Af Form 174: Fill & Download for Free

yeah it’s just you lolwhy would they lie about their heightJimin is 174 cmwe’re all clowning him for being short when most of us are shorter than himthe hypocrisy 🤡Jungkook’s 179 cm?!I REALLY DIDN’T REALIZE THAT HE’S 179 WTHTaehyung is 179 TOOYoongi’s 174 cmhe’s tall but when you look at him with the members he’s so freaking tinybahahaha so cuteJin’s 179 cmhe’s tall afNamjoon’s 181 cmHE’S 6 FT OMLJhope’s 177 cmhe looks so tall.These men are so tall tfI actually didn’t bother with their height so i didn’t know how tall they actually were and when I saw their exact height now I’m s h o o k e t hCUZ THEY’RE SO TALL WHY DO THEY LOOK TINY ON CAMERA????~Yoongi’s Squishy Face~

Aircraft on the extremes of performance (GeeBee, Bell X-1, etc.) and / or mission requirements (U-2, SR-71 and almost any of the other “X” planes) are in a category by themselves. In most cases, only a few examples, or perhaps a few dozen were ever flown, by test pilots (or exceptionally well prepared pilots), and these are likely the “purist” answer to the question being asked. Nothing but respect and admiration for all of these. However…I think its also interesting to think of the question in the context of aircraft that thousands of pilots flew to almost all corners of the globe. On this basis, I submit the North American F-100 Super Sabre for your consideration.During the Korean War, the US Air Force felt that the Mig-15 and the F-86 were marginally on par for performance (Mig could turn better at high altitude, F-86 could turn better at lower altitudes, etc). The AF wanted a superior fighter, and North American submitted an unsolicited plan for the F-100, which could outrun any known fighter or bomber in the world, and promised other characteristics for air superiority.Due to wartime urgency, the AF bypassed its normal policies and procedures for procurement and moved forward with the North American proposal against the warnings of the Air Research and Development Center (ARDC), who had not been able to conduct a review of the design. Reference: The F-100 Super Sabre as an Air Superiority Fighter on JSTORA “technically difficult” aircraft is unforgiving of miscalculation, error or just plain misfortune. The following RAND study indicates there were 324 fatalities in the F-100 from aircraft “mishaps”. The next closest is the B-47 at 174 fatalities. Interestingly the F-80 and F-84 had higher “mishap” rates, but much lower fatality rates (these may be partially attributed to the extraordinary transition from propeller-driven aircraft to Jets).Trends in U.S. Air Force Aircraft Mishap Rates (1950–2018) (RAND Corporation Provides Objective Research Services and Public Policy Analysis)“More than 889 F-100s were lost in accidents out of 2,294 built, killing 324 pilots.” America's Supersonic F-100 Super Sabre Had Some Big Flaws | The National InterestThe Chief Test Pilot for North American Aviation, George S. Welch was killed in an early F-100 test flight. He was Medal of Honor nominee and most well known for being one of the few US Army Air Corps pilots to take off and engage the enemy during Japanese attack on Pearl Harbor.“12 October 1954: North American Aviation Chief Engineering Test Pilot George S. Welch, testing the ninth production F-100A-1-NA Super Sabre, serial number 52-5764, made a planned 7.3 G pullout from a Mach 1.55 dive to verify the aircraft’s design limits.A Boeing B-47 Stratojet crew flying at 25,000 feet (7,620 meters) reported that Welch’s F-100 winged over and began a rapid descent, passing within four miles (6.4 kilometers) of their position and diving at a very high speed. The aircraft appeared to be under control but then suddenly disintegrated.The Super Sabre had encountered Inertial Roll Coupling. It went out of control and then disintegrated. Its nose folded over the windshield, crushing Welch in his seat. The vertical fin broke away. The ejection seat fired but because of the supersonic speeds the parachute was shredded.” Reference: Chief Engineering Test Pilot Archives - This Day in AviationPerhaps the most legendary pilot of all time (Bob Hoover) worst accident was in the F-100. Here is an interview by the Experimental Aircraft Association (EAA) in 1983:"…I guess the worst one was in the prototype of the F-100. It was the first airplane to fly with the J-57 engine, which was subject to compressor stalls. No one knew what compressor stalls were back in 1954, but we learned in a hurry. In this particular engine, the stall was so violent, your feet would come right off the floor. If you ask any pilot who ever sat up on top of the J-57, he'll tell you it's like sitting on the barrel of a 75mm cannon and having it go off. Fire comes out of the air intake up front just like a cannon . . . it's the most startling experience you've ever had in your life!”"The particular flight in question was to have been the first one during which we fired the 20mm cannons on the F-100. I had taken off from Edwards, heading north toward Inyokern, and at about 42,000 feet I got one of those explosions. I brought the throttle back, thinking I had a fuel line separation and was getting a combustible mixture inside the engine compartment that was torching off. This didn't do any good, however - I kept getting the explosions, so I stop-cocked it, shutting the engine down.”"Now, in all our work with the engineers before we flew the F-100, we never considered the possibility of landing the airplane without an engine. With a wing loading of over 77 pounds per square foot, we felt the sink rate would be too great to make a survivable landing.”"But everything was looking so good to me that I just said that I thought I could manage it - in spite of what had been agreed upon. So, I whistled back toward North Base at Edwards, and still had 20,000 feet when I came over. I was in really good shape, I felt, so I set up a steep turning approach and brought it around to final. Again, everyone was telling me to bail out, but I said, 'No, I'm going to stay with it - everything's looking good.'”"They said they would get the emergency equipment moving, then asked how it was going on final. 'Oh, it's going great - it's a piece of cake!' "I had the gear down, but then as I began to flare, the controls froze - the power system had gone out. I was doing 285 knots . . . and I said, 'I've lost it!' That was the last thing I said." When I hit, the airplane just absolutely crunched itself flat .. . it took out the gear and it hit so hard that the instrument panel came right down on my shins. The impact blacked me out for a moment or two and when I cleared up, I was back in the air - about 200 feet – and standing on the left wingtip. Like the F-86, the F-100 had a mechanical rudder, so I stood on it and by the time I hit the ground the second time, the right wing caught and slammed the airplane down really hard. It stayed down, though, and began to spin around. It made a couple of turns before coming to a halt. "I was unconscious from that point, but revived when they chopped a hole in the canopy and fresh air started coming through. I told the rescue people not to move me because I thought my back was broken. I wasn't sure about my legs because I was experiencing so much pain, it was hard to pinpoint its source.”"They didn't move me until a doctor got there . . . and I explained to him why I thought my back was broken. Dick Johnson, a test pilot for Convair, had broken his back a few months earlier in a F-102 and had described to me how it felt — like a soft grapefruit or orange, a liquid, squishy lump growing rapidly at the point of the break. As soon as I came to, I could feel the same sort of thing up between my shoulder blades. It was causing me to have trouble breathing. "The rescue crew took their time and lifted me out of the airplane still in the seat. At the base hospital, I was X-rayed and the report was, 'No, it isn't broken - you can get up and walk out of here.' I told them I didn't feel like walking - that I still thought I had a problem. I told them I wanted to be brought back down to LA for a second opinion.”"They did it, and soon I was being checked into Good Samaritan Hospital. They rolled me over on my side and took an X-ray ... and, sure enough, found a diagonal break - one that couldn't show up on the head-on (or back on) shot made at Edwards. Boy, that was the smartest decision I ever made. If I had tried to walk, the vertebrae might have slipped along the diagonal break and cut right into my spinal cord!”"The doctor at Good Samaritan said, 'It's a miracle you didn't follow the doctor's advice and walk out of the place.' At any rate, I was out of business for a while after that." Reference: http://thorp18.com/forum/sharedFiles/2/bob_hoover_F-100.pdfAlso I highly recommended, Bob Hoover’s book “Forever Flying”, he talks about the F-100, the design problems and George Welch’s misfortune as a result. I had the honor of meeting him (what a Gentleman) at an air show once.The “Sabre Dance”. “The Sabre Dance occurred if the pilot pitched the nose too high during takeoff or landing. The wingtips would stall and the center of lift would move forward in relation to the center of gravity, thus causing the nose to pitch even higher aggravating the wing stall. Inertial coupling would cause the aircraft to yaw to the left or right and was unrecoverable. A Sabre Dance of First Lieutenant Barty Brooks on January 10, 1956 was caught on film”. (Note, video shows the actual crash, so viewer be warned). https://youtu.be/UPkqTsZmBRc Reference: F-100 History - Friends of the Super Sabre10 January 1956 - This Day in AviationDeadly Sabre Dance (historynet.com)I hope you can forgive me if part of my opinion is guided by a lifetime of hearing stories from my Father. Dad had over 2000 hours in the F-100 “Hun”. His first Active Duty tour was in France and England in the late 1950’s. He got out of the AF in 1961 and came home to be “back on the farm” and was recalled a year later just before the Cuban Missile Crisis in 1963 (he was one of the 1500 fighter-bombers sitting on alert at Homestead AFB in Florida with targets in Cuba when Kennedy and Khruschev “were working things out”). From there Dad went to Turkey (with tactical nuke targets in USSR), and from there he was in the first US fighter squadron to land in Danang, Vietnam in May, 1964 and flew some of the first land-based missions of that war. A long way from the farm in Oklahoma where he thought he was going to be after he served his first tour…This is Dad in Chaumont, France in 1958.Flying over Libya and Med in the background.When I was a teenager Dad taught me how to fly in a 1946 Aeronca Champ and before he passed away in 2016 we flew together hundreds of hours in a variety of civilian (and one military aircraft), so we had many opportunities to discuss the topic.The F-100 without a doubt was a fire breathing beast of a dragon. If you mastered her she was magnificently capable, but still very, very unforgiving. If you were pulling positive G’s, you and wanted to roll, you kept the ailerons neutral and used rudder. If you were pulling negative G’s, you kept the rudder neutral and applied aileron in the direction desired. Landings were always white knuckle, with a 2 knot reduction on approach speed for each 1,000 lbs of fuel used, but not too slow or you run the risk of the dreaded Sabre Dance, too fast and you go off the other end of the runway (this was also possible if you were on-speed but the drag chute didn’t deploy). Too many stories to share here, but this set of experiences and observations heavily influenced my view.No offense to any commercial pilots or aircraft designers out there, or the skills and performance standards they’ve achieved. If there is anything approaching the F-100’s records I’d welcome hearing from you.Apologies in advance for my newbie mistakes in all aspects of submitting, formatting, etc. on my first Quora input.

Naw ur skinny AF im same height and I weigh 150 LBS at 13 and I’m not fat at all