Flight deck 4 review
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Flight Deck 4 Review
- Flight Deck is an Arrow Dynamics steel suspended roller coaster at Kings Island in Mason, Ohio. It officially opened during the 1993 season under the name Top Gun.
- the upper deck of an aircraft carrier; used as a runway
- The deck of an aircraft carrier, used for takeoff and landing
- The cockpit of a large aircraft, from which the pilot and crew fly it
- Flight Deck is a roller coaster located at California's Great America in Northern California. Built by Bolliger & Mabillard, Flight Deck made its debut March 19, 1993 as Top Gun. It is the park's most popular ride.
- A formal assessment or examination of something with the possibility or intention of instituting change if necessary
- A critical appraisal of a book, play, movie, exhibition, etc., published in a newspaper or magazine
- look at again; examine again; "let's review your situation"
- reappraisal: a new appraisal or evaluation
- A periodical publication with critical articles on current events, the arts, etc
- an essay or article that gives a critical evaluation (as of a book or play)
- four: the cardinal number that is the sum of three and one
- four: being one more than three
- Derek Lamar Fisher (born August 9, 1974) is an American professional basketball player who plays for the Los Angeles Lakers. His NBA career has spanned more than 14 years, during which he has won 5 NBA Championships.
Shimano SC-6502 Flight Deck Computer Head
The Shimano Flight Deck SC-6502 Computer head can be programmed for 8, 9 or 10-speed drivetrains. Four-bike programming: gearing and wheel size data for four bikes can be programmed and accessed from one computer head. Features: Four-bike programming: gearing and wheel size data for four bikes can be programmed and accessed from one computer headProgram one, two, or three chainrings; display shows the number of chainrings programmedGear size display: once shift is made, computer will momentarily show what chainring/gear combination bike is in, 53-12 etc.One button on each brake lever controls computer functionFeatures: speed, total distance, trip distance, clock, ride time, max. speed, average speed and pacer +/-Bracket and sensor kit sold separatelyCompatible with compact road gearing
USS John F. Kennedy CVA-67
USS John F. Kennedy (CV-67) was laid down in 1964 in hull number sequence with the Forrestal and Kitty Hawk/America classes. However, Kennedy was intended to be nuclear powered, as was Enterprise (CVN-65) but costs at the time dictated conventional fossil-fueled power. Extensive design revision resulted in start and completion seven years after Kitty Hawk. Even as USS America was markedly different from her nominal class leader, so Kennedy was different yet, and hence a stand-alone class configuration. For reference:
USS Independence (CV-62), last Forestall, laid down 1955/ commissioned 1959
USS Kitty Hawk (CV-63), class leader, laid down 1956/ commissioned 1961
USS Constellation (CV-64) laid down 1957/ commissioned 1961
USS Enterprise (CVN-65) laid down 1958/ commissioned 1961
USS America (CV-66) laid down 1961/ commissioned 1965
USS John F. Kennedy (CV-67) laid down 1964/ commissioned 1968.
Among the more evident differences between Kennedy and her immediate predecessors: her flight
deck was somewhat wider than the Kitty Hawk ships but approximated the 252 feet of most Forestalls and future Nimitz ships; her uptakes were canted to starboard helping to clear the flight
deck of smoke, soot and stack gasses; the forward edge of the angled flight
deck was cut at an acute angle; and she was completed without weapons (Mk.25 Sea Sparrow launchers were later installed). Kennedy was provided with Type 13 Mod. I catapults, providing sufficient thrust to launch aircraft as heavy as the A-3 while at anchor. A number of mechanical enhancements were made, such as an improved distillation system, but Kennedy's final displacement and engineering plant were not that much different from USS Kitty Hawk: 81,000 laden tons and a nominal 280,000 shaft horsepower, good for about 35 knots and similar to both immediately preceding conventional classes, and nuclear-fuelled USS Enterprise and USS Nimitz-to-come (though the first nuclear-powered ships gained about 10,000 tons, and grew from there).
Completing trials and shakedown Kennedy became an Atlantic Fleet asset, deployments to the Sixth Fleet being a permanent part of her mission profile. Her first Mediterranean cruise commenced in April 1969. The next 10 years brought six deployments to the Fifth Fleet. Launched as a CVA, in 1973-1974 Kennedy was modified to handle the F-14 and the S-3 and its ASW mission, and was redesignated a multi-mission CV, as were all CVAs of the time.
Following yard availability, in 1980, Kennedy conducted four Mediterranean deployments and routine Atlantic Fleet operations, including a four-year trial as an "All-Grumman Air Wing" ship that ended in 1987 with the introduction of the F-18 in the embarked CVW-3. In August 1988 she sortied from Norfolk for her 12th major deployment to the Mediterranean. On January 4, 1989, while conducting Freedom of Navigation operations in international waters (Gulf of Sidra), F-14s from the embarked air wing shot down two Libyan MIG-23s that threatened the battle group.
On January 16, 1991, aircraft from embarked CVW-3 began Operation Desert Storm with attacks on Iraqi forces. The ship launched 114 strikes and 2,895 sorties, delivering more than 3.5 million pounds of ordnance on target. Upon cease-fire, Kennedy transited the Suez Canal for the fourth time in seven months and headed for Norfolk and a four-month restricted availability. The 1991 Defense Base Closure and Realignment Commission (BRAC) had recommended that the Philadelphia Naval Shipyard be closed but left a provision for the Yard to perform the three-year SLEP the Navy planned for Kennedy, starting in September 1993. However, no SLEP was performed and, instead, she received a 24 month overhaul at Philadelphia prior to the Yard shutdown. The work was completed in September 1995 and Kennedy moved to her new homeport at the Mayport, FL, becoming the Naval Reserve's first aircraft carrier. Naval Reserve ships are maintained and nominally, at least, deployment-ready. Kennedy's primary peacetime mission was support Navy force training requirements, most notably for pilot carrier qualification. Her operational mission was to provide a surge capability during contingency operations. At that point her future became complicated and, eventually, politically charged.
After the Defense "Bottom-Up Review" of 1993, the DoD position was to maintain a carrier force structure of 11 active carriers and one operational reserve/training carrier. However, based on a Quadrennial Defense Review analyses and a six-month deployment with an active air wing, in 1997, DoD reevaluated employment of Kennedy as an operational reserve/training carrier, and she was integrated into the active carrier operating schedule, while still functioning as a training deck when not deployed to some forward area. During that six-month deployment to the Mediterranean and Adriatic, Kennedy supported Operation Deliberate Guard, in Bosnia-Herzegovina, and operated in the Arabi
Kuna Yala: Porvenir and Uchutupu Pippi
We are currently anchored in Chichime Cays, between Uchutupu
Pippi and Uchutupu Dumat. The position is N 9 degrees 35
minutes, W 78 degrees 53 minutes. These are tiny little
islands, almost totally flat and covered in palm trees with only
two huts on each cay. We just returned from supper at the home
of Raoul on Uchutupu Pippi. Raoul and other members of his
family paddled out to us in their wooden dugout canoe this
afternoon and asked us to dinner -- adding that it would cost $4
per person and that the Americans on the catamaran further east
would be joining. We had red snapper and coconut rice while
sitting next to his thatched hut on rough hewn logs. Luckily
the folks on the other boat ("Sol Mate") brought plates and
forks because that was not supplied. We knew the fish was fresh
because two hours before we ate, Raoul came by in his canoe with
the fish he had caught. It was a great meal under the palms and
we toasted Raoul and his family for their hospitality. But this
is jumping ahead. Let me quickly review
that past few days.
Our last two days on the passage from Bonaire were as great as
the first two days. It was windy on Saturday night, as
predicted, but that caused no problems for us as we had reefed
the sails down well before the wind piped up. Sunday morning
the wind eased and shifted north, making our two head sail
configuration inappropriate. So we took down the ballooner
(spinnaker) and big genoa and put away the poles. The boat
slowed considerably but we paid no attention since we were ahead
of schedule. We did not want to come through the opening in the
reefs ("Canal de San Blas") before 10 am Monday since we need
the sun to be high enough in the sky to illuminate the reefs
hidden just below the surface. After a big lunch we sat in the
cockpit reading the New Yorkers and Newsweeks that my sister
Naomi sent us, not really paying attention to the fact that our
boat speed had dropped to less than 5 knots. Around 5 pm we
spotted a sailboat on the horizon off to starboard and we
conjectured that this could be the German boat "Vera" that we
passed one day out of Bonaire. Laura called on the VHF and sure
enough it was Vera and she was also planning a 10 am entry
though the reefs. I suddenly realized that as we were
pleasantly engaged in reading we had ignored our boat speed. A
quick calculation on the plotter revealed that at our current
speed we would not get to the reef passage until 3 pm!! Thank
goodness the appearance of "Vera" shook us out of our lethargy.
We quickly put the genoa on a pole to windward so that we were
sailing wing-on-wing. That gained us 2 knots immediately and
none too soon as the sun was setting and setting poles on the
foredeck in the dark is not something I relish. The wind picked
up strongly after dark and we sped along briskly, but the
direction was bad and we had to sail well to the south of our
desired course with the sail plan that we had.
The wind stayed strong all night and the seas built, making
sleeping difficult. Early in the morning, we rolled up the
genoa in order to head north towards our destination, sailing
with main and mizzen alone. The wind was so strong, that was
sail enough. We came to the reef opening just after 10 am and
by 11:15 am we were anchored off Porvenir Island, joining "Vera"
in the anchorage. It is hard to believe that Porvenir has an
airport since the island is so tiny. There is a runway the full
length of the island. The runway is a bit wider than a
residential street and it seems to take up about one-third of
the area of the island. There is not only an airport on this
island, but the island is an airport! As we admired the scene a
tiny Cessna wove its way through the sail boat masts and landed.
It is not a good idea to anchor in front of the runway, and
another boat moved when they saw this.
After lunch and a quick snooze, we started to put the dinghy in
the water in order to go ashore and check-in. There is nothing
else to do in Porvenir -- just check-in or catch a flight.
There is no village, nor room for one. Britta and Michael
Adlkofer of "Vera" came by to introduce themselves and tell us
not to bother to rush ashore to check-in. This is carnival week
in Panama and the boat check-in agent is off for the week. Come
back on the 26th they were told. We had Britta and Michael
aboard for drinks and snacks. Michael is a professor of
architecture at the University of Hanover, although they live in
Berlin. They are also on a circumnavigation on their 1976 Swan 47.
We finally went ashore just to stretch our legs. We strolled
down the runway, nervously looking back on occasion to check on
landing aircraft. We were surprised to find the "Hotel Porvenir"
and its associated restaurant. To say this was a modest
establishment would be an understatement. We ordered supper --
the only dish available was fish, rice, and beans -- and it wa
flight deck 4 review
Perfect for informing the aviation enthusiast and calming the fearful flier, this insightful glimpse into the world of commercial airline travel explains all of the topics any passenger would want to know about flying. With a unique insider’s perspective, a broad range of flight-related topics?including the physics of flight, how airplanes work and what they’re made of, and how pilots are trained?are discussed at length in this account. Blending facts, trivia, and humor, this ultimate flight companion provides up-to-date, accurate information about the science of aviation.
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