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How can I buy cocaine online in Choloma

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After Pablo and El Chapo: how investigative outlets are covering organized crime in Latin America

How can I buy cocaine online in Choloma

With port calls every 10 days at a slew of exotic locales, this was going to be an epic deployment! For this deployment, port calls were yet another casualty of the dreaded Coronavirus pandemic of However, in the back of my mind, I knew we would be in Central America through the fall, which meant hurricane season. Little did I know how true this statement would become. Do you think we will be tasked for HADR ops? Hurricane Eta hit the Yucatan Peninsula on Nov 3rd, with torrential rainfall, causing landslides and destroying critical infrastructure such as bridges and powerlines, and killing at least people in Central America. While it was still unclear exactly where we were going, we had about 36 hours to ready our aircraft and conduct mission planning. After a quick look at the charts available on our ship, it became immediately clear that this was not going to be an ordinary HADR mission. Between us and San Pedro Sula stood not just one, but two major mountain ranges with peaks over 9, feet tall. To make matters worse, all we had for mission planning was a low-altitude enroute chart and a terrain relief map of Central America. Luckily, a few of us had Fore Flight on our tablets and smartphones, which proved to be invaluable in the coming days. We immediately started planning a low-level route that could take us through both ranges, which led us to our next obstacle: fuel availability. Even with auxiliary fuel tanks, our time on-station would have been minimal. Now we were back in business. While the route itself was straightforward enough, we identified a number of significant challenges. Our ability to establish and maintain communications with any air traffic agency proved to be extremely difficult. There was a very real communication barrier, as most of these controllers as well as local approach controllers had no idea a U. Navy warship was right off of their coast launching its helicopters into their airspace, even though we had flight plans filed with APACS clearance. We had to constantly juggle the high-altitude requirements of maintaining communications with the performance and weather factors associated with operating at those altitudes. Furthermore, as we checked into San Pedro Sula, we were told by one of the Blackhawk pilots that they had just rescued the local air traffic controllers from the roof of the airport a few days prior to our arrival, so there were no ATC services in that portion of the country. The second challenge and the most obvious was the mountain weather. The ceilings, visibility, and winds through both mountain passes were highly unpredictable, with extremely limited forecasting available. Lastly, our most significant challenge was aircraft performance. We were already feeling the familiar 4-per vibe of the onset of retreating blade stall at just 94 KIAS and bank angles of only five degrees. A contact at the Aviation Regiment sent us a performance map of Honduras, indicating where it was possible to maintain single-engine cruise capability for a UHL weighing 22, pounds. Unfortunately for us, nowhere along our route was it possible to maintain level flight on one engine. We returned to the ship convinced that the actual HADR portion of our mission was going to be the easy part. It was the round-trip low-level route each way through Honduras that was going to be the real challenge. We knew we would need to bring our most professional flying to the table if we were going to assist anyone, or else we would be the ones needing assistance. The second day of the operation went off without a hitch. They returned to the ship exhausted after a long day of flying, but ecstatic that they were able to accomplish the mission. With 2, pounds of fuel in the tanks, I requested 1, pounds of aid on the common radio frequency as we touched down in the LZ. He notified us that all aid drops were being suspended, and that all aircraft were being re-tasked for SAR. Before departing, the OpsO warned us that the FARP was collapsing at L to evacuate since Hurricane Iota was less than 24 hours from making landfall, but that they would hold the hot pump team for us until we checked out with them. As we closed the search location, Witch Doctor and Talon departed to the north to begin SAR operations on the northern section of the levee system. We proceeded at best speed to the MGRS grid while rigging the cabin for rescue. We descended to feet AGL, and while passing directly overhead, saw no sign of any survivors or life. LT Faber and I actually requested confirmation for the grid location from Witch Doctor, since there seemed to be no survivors in sight. Suddenly, looking down through the canopy of palm fronds, we saw a person running through water towards the levee. As we circled the MGRS point, more and more people began to flood onto the top of the levee and began frantically waving at us. Only after getting eyes on-scene could we really assess what we were dealing with on the ground. The portion of the levee that we were flying over was made of dirt piled about 30 feet high and about a mile long. Across the top of the levee was a dirt clearing that was being used as a road, about 8 feet across. About a quarter of a mile south of our location, the levee was already compromised, with floodwater draining into a swelling river system. Three quarters of a mile north of our MGRS grid, the road atop the levee was submerged by floodwater as well, preventing the Hondurans from self-evacuating. We circled the area three times and discussed our options for rescue. It was possible to lower the basket and an aircrewman, but with the number of people needing rescue, the fuel it would consume to stay in a HOGE would be too high. As we continued to circle, the survivors on the levee moved to a dirt road that intersected the top of the levee. This left a space about as wide as our main mounts and a clearing where we could land the aircraft. After completing our SWEEP checks, we determined a degree pedal turn was necessary over the landing sight, or else all of the survivors would have to walk underneath the tail rotor to get into the cabin. First into the aircraft was a family of five, who were only carrying a single plastic grocery bag each of personal belongings. As soon as they were in the cabin they began asking for water, since up to this point they had not received any aid. The next group of survivors was about yards from our location, so we decided to lift and depart since we would be back in only minutes. We pulled max power and were making knots across the ground as we sped towards Choloma Futbol Stadium, which was acting as the drop off point for all survivors. We landed in the stadium and were immediately met by Honduran Police, first responders, and local city officials. There was also a significant media presence, and the local politicians were definitely using this opportunity to stage photos. As we prepared to leave, local police began loading 45kg bags of food and bottled water into the aircraft and told us to deliver them to the remaining groups of people on the levee system. We departed the stadium and flew directly back to our original landing site. By this time the next group of survivors was lined up and ready to go. We landed again on top of the levee, with the aircraft in a hard left lean about degrees left wing down. I elected to keep partial power on the aircraft to prevent further settling or sliding off of the levee. The next group into the aircraft was an elderly couple and a young family of three. Once they were in the aircraft, fear, relief, or uncertainty of what was about to happen overcame them and tears were shed by all. We departed the levee a second time, and within four minutes were back on approach to Choloma Stadium. After repeating the process of survivors getting out, politicians taking pictures, and loading up with aid, we departed again to return to the levee. On our third and final approach to the levee, two families were prepared to evacuate. Emotions were running high for the survivors as the wives, children, and grandparents tearfully said goodbye to their husbands, fathers, and brothers atop the levee. We decided to take as many as we could on the last load, and loaded nine survivors in the cabin. We thought we had room for at least three more survivors, but the remaining male survivors on the levee refused to leave. AWR2 Sullins tried to reason with them, and told them they needed to leave now because we were not coming back due to our fuel state. They said they were going to try to hike out tomorrow now that the women, children, and elderly were safely evacuated. Our AWs returned to the aircraft, where they kicked out the last of any food and water before closing the cabin door. We left the levee for the last time, and within minutes were safe on deck at Choloma. After leaving Choloma Stadium, we proceeded to LZ Rivas for a final hot pump before returning home since we had about pounds of fuel until our bingo. As we touched down at the LZ, the Air Operations Officer ran out to us with the final mission of the day. We knew we could, but looking to the south the developing thunderheads over the mountains gave us pause. We plotted the coordinates of the pickup points and realized we could make the trip in about 12 minutes from takeoff to landing. Again, our AWs exited the aircraft and carefully placed the elderly woman in the cabin. We departed, and a few minutes later landed at the field hospital next to LZ Rivas for patient drop off as well as one more hot pump. We topped off our tanks at 4, pounds, and pulled every percent of torque we could get out of Easyrider 30 to clear the foot tall trees surrounding the LZ. Easyrider 30 in Choloma Futbol Stadium after dropping off survivors. Within minutes it was clear that we were not going to be able to leave the way we came. Towering dark cumulus clouds lined the valley, with visibility less than miles and rain. At the last minute, we diverted east towards a mountain pass with less aggressive looking weather. However, at this point we were off our route and had to revert to tried and true low-level navigation using pilotage, dead reckoning, and a tactical pilotage chart TPC. But here we were, without GPS, crossing deeper into central Honduras on an unknown and uncharted route. To say every crew member was giving one-hundred percent of their focus and energy was an understatement. Eventually we were able to cross under the weather, climb up to reestablish our GPS position, and establish communications with Soto Cano Approach. At this point, we had no idea where our ship was; we just knew we had a location and a time where our Captain assured us they would be. In what seemed like divine intervention, just as we were discussing turning back to Soto Cano, a U. Navy P-8— callsign OMN—overflew us in the valley. To complicate matters they had also been on a southwesterly PIM, heading away from our operating area. We immediately recalculated our fuel numbers, and determined that we still had enough fuel to continue to the ship. However, not all was lost. USS William P. We transited the remaining distance and landed uneventfully onboard at L. To say we were relieved to be back on deck was another understatement. The total round-trip mileage flown from our ship to the rescue location and back was nearly nm miles throughout the course of 7. It was only through detailed pre-mission planning, constant time-critical ORM assessments, mission adaptability, and a highly-focused crew of Aviators and Aircrewman were we able to pull off this successful rescue. Additionally, the professionalism and generosity of the men and women of Joint Task Force Bravo, as well as the and Aviation Regiments were incredible. They seamlessly integrated us into their operation, and were highly cognizant of our fuel requirements all Blackhawks gave us fuel priority at the FARPs whenever we needed it. I could not have been more proud of our Detachment, our crew, and our aircraft for stepping up to the challenge and I know 19 Hondurans who will be forever grateful. AWR2 Sullins clears the right side of Easyrider 30 as it lifts off from atop a levee with survivors onboard. Next Article. More articles from this publication:. On Leadership 6min pages Scholarship Fund Update 3min page View from the Cabin 4min page Rim of the Pandemic 8min pages Show more. Rotor Review Winter

How can I buy cocaine online in Choloma