Stand up hook up shuffle to the door jump right out and count to four

Stand up hook up shuffle to the door jump right out and count to four

Stand up, hook up, shuffle to the door My knees got weak and I hit the floor Jumpmaster picked me up with ease Tossed my knees into the breeze. If I die on the old drop zone Box me up and ship me home Pin my wings upon my chest And then bury me in the leaning rest. Airborne — Infantry. Sponsored advertisement: Sponsored Advertisement:

Army Cadences | Sung out loud by soldiers, you can sing them in your head

Fortunately, his boss, Lockheed V. Hall Hibbard, overruled the Emperor of Burbank. Johnson worshipped speed, sophistication and beauty. The Herk prayed at the altar of simplicity, reliability, ruggedness and economy. Yes, the C in prototype form had a nose like a goat. Yes, the C was a boxcar with wings on fat Tonka-toy wheels, and yes, it had a straight wing that looked like an ironing board bolted atop its fuselage. The airplane was totally out of character for a company that prized aesthetics.

Get a grip! The soccer mom truck was a vehicle whose time had come. So was the Herk. While the s Air Force sired badass jet fighters and mega-engine strategic bombers, the neglected orphan of its fleet was the transport, the cargo plane, what later came to be called the airlifter. The Fairchild C Flying Boxcar was state of the art for tactical chores — airborne troopers called it the Dollar Nineteen and hoped to never have to ride in one — and the obese, double-deck Douglas C Globemaster II was the strategic-airlift superplane.

Yet they all relied on piston engines. If you lost an engine, particularly on takeoff, staying in the air when loaded was a desperate game. Even the four-engine C could only gain 50 feet per minute on a warm day if it lost an engine on takeoff while loaded. It took the Army six weeks to move two divisions from the U. A Pentagon committee was formed to fix this for the future, to give the Air Force a tactical transport with great payload and good range. A colonel on the committee, whose name seems to be lost to history, finally framed the need in understandable terms.

Much more. When the Air Force put numbers to the need, they came up with a requirement for what at the time seemed like a superplane: Plus the ability to carry 15 tons of cargo into dirt strips, with reliability and power that no piston engine could provide, and a range of 2,plus miles. Sign up for the Early Bird Brief - a daily roundup of military and defense news stories from around the globe.

By giving us your email, you are opting in to the Early Bird Brief. Everything about the aircraft that Lockheed came up with in answer to this request for proposal was designed to address those needs. The cargo area is boxcar-huge, rectangular and unobstructed no spar carry-throughs or sidewall bulges and it sits belly-to-the-ground at truck-bed height, so that the C has true ro-ro capability: It is configured to allow pilots to see everything around them in an unfamiliar, unprepared landing zone that might even require using prop reverse to back up, and with no marshallers waving wands for guidance.

The lowest windows are for use during airdrops, so the pilots can keep the drop zone in sight even after it has passed under the nose. The landing gear is squat and simple, retracting into fuselage pods that take no space from the cargo area and allow for the most basic straight-up, straight-down retraction mechanism — no fancy linkages or complex gear-folding geometry. The tires are fat and low-pressure, the aeronautical equivalent of off-roaders. They are mounted in tandem pairs, one behind the other on each side, so that the front tire flattens and compacts soft ground while its partner behind it rolls easily through the hardened rut that it creates.

Inside the right-hand gear pod is a strong, strident turbine APU auxiliary power unit that can be fired up to provide full electrical power for ground operation, including air conditioning, which is important for an airplane designed to not only carry cargo into a combat area but to ferry casualties out. And it was the first U. Early Hercules pilots got used to tower controllers telling them their engines were trailing smoke and appeared to be on fire. The fact that the Allison division of General Motors was developing a powerful lightweight turboprop engine, the T56, was a stroke of luck for Lockheed — one of the few examples of a totally new airframe design that could be mated with a new power plant that was largely ready, willing and able.

Turboprop engines come in two basic flavors: In a free-turbine engine — the ubiquitous PT6 being the best example — a gas-generator turbine blows its super-hot exhaust through a second turbine, and that turbine turns the prop. The only connection between the two turbines is hot air. A single-shaft turboprop like the T56 has a gas-generator turbine connected by a solid shaft directly to a reduction gearbox that drives the propeller. It is shafted to a transmission, which spins its propeller at a constant speed, a very efficient flop-flop-flop 1, rpm.

It simply changes the pitch of the propeller blades. As the prop takes a more aggressive bite of air, that causes more fuel to be fed to the gas generator, hence more power. Firewall the power levers for takeoff, and the constant-speed props go to torque-monster fine pitch and continually adjust their angle as airspeed increases or as different amounts of power are selected.

From the moment a C begins to taxi until it shuts down after landing, the distinctive hum of its engines stays constant, growing and shrinking only in volume. For Air Force transport pilots, few of whom had ever seen a turboprop, much less flown one, the Hercules was an E-ticket ride. No more cranking a yoke, waiting for the turn to start and then feeding in a carefully timed correction, like conning a big sailboat.

The Herk answered the helm right away. Since prop pitch adjustment did all the heavy lifting in terms of power changes, the mechanisms and controllers that commanded those props were crucial. The YC prototypes used Curtiss-Wright electric props, and they were problematic. Electrically activated constant-speed propellers offer a certain simplicity, in that they are entirely independent of the engine and require no plumbing or engine mods to allow engine oil pressure to drive the prop blades into varying degrees of pitch, but choreographing all four propellers on a YC to adjust themselves in absolute synchronicity proved impossible.

One or another prop surged or hung back a bit, giving the airplane an unpredictable and frequent yawing motion. The solution turned out to be hydraulic props driven by engine oil pressure, which worked perfectly from day one. They also helped to make the initial production CA the arrogant hot rod of the family. With its raw power, four huge AeroProducts props and light weight, the CA was overpowered enough to make its pilots outright laugh on climbout.

Unfortunately, nobody could hear them. The As were loud. Their props, still three-blades, were more than 15 feet in diameter, which put the tips of the two inboard engines close to the fuselage and hammered that aluminum drum with constant pulses of air. With four 3,hp engines—soon to be uprated to 4, apiece—the C was one of the most overpowered aircraft in the military inventory. It could literally fly on one engine. Another CA lost three engines to fuel contamination over the Pacific with a 10,pound load and 25 military passengers, who hastily donned life jackets.

They made it to Clark AFB, in the Philippines, and the fourth engine died just as they turned off the active. The No. It was close to finishing its test schedule for the day with several high-speed passes down the Marietta runway for air speed calibration. After the first, a test engineer staggered up to the cockpit to tell pilot Leo Sullivan that he really needed to get on the ground before he got seriously airsick from the turbulence.

Sullivan, who could have told him to suck it up and barf into a bag, instead was considerate enough to bring the YC straight into the pattern and land. As the airplane rolled out, a fuel line quick-disconnect in the No. Minutes after the airplane stopped and everyone evacuated amid cascades of foam from airfield crash trucks, the left wing buckled as the main spar melted, nearly falling on Sullivan, who had just been under the wing to take a look at the damage. Had Sullivan ignored the engineer and persevered with his test schedule, everyone would have been killed and the prototype destroyed.

The C is surprisingly aerobatic. No loops or rolls, but remember this is a ton transport aircraft designed almost 60 years ago. The only team of four-engine airplanes in the world to ever perform what by FAA standards were aerobatic maneuvers, they did them in heart-stoppingly close proximity. Informally organized at first, they soon became an official Air Force demo team carrying the doctrine of C maneuverability throughout the Military Airlift Command.

The Horsemen were eventually disbanded because, rumor had it, they were beginning to steal a little of the spotlight from the Thunderbirds. The official altitude record is held by the new CJ: As was true of so many of the soldiers and Marines who flew aboard it and the crews that piloted it, the Herk came of age in Vietnam. That war was a rare and remarkable demonstration of how perfectly an aircraft could be conceived for missions that still lay in the future.

The Herk was that important. It performed exactly the airlifts and airdrops for which it had been designed, plus a few that were made up on the spot. Cs could disgorge great quantities of cargo and supplies on pallets, either by parachute from altitude or simply pulled out the back and dropped with the help of drag chutes at buzz job heights. The C is the largest airplane ever to routinely use unprepared landing sites, meaning anything not made of concrete or asphalt.

An off airport landing in a C-5 or C requires immediate cleaning, maintenance and, usually, repairs. It is never done in the real world. The Herk is also the largest and heaviest airplane ever to land and take off, unassisted — no arresting wire or catapult — from an aircraft carrier. In the Navy briefly considered using Cs to replace its twin-engine Grumman COD carrier onboard delivery C-1s, which had limited range and payload, so they gave carrier pilot Lieutenant James Flatley a quick four-engine checkout and had him do 29 touch-and-goes and another 21 full-stop landings and takeoffs from USS Forrestal.

The most spectacular C application in Vietnam was the AC Spectre gunship —the first not to be named Hercules. Depending on the variant, ACs have been equipped with a menu of armament that runs the gamut from 7. Some Cs also flew as bombers, both in Vietnam and during the Gulf War. The Air Force had developed a 15,pound bomb with a 3-foot-long probe and fuze on its nose. The instant the probe touched the ground, the bomb delivered an immense, largely horizontal, above-ground blast that turned thick jungle into a nicely circular helicopter LZ.

So the daisy-cutter ordnance had to be loaded onto a pallet— which was ideal for rolling out the big aft door of a Herk. Another C record was set in Vietnam on April 19, , the day a Vietnam Air Force Hercules carried a passenger load that would have challenged most widebody airliners: The last fixed-wing flight out of Saigon, it was literally wall to wall with fleeing Vietnamese and American dependents, civilians and children.

At the very end of the 20th century, Lockheed Martin introduced the CJ Super Hercules, which currently is the only C model in production. Its power plants — a Rolls-Royce version of an Allison doublespool engine Rolls acquired Allison in — each put out 4, hp and drive lightweight, six-scimitar-blade, composite Rotol props, giving the CJ almost 4, total hp more than the original CA.

The J is far faster, quicker-climbing, higher-flying and longer-range than any of its predecessors, and it has set 54 world records in all of those categories and then some. Here and there all over the world, half-century-old Cs are quietly being retired, and someday 40 or 50 years in the future, it will happen to CJs as well. The C has been in production for 58 years, a world record for military aircraft of any kind.

Perfectionists will point out that the Antonov An-2 biplane used by various air forces has been in production for 65 years, but the Ant is basically an unarmed civil design. The Beech Bonanza has also been in steady production for 65 years, but unlike the C and the An-2, the current Bonanza has nothing but its name in common with the original. Certainly the only replacement for a C is another C

"I started jumping from 5 feet and I'm working my way up to 1, If you have a fear of heights, Airborne School will help you get over it," said. If my main don't open wide - Stand up hook up shuffle to the door jump right out and count to four, Military Volume 1.

Short answer: One is still used as a tactically viable way of getting troops into the fray and the other is more ceremonial. Benjamin Franklin once said "Where is the prince who can afford to cover his country with troops for its defense, so that ten thousand men descending from the clouds might not, in many places, do an infinite deal of mischief before a force could be brought together to repel them? Out of all of the current military rivalries, this one still ranks pretty high on the list. As someone who's Air Assault and let his personal rivalry simmer a bit, there's no reason to keep it up.

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Fortunately, his boss, Lockheed V. Hall Hibbard, overruled the Emperor of Burbank.

The C-130 Hercules is the perfect airlifter

However, it has also evolved into a soulful, musical "sing-song" version that is fun to sing and march to, as well as more elaborate "jodies" which are generally shouted or sung in a call-and-response fashion. Vines' tape "Legends"; most of the other CDs are good for double-time running or longer marches "humping". Documentary Recordings - CDs of various services' running and marching cadences, along with Windows Media sample clips. A similar operation is ModernCadence. Basic Cadence Left, left, lefty right layo!

Common Running Cadence

Current cadets will take part in a number of marching and running cadences on a daily basis. May God give me the compassion and judgment to lead and the gallantry in battle to WIN. Pebbles and Bam-Bam on a Friday night Trying to get to heaven on a paper kite Lighting struck Boom and down they fell Ahhh Instead of getting to heaven, they went straight to hell. Here we go again Same old stuff again Marching down the avenue Few more days and we'll be though I won't have to look at you So, I'll be glad and so will you. These boots were made for walkin' And that's just what they'll do If all you're doing is markin' time They'll walk all over you. These guns were made for shootin' And that's just what they'll do And if we get a mission We'll drill a hole in you. This Army's trained for fightin' And that's just what we'll do If you pick a fight with us We'll walk all over you. When I comb my hair

Do people undergoing army training really sing songs as shown in movies.

Soup fell down to rest when my side, if i like it, no way trip, Mission Top Songs Upcoming Lyrics Like Song Reviews Spotlight Sign in a trooper, too damn soon Hungry as an old Were running hard and four but if well Ive got a dog and board the way. Alumni Alumni Association follow me home, If that gets in pain.

V.I.C.T.O.R.Y. #3

What Are Cadences? However, it has also evolved into a soulful, musical "sing-song" version that is fun to sing and march to, as well as more elaborate "jodies" which are generally shouted or sung in a call-and-response fashion. Wikipedia's Military Cadence page has more information and history. Cadences Make You Run Better? Of course this is not the case: However, this can be a good thing, since it makes running more challenging--if you can train yourself to run quickly while singing, you will run even better when you're not singing. Surely there are some added diaphragm control benefits to boot. Plus, if one is running in a formation that includes a couple of slightly slower people, those weaker runners can occasionally "drop out" of a line or two of the jody, allowing them to catch their breath without slowing down the rest of the group. The main motivation for cadences, however, is psychological: Style Points Tips for the wannabe cadence-caller:

Creeds and Cadences

Stand up, buckle up,Shuffle to the door. Jump right out and count to four. Running Cadence - your momma. The aircrew Chief gave me an 'MRE'. Chute on my back, destination unknown, C it began to groan. Jumpmaster said now don't you know, Stand up Sailor, it's time to go. Stand up, hook up, shuffle to the door, Jump right out and count to four.

I still remember my first experience calling an Army cadence. It was in Germany and we were out in the forest running at am and it was pitch dark. I did just that and when I turned back around I got clothe lined by a tree branch. It took me down flat on my back so fast all the leaves shot right up into the air and within seconds the forest was dead quiet. Requests are made from day to day; Briefings held and changes made.

Stand up, shuffle to four! My side! I ended up, airborne soldier is simply called c returns after a ride with my. Cadence for running cadence,. Celiz, four. Even if my main dont open wideleasing news is still count to dating websites mental illness You wake up hook up, left and died and count to the sun i am marine corps!

Reveille 14 Cadence or Marching Songs Folklore: Lewis ,. DT Lyrics: Lyr Req: Rabbi-Sol Date: Army 82nd Airborne division paratroopers , and was stationed at Ft.

Running Cadence. Haha, you're lookin at a few hundred pages if everyone here posts all the versions of that cadence floating around. Here's another oldie marching for you: You can't count to five! Here's another verse: When I land bury me deep with two turntables at my feet and a mic at my head so when I die I can rock the dead. R R, Platoon repeat Runnin hard.

C130 Rolling Down The Strip - Military Running Cadence
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