The audio is out of sync on that video, it isn't a sonic effect. You can hear sounds of the oncoming cars seconds before they actually pass the vehicle.
The sonic/doppler effect would actually be opposite of what the video implies, as the faster an object moves towards you, the closer the sound will "appear" to the source and be more sudden instead of propagating further ahead.
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Last edited by BlackArcher101; 09-05-2012 at 09:33 PM.
In my opinion this is still one of the best aviation stories out there:
Quote:
There were a lot of things we couldn't do in an SR-71, but we were the fastest guys on the block and loved reminding our fellow aviators of this fact. People often asked us if, because of this fact, it was fun to fly the jet. Fun would not be the first word I would use to describe flying this plane--intense, maybe, even cerebral. But there was one day in our Sled experience when we would have to say that it was pure fun to be the fastest guys out there, at least for a moment.
It occurred when Walt and I were flying our final training sortie. We needed 100 hours in the jet to complete our training and attain Mission Ready status. Somewhere over Colorado we had passed the century mark. We had made the turn in Arizona and the jet was performing flawlessly. My gauges were wired in the front seat and we were starting to feel pretty good about ourselves, not only because we would soon be flying real missions but because we had gained a great deal of confidence in the plane in the past ten months. Ripping across the barren deserts 80,000 feet below us, I could already see the coast of California from the Arizona border. I was, finally, after many humbling months of simulators and study, ahead of the jet.
I was beginning to feel a bit sorry for Walter in the back seat. There he was, with no really good view of the incredible sights before us, tasked with monitoring four different radios. This was good practice for him for when we began flying real missions, when a priority transmission from headquarters could be vital. It had been difficult, too, for me to relinquish control of the radios, as during my entire flying career I had controlled my own transmissions. But it was part of the division of duties in this plane and I had adjusted to it. I still insisted on talking on the radio while we were on the ground, however. Walt was so good at many things, but he couldn't match my expertise at sounding smooth on the radios, a skill that had been honed sharply with years in fighter squadrons where the slightest radio miscue was grounds for beheading. He understood that and allowed me that luxury. Just to get a sense of what Walt had to contend with, I pulled the radio toggle switches and monitored the frequencies along with him. The predominant radio chatter was from Los Angeles Center, far below us, controlling daily traffic in their sector. While they had us on their scope (albeit briefly), we were in uncontrolled airspace and normally would not talk to them unless we needed to descend into their airspace.
We listened as the shaky voice of a lone Cessna pilot who asked Center for a read-out of his ground speed. Center replied: "November Charlie 175, I'm showing you at ninety knots on the ground." Now the thing to understand about Center controllers, was that whether they were talking to a rookie pilot in a Cessna, or to Air Force One, they always spoke in the exact same, calm, deep, professional tone that made one feel important. I referred to it as the "Houston Center voice." I have always felt that after years of seeing documentaries on this country's space program and listening to the calm and distinct voice of the Houston controllers, that all other controllers since then wanted to sound like that and that they basically did. And it didn't matter what sector of the country we would be flying in, it always seemed like the same guy was talking. Over the years that tone of voice had become somewhat of a comforting sound to pilots everywhere. Conversely, over the years, pilots always wanted to ensure that, when transmitting, they sounded like Chuck Yeager, or at least like John Wayne. Better to die than sound bad on the radios.
Just moments after the Cessna's inquiry, a Twin Beech piped up on frequency, in a rather superior tone, asking for his ground speed in Beech. "I have you at one hundred and twenty-five knots of ground speed." Boy, I thought, the Beechcraft really must think he is dazzling his Cessna brethren.
Then out of the blue, a navy F-18 pilot out of NAS Lemoore came up on frequency. You knew right away it was a Navy jock because he sounded very cool on the radios. "Center, Dusty 52 ground speed check." Before Center could reply, I'm thinking to myself, hey, Dusty 52 has a ground speed indicator in that million-dollar cockpit, so why is he asking Center for a read-out? Then I got it, ol' Dusty here is making sure that every bug smasher from Mount Whitney to the Mojave knows what true speed is. He's the fastest dude in the valley today, and he just wants everyone to know how much fun he is having in his new Hornet. And the reply, always with that same, calm, voice, with more distinct alliteration than emotion: "Dusty 52, Center, we have you at 620 on the ground." And I thought to myself, is this a ripe situation, or what? As my hand instinctively reached for the mic button, I had to remind myself that Walt was in control of the radios. Still, I thought, it must be done--in mere seconds we'll be out of the sector and the opportunity will be lost. That Hornet must die, and die now. I thought about all of our Sim training and how important it was that we developed well as a crew and knew that to jump in on the radios now would destroy the integrity of all that we had worked toward becoming. I was torn.
Somewhere, 13 miles above Arizona, there was a pilot screaming inside his space helmet. Then, I heard it--the click of the mic button from the back seat. That was the very moment that I knew Walter and I had become a crew. Very professionally, and with no emotion, Walter spoke: "Los Angeles Center, Aspen 20, can you give us a ground speed check?" There was no hesitation, and the replay came as if was an everyday request.
"Aspen 20, I show you at one thousand eight hundred and forty-two knots, across the ground." I think it was the forty-two knots that I liked the best, so accurate and proud was Center to deliver that information without hesitation, and you just knew he was smiling. But the precise point at which I knew that Walt and I were going to be really good friends for a long time was when he keyed the mic once again to say, in his most fighter-pilot-like voice: "Ah, Center, much thanks, we're showing closer to nineteen hundred on the money."
For a moment Walter was a god. And we finally heard a little crack in the armor of the Houston Center voice, when L.A. came back with, "Roger that Aspen. Your equipment is probably more accurate than ours. You boys have a good one."
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There was a plane doing test flights this morning. A big jet that was doing wheels up approaches then turning and repeating. Did a couple of landings and takeoffs. Did this for about 2 hours. Any idea what it would have been doing?
I saw Nav Canada's CRJ-200 this morning, which is likely what you saw too. It was a little freaky to see a jet making sharp turns while flying that low.
China's 5th generation stealth fighter will be out in 5 years and Canada puts out a 1950s plane with a big engine strapped into it. Even with modern avionics, it would be no match against anything fielded by a modern day air-force.
Canada should just give up on fighters and invest in Canadian aerospace by maybe developing our own drones. That's the real future.
Ignoring all the other reasons why reviving the Arrow is a stupid idea, wasn't it developed during the Cold War to only complete one role: interception of Soviet strategic bombers entering North American airspace? Doesn't Canada now need a multi-role fighter capable of many different missions including air-to-air and ground attack? What a stupid idea.
This video was created to commemorate the 67FS
winning the 2011 Raytheon Trophy for outstanding aerial achievement,
given to the top air-to-air squadron in the USAF.
The footage was shot over 1 year of flying with a Sony HD Handycam
and GOPRO Hero. The footage was shot entirely by pilots, no combat
camera personnel were used. The video was edited with Sony Vegas Movie
Studio HD over 2 weeks by Jersey. Footage includes flying and aircraft
from both the 67FS "Fighting Cocks" and the 44FS "Vampire Bats",
entirely on location at Kadena AB, Japan. Most of the over water
footage was filmed while we were raging like demons from hell in the
skies over the pacific ocean like our brothers did 70 years before us.
Hopefully not a fata!
Edit: Forgot to add... The music isn't the greatest.
Last edited by woob; 09-10-2012 at 01:21 PM.
Reason: Music
Here is some more info on what happened in this video:
Quote:
To flesh this out a little, there are two banner towing aircraft, the Husky and the Super Cub. Both hired by separate political parties. The Cessna camera ship was hired to film the Super Cub and apparently just didn't see the Husky at all.
The Husky managed to get a hole burned in his wing from the exhaust, as well as managing to land on the beach with one flap fully down and one retracted. Extremely good work on his part.
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Drones are so much more cost effective than anything that has to support an actual pilot inside the plane and we can field them in numbers to patrol our northern territories. Much easier to sell as well as an industry for export purposes and a reason to develop our own capacity.
You can't really impress a crowd at a football game with drones and buying a handful of F-35s would be waste of money...so why not fly a couple of restored RCAF painted WWII planes over games? They'd be exiting, show our heritage (as Canada was the home base for the British Commonwealth Air Training Plan) and they don't fly over the stadium in half a second wasting hundreds of thousands of dollars per second of fly-over time.
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