in while screaming off to intercept an enemy airplane and you're in a PIO to be damned. Poor WSO!!!
One stupid story of the good old days driving Phantoms post WW-Nam. I'm sure there are guys here with Nam stories to share that'll roll Our socks down.
Anyone interested in more random stories that I an squeeze from the old man?
Dave
Gents,
John asked me to get the old man an account so he can share full scale F-4 stories. He wasn't real interested in all that, but he passed me a series of stories to share if any is interested. Here is one, if anyone wants I'll be happy to type up some more:
After he Completed RTU (at George AFB, where I was born and where Dantley spent some years)(RAG for the navy guys, initial qual in the jet for non mil types) he went to Seymour Johnson. In those days the soviets posed a credible threat so they'd sit jets on alert up and down the east coast, two of which sat at Seymour. I think guys would pull 24-48 hr alert shifts where they'd report in, get a local intel brief and then preflight/hotcock the jets. Buck that means they'd align the INS and make sure the jets were ready to scramble quickly, not what you were thinking
. At that point the waiting would begin. The Ruskies would sometimes fly Bear bombers down the coast to Cuba and the alert fighters would launch to escort them. The guys would study, sleep, play cards/basketball...whatever they could to pass the time, always within seconds on being in the jet to race out armed to the teeth to intercept Ivan who, in reality, was probably just looking forward to some T&A in the warm Cuba sun!Well when you get to a new place, you often don't fly a lot at first due sortie availability etc. Long story short, the old man's last sortie at George was in December, and then he had a local area orientation and some other ride before he was tagged to sit alert in may. Yes, for those counting he had two sorties in five months before sitting in a shack with an armed monster waiting to race out and defend the coast from those communist hoardes. Naturally the claxon went off that night and he raced for his fighter. As he was climbing the ladder the crew chief already had air going through the motors so he could hit the start button and go over the hump (throttle out of the idle cutoff position) for an immediate light off. Quick switch the air to the other side, repeat the procedure for the second motor and run the few remaining checks in the scramble checklist and out they'd dash from the hangars. As they'd race from the hangars missiles would be coming online, ATC would clear them for takeoff and provide an initial vector. The alert facilities were setup on the ends of the runway with very shallow turns onto to runway so you old take them at a good clip. As soon as your were lined up on the runway it was full afterburner on both motors (20 stages of grunt total) and off they'd roar into the night. So here's the new kid on the block with ~69 hours total roaring off with three sorties in five months. Notice no where in here did I mention anything about being strapped in!! Imagine sitting on a live ejection seat, trying to strap in while screaming off to intercept an enemy airplane and you're in a PIO to be damned. Poor WSO!!!
One stupid story of the good old days driving Phantoms post WW-Nam. I'm sure there are guys here with Nam stories to share that'll roll Our socks down.
Anyone interested in more random stories that I an squeeze from the old man?
Dave
ohhhh yea!!!
10-25-2011, 02:26 AM
#73
Senior Member
My Feedback: (1)
Join Date: Dec 2001
Location: Oxford, MS
Posts: 3,241
Likes: 0
Received 0 Likes
on
0 Posts
RE: BVM F-4 build
You will find that when you roll the F-FO out on the flight line that you will hear stories from everyone from former pilots, to crew chiefs, to the guys that packed the chute. There is just a certain something about the Phantom. Keep the stories rolling.
10-25-2011, 06:08 AM
#75
RE: BVM F-4 build
Dude!!! I literally laffed out loud!!!! and in the spirit of this thread....I'll reserve my response for the next time I'm in Vegas haaaahaaaa
let's go Johnny Red!!! start slinging some glue......we want to see this bird at Mississippi AB next year!!! I've already got a "hall pass" for Oz but with any luck we'll get the whole fam/damly to visit also. I'd rather see his old lady anyway
haa haa
Go Rangers!!!
and in the spirit of this thread....I'll reserve my response for the next time I'm in Vegas haaaahaaaalet's go Johnny Red!!! start slinging some glue......we want to see this bird at Mississippi AB next year!!! I've already got a "hall pass" for Oz but with any luck we'll get the whole fam/damly to visit also. I'd rather see his old lady anyway
haa haa
Go Rangers!!!
ORIGINAL: ozief16
Gents,
John asked me to get the old man an account so he can share full scale F-4 stories. He wasn't real interested in all that, but he passed me a series of stories to share if any is interested. Here is one, if anyone wants I'll be happy to type up some more:
After he Completed RTU (at George AFB, where I was born and where Dantley spent some years)(RAG for the navy guys, initial qual in the jet for non mil types) he went to Seymour Johnson. In those days the soviets posed a credible threat so they'd sit jets on alert up and down the east coast, two of which sat at Seymour. I think guys would pull 24-48 hr alert shifts where they'd report in, get a local intel brief and then preflight/hotcock the jets. Buck that means they'd align the INS and make sure the jets were ready to scramble quickly, not what you were thinking. At that point the waiting would begin. The Ruskies would sometimes fly Bear bombers down the coast to Cuba and the alert fighters would launch to escort them. The guys would study, sleep, play cards/basketball...whatever they could to pass the time, always within seconds on being in the jet to race out armed to the teeth to intercept Ivan who, in reality, was probably just looking forward to some T&A in the warm Cuba sun!
Well when you get to a new place, you often don't fly a lot at first due sortie availability etc. Long story short, the old man's last sortie at George was in December, and then he had a local area orientation and some other ride before he was tagged to sit alert in may. Yes, for those counting he had two sorties in five months before sitting in a shack with an armed monster waiting to race out and defend the coast from those communist hoardes. Naturally the claxon went off that night and he raced for his fighter. As he was climbing the ladder the crew chief already had air going through the motors so he could hit the start button and go over the hump (throttle out of the idle cutoff position) for an immediate light off. Quick switch the air to the other side, repeat the procedure for the second motor and run the few remaining checks in the scramble checklist and out they'd dash from the hangars. As they'd race from the hangars missiles would be coming online, ATC would clear them for takeoff and provide an initial vector. The alert facilities were setup on the ends of the runway with very shallow turns onto to runway so you old take them at a good clip. As soon as your were lined up on the runway it was full afterburner on both motors (20 stages of grunt total) and off they'd roar into the night. So here's the new kid on the block with ~69 hours total roaring off with three sorties in five months. Notice no where in here did I mention anything about being strapped in!! Imagine sitting on a live ejection seat, trying to strap in while screaming off to intercept an enemy airplane and you're in a PIO to be damned. Poor WSO!!!
One stupid story of the good old days driving Phantoms post WW-Nam. I'm sure there are guys here with Nam stories to share that'll roll Our socks down.
Anyone interested in more random stories that I an squeeze from the old man?
Dave
Gents,
John asked me to get the old man an account so he can share full scale F-4 stories. He wasn't real interested in all that, but he passed me a series of stories to share if any is interested. Here is one, if anyone wants I'll be happy to type up some more:
After he Completed RTU (at George AFB, where I was born and where Dantley spent some years)(RAG for the navy guys, initial qual in the jet for non mil types) he went to Seymour Johnson. In those days the soviets posed a credible threat so they'd sit jets on alert up and down the east coast, two of which sat at Seymour. I think guys would pull 24-48 hr alert shifts where they'd report in, get a local intel brief and then preflight/hotcock the jets. Buck that means they'd align the INS and make sure the jets were ready to scramble quickly, not what you were thinking
. At that point the waiting would begin. The Ruskies would sometimes fly Bear bombers down the coast to Cuba and the alert fighters would launch to escort them. The guys would study, sleep, play cards/basketball...whatever they could to pass the time, always within seconds on being in the jet to race out armed to the teeth to intercept Ivan who, in reality, was probably just looking forward to some T&A in the warm Cuba sun!Well when you get to a new place, you often don't fly a lot at first due sortie availability etc. Long story short, the old man's last sortie at George was in December, and then he had a local area orientation and some other ride before he was tagged to sit alert in may. Yes, for those counting he had two sorties in five months before sitting in a shack with an armed monster waiting to race out and defend the coast from those communist hoardes. Naturally the claxon went off that night and he raced for his fighter. As he was climbing the ladder the crew chief already had air going through the motors so he could hit the start button and go over the hump (throttle out of the idle cutoff position) for an immediate light off. Quick switch the air to the other side, repeat the procedure for the second motor and run the few remaining checks in the scramble checklist and out they'd dash from the hangars. As they'd race from the hangars missiles would be coming online, ATC would clear them for takeoff and provide an initial vector. The alert facilities were setup on the ends of the runway with very shallow turns onto to runway so you old take them at a good clip. As soon as your were lined up on the runway it was full afterburner on both motors (20 stages of grunt total) and off they'd roar into the night. So here's the new kid on the block with ~69 hours total roaring off with three sorties in five months. Notice no where in here did I mention anything about being strapped in!! Imagine sitting on a live ejection seat, trying to strap in while screaming off to intercept an enemy airplane and you're in a PIO to be damned. Poor WSO!!!
One stupid story of the good old days driving Phantoms post WW-Nam. I'm sure there are guys here with Nam stories to share that'll roll Our socks down.
Anyone interested in more random stories that I an squeeze from the old man?
Dave