1967 “DISCOVERY ’67" BOEING 727 JETLINER UNITED AIRLINES EDUCATIONAL FILM XD30862
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- čas přidán 19. 11. 2021
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This episode of the Discovery '67 TV show, made in partnership with United Airlines, focuses on the Boeing 727. The episode starts with host Bill Owen sitting in a flight simulator cockpit for the Boeing 727. In the Captain’s seat is flight instructor Major General Donald A. McGann. Closeup of Captain’s flight instrument panel with air speed indicator, compass, and altimeter. Closeup of center panel with instruments for engine readings. Captain McGann points to the gear handle. Closeup of the throttles for the three jet engines. Closeup of radio controls. Closeup of overhead panel with lighting switches, hydraulic switches, and electrical switches. 1:45 Closeup of the center panel. 1:53 Closeup of the captain advancing the throttle. He points to the engine thrust instruments and the air speed indicator. He decreases the throttle, then extends the speed brakes. 2:36 Closeup of gyro horizon (attitude indicator) as the pilot moves up, down, left, and right. 3:31 An operator with Denver Approach Control is seen at his panel. He speaks into a telecom. 4:27 Exterior shot of the Boeing 727 simulator. Pilots sit in the cockpit during a training session. Closeup of the problem panel. One of the pilots presses the “No. 3 Engine Fire” simulation button. The lead pilot walks through the steps he would take in that situation. 5:57 Instructor McGann freezes the simulation. 6:11 Bill Owen stands in front of the simulator, talking. 6:15 Exterior shot of a United Airlines Boeing 727 jetliner on the tarmac. The second officer conducts a ground check. Instructor McGann steps on board with the pilot. The men board the plane and walk down the aisle towards the cockpit. 7:12 The Boeing 727 prepares for take off. Operators peer out of binoculars in the control tower. 7:25 The pilot, second officer, McGann and Owen all sit in the cockpit. Closeup exterior of the plane. The nose lifts and the plane ascends. 8:09 Airplane wings in the foreground and Denver, Colorado below. 8:25 Closeup of the control panel in action. The pilots check the stick shaker. 9:04 The United Airlines Boeing 727 cruises above the clouds. 9:30 Closeup of the center control panel. 10:23 Training continues in the cockpit. 11:38 The camera shakes a bit due to turbulence. 12:03 Closeup of lead pilot wearing a hood, impairing his vision so he must depend solely on the instrument panel in front of him. 12:22 Exterior of the Boeing 727. The plane dips to the left above rural land. The runway is visible on the ground in the distance. View of the left wing as the plane slowly descends. The plane approaches the landing strip. 13:47 McGann lifts the pilot’s hood and the plane meets the landing strip. The camera shakes as the landing is made. 14:15 The plane lands and taxis on the runway. 15:21 Jets taxi on the tarmac and then fly overhead. Model of the SST supersonic jet transport. 15:47 Demonstration of a vertical takeoff. The plane arises, then tilts its engines to fly forward. 16:04 Cut back to Bill Owen in the cockpit, and then standing at the nose of the 727 on the tarmac. The film ends with various shots of the Boeing 727 as the credits roll.
The trijet Boeing 727 was launched in December, 1960, with the first 727-100 rolling off the assembly line in November 27, 1962. It first flew on February 9, 1963, and entered service with Eastern on February 1, 1964. It was powered by Pratt & Whitney JT8D low-bypass turbofans below a T-tail, one on each side of the rear fuselage and a center one fed through an S-duct. It shares its six-abreast upper fuselage cross-section and cockpit with the 707. A stretched version dubbed the 727-200 entered service with Northeast Airlines in December, 1967. Besides the airliner accommodation, a freighter and a Quick Change convertible version were offered. The 727 was retired from passenger service in 2019. Production ended in September 1984 with 1,832 having been built.
This film is part of the Periscope Film LLC archive, one of the largest historic military, transportation, and aviation stock footage collections in the USA. Entirely film backed, this material is available for licensing in 24p HD, 2k and 4k. For more information visit www.PeriscopeFilm.com
I don't know how common this was but back in the late 60's when I was 12 I was on an Eastern 727. We were taxiing to the runway. As soon as he started turning he was spooling up. I thought wow this is cool. Never stopped or even slowed down.
Been on a few flights out of DCA that the pilots did the same thing. It was always exciting to make that turn, hear the engines spool up and roar down the runway. Cool stuff when you're an aviation enamored kid.👍🇺🇸
This was one of many aircraft that I saw gracing the skies when I was just a kid. That was 40 years ago. They were still a common sight back then. I miss them to this day.
I flew as a flight engineer on the 727 at the beginning of my airline career. I always wanted to fly it as a pilot but didn’t have the seniority to do that before they retired it. It was a great airplane.
YIKES, their wild assed predictions fell precipitously short!
I'm an A&P for 26 years first aircraft I worked on was a Boeing 727 for American airlines in Tulsa Oklahoma. They were built like a tank and known for that and the JT8 engines were very powerful, got to work on an engine change team that was great , trimming the engines idle and military .
I loved the 727 and flew on it many times. Back when men wore suits when flying. I had the fortune of sitting next to a four-striper, deadheading. I asked him his favorite airplane to fly: the 727, a pilot's airplane. And I asked him if they ever used full power on takeoff: no, that would burn up the engines. He then went on to explain the computations to arrive at the appropriate EPR (engine pressure ratio).
I love that really slick ‘60s aesthetic
I love their fantastic sense of humor in the first couple sentences, "That's right Bill" 😂
Take me back to 1967 as an adult. America was a much happier place back then.
Looking back it would seem that way... But don't forget Vietnam, social unrest, and political assassinations were putting a damper on all the cool stuff going on.
MeriKKKA
@@Burnedtoastify I was thinking of the $40k beach homes in California.
@@Burnedtoastify Still better than Covid, unvetted "immigration". 600k + 2b1b homes and Gen f. king Y & Z.
@robinsattahip2376 Well, not for the African-American folks. Don't forget that America just came out of the Jim Crow era and Racism was still rampant (and, to some extent, still is) back then. If you're white, then I can understand why you felt America was a much happier place back then.
I love films like this! I love planes, train and automobiles!
Back when people knew their Job, every aspect of it, and did their job well with almost no errors!
Used to fly to see my Grandparents in Florida early 70's . Eastern Airlines. 727 stretch Hartford to Atlanta. L10 11 Atlanta to Daytona. Meals on both flights ! I even had lamb chops one time ! Those were the days !
Atlanta to Daytona is hardly worth pulling up the gear, especially in a TriStar. But God-DAMN that was a helluvan airplane!!!!!!!!
I live in Denver and somehow I missed this. I was not alive during the prime of the 727, but the tri-jet has been a favorite plane. She was a pretty aircraft for sure, too bad couldn't improve her engines.
Fantastic piece of history, thanks Periscope!
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I never got to jumpseat on the 727 because of their retirement from service from many airlines in late 2000 (and not too much later with FedEx) but I learned the aircraft rather intimately in high school as a type rating course (minus the flight portion) and again when I turned 23 and could get my airline transport pilot exam done for my dispatch license. We learned the systems, flight characteristics, operating envelope, etc so the plane has a special place in my heart. Speaking of which, my wife and I got married on 27 July (7/27). It's too bad I never got a chance to ride up front!
The Golden Age of aviation!
Good ol 'Stapleton Airport. Just a short drive from Downtown. Based there several years. It was always fun to get to fly the very 1st 727 N7001U. Thx!
Now the planned community of Stapleton
I flew on all series of the 727 with Braniff International, Eastern, Delta, and Continental. Back in the 70’s, if you flew on a domestic flight, would most likely be a 727 or DC 9. United and the up start Southwest flew the 737’s and Delta had the Convair 880 (I think these were replaced by the 727). These birds were way more comfortable than the buses today.
The Convair 880 and 990 were beautiful planes, and damned fast. But they drank gas, and no one could afford to fly them, and that's what did them in.
TWA flew them also.
That was pretty cool...I loved riding on the 727 100. Simulators have come a long long way...actual stick time in training has reduced quite a bit. The future of air travel was a little optimistic back then, Concord flew for 30 years or so before it was retired but the Boeing SST never got a look in LOL Maybe in the next 30 years we may see hypersonic travel at suborbital altitudes (if the greenies allow LOL)
That’s right Bill!
Excellent video. Thank you for preserving it. Imagine, 3 engines. In case, one failed...now we only have 2 engine aircraft
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Lovely documentary!
God bless them, they had such high hippies for us.
Note the "firm" landing. 727 for sure.
The old three holer. One of the few jetliners, that flew regular service into Dutch Harbor, which has no jet service today.
Amazing piece of visual history. I immediately noticed the all-analog gauge/instrument cockpit- quite different from the fly-by-wire, ultra sophisticated cockpit layouts of today. Another thing that caught my eye: when the reporter was standing at the rear, integrated step way before the test-flight (please correct if I’m incorrect, but I’ve always read that the Boeing 727 was, at that time, the only commercial aircraft so equipped), I immediately thought of the infamous D. B. Cooper. Guy was nuts to do what he did from those stairs. Anyway- takes ya back. Thanks for presentation.
Yak-40 also have this type access ramp
I noticed that too. So cool. Easier on the eyes.
Caravelle also had one.
@@MomentalnoVMore < The DC 9 has one as well.
Ventral staircase.
My favorite airliner to fly on, many years ago.
Back when people knew how to behave,Good video
The best part was the racism and making women get a man to sign off on getting a credit card AMIRITE
Fantastic piece of story
In 1966 I learned to fly at Stapleton…Clinton Aviation. Many many hours in a C150 departing from and landing on those runways. Gates Aviation had a huge general aviation tie down area with hundreds of aircraft. A few years later General Aviation was run off of Stapleton due to the huge increase in airline traffic. The 727 and DC-9 were predominant as was the 707 and DC-8. DC-7, DC-6, DC-3 and most prop aircraft were phased out and Frontier adopting the Convair 580. Wanted to be an airline pilot but became an Air Traffic Controller instead.. (ZAB ZDV)… United’s training facility used to be next to the passenger terminal on the North side. Then in the early seventies they built a new facility West of Syracuse at about 38th Street.
Great video! Finally an airplane instructional video I can understand!!!!! Basic! EDIT: The video went from "What does the horizon indicator do?", to a complete landing scenario with zero, explanation, lol. :D
Loved my 727 aircraft,just the best🙂👍👍👍
I flew on being 727s on eastern,united ,American, and continental airlines through the 70,and 80s.
Great video. Love seeing a black FE back in 67, definitely weren't many!
FEDEX was flying 727’s out of Billings until about 2009.
I believe FEDEX was the last 727-Advance customer in 84.
We had two at one time at CAER for awhile. One for MEM and one for IND. I don't exactly remember when they left but it wasn't that long ago. At the time they were replaced with 2 57's.👍🇺🇸
from horses, to the trains, to the sky and back to walking in only 150 years 😮
Really informative. Reference to SST TOO. The 727 is great looking plane. It was the work horse for Australia from the 19606 till the 1980s. Flown by TAA and Ansett. Loved the ventral staircase. Flew on 727 many times Melbourne Sydney! .
The half-mockup of the SST (full-size!) survived into the 1980s in its original building in Kissimmee, Florida, and that building was turned into a church. It was really bizarre!
Wow! What will they think of next!
So much for future predictions. We aren't flying any faster than when the 707 first entered transcontinental service in 1958.
Actually slower to save fuel.
Imagine all the broken windows flying coast to coast ( similar size here in Australia) in 1 hour! By the shockwaves lol, just as well nearly 55 years later a lot of that didn’t eventuate! But a very interesting trip back in time, I flew in the 727’s many many times from the early sixties to the eighties with TAA and Ansett Airlines and what a terrific Airliner they were/are!
i remember when the 727s were at the airport at nearly every gate, now there’s ‘NARY’ a one in the sky
Good practice for real world problems.
I think my first jet trip was on a 727 on Ozark. Maybe 1971. Skinny set of retractable steps up to the entrance. Had a welcome light above the door lol!
Since you mentioned it I checked and this jet does of course not have the DB Cooper switch installed. It was a small aerodynamically operated latch that assured the stairs would not extend in flight. D B didn't jump till "71.
It’s a Sherman tank with wings. Wow
Like Bruce Dickinson of Iron Maiden said after flying a 727, "Mr. Boeing got it so right right with the 727". She was a fine airplane. I sure loved flying on those birds in my airplane days.
I loved Discovery ‘67 when I was a little kid. It was an educational show that didn’t talk down to kids-no flash or gimmicks. I wonder how it would play now to kids with their short attention spans?
What? Say again!?
I flew on a Boeing 727-100 and 200 on many occasions.
To fly on this plane, you have to have a bachelor's of science degree in engineering.
Passengers on a training flight besides the pilots and instructor also includes FAA (Federal Aviation Administration) monitors to give the pilot their rating and the cameraman.
Well that kills my GED (LOL)
It’s still fascinating to think that a lot of early passenger jets were designed by men and women using slip sticks/slide rules, because the supercomputers needed to calculate the optimal conditions of laminar airflow and all the rest of the technology we take so much for granted.
I don’t know if this phrase is true or not, but when lasers were first invented they were called “a solution to a problem that no one had even thought of”, yet we would now struggle to live our current lifestyles if someone with an open mind hadn’t said “what if we……….?”.
It’s been an amazing time to see all the numerous improvements in the lives of most, but equally frustrating to watch the greed grow exponentially too? Perhaps that’s one of the major issues for the future?
I did a fair amount of business flying in the 1980s oddly enough when I was employed in the railroad industry (Chicago & North Western RR). It seemed back then most of my flights were aboard the 727. So much so to the point it was sometimes frustrating that the airliner wasn't something different like a DC-9, 737, etc. Wonderful "Discovery" TV program from the past and thanks for sharing!
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I lived in south Minneapolis back in the late 70s and can contest that the 727 was a vary noisy aircraft because I lived right in the flight path.
These days the new engine’s are a dream with the newer aircraft.
Man! It's so weird to see open carry-on luggage shelves like that. Like on a Greyhound bus. I guess there wasn't that much turbulence back then.
You were only permitted to put your coat and hat on those racks. They also contained pillows for each pax.
@@jfchonors8873 Boarding and deplaning was much faster and easier, not to mention fewer brawls breaking out.
Bill´s a smart guy
That's right, Bill...
There was an optimism about the future missing today...
By the time they made this film, United had made an estimate that SSTs would cost at least 25 percent more per passenger-mile.
Well bill !
Kids today don't appreciate how much worse travel is today versus this time, when you had to be almost rich just to afford a ticket. You also had to either dress in near formal wear or you were denied boarding.
Near formal wear only if you were "non revenue", such as an employee or travel agent flying free.
Yes, back in the day you dressed to the nines when you flew. Today, some of the people you see on a flight should be denied boarding and sent to a bus station!
Lived in Georgetown, Colorado for a few years. Truly amazing how the Rocky Mountains rear right out of the ground just west of Denver, and Denver is 5,280' ASL to begin with! A tricky place to fly at night or in bad weather. Stapleton is gone now; they built a new neighborhood there. Too bad about the SST, but it was never worth it. Just toooooooooooooo expensive, in every way. And the 15,000 MPH rocket plane, ten minutes from NY to LA?? Pure insanity. I remember watching this when I was 8, and even then I had my doubts.
Always liked the Tri-Star Jet, smooth sailing.
"Tri-Star Jet". You mean the Lockheed L-1011 TriStar? Thx!
Tri-Star was the Lockheed L-1011, the 727 was called the Whisper-Jet.
@@pi.actual Wasnt "Whisper-Jet" Eastern Air Lines 727 nickname? Thx!
@@pi.actual Ja, Ja, Ja "the whisper jet", nice name, , surely after a few hours flying on that thing the passenger would end deaf as a stone.
This is real early. Later -27s locked-out the use of 40 degrees flaps. That was because it was possible to "get behind the power curve" when using them for landing. Meaning the full thrust available wasn't enough to cancel their drag and hence the ship's sink rate. (Meaning you crashed even though you saw it coming a mile away.)
The place I worked had 727’s, and they restricted the use of 40° flaps because of the wear on the flap tracks. Decades of maintenance, machining and wear brought on the 30° limit. A handful of airplanes were exempted for operation out of the old St. Thomas, VI airport (short rwy!). Those aircraft had nosewheel brakes as well. As far as ‘getting behind the power curve.’ Not really a big deal. Flaps go to 25° for a go-around anyway. If it happened to be on an engine out approach, flaps were set at 15° for landing and raised to 5° for go-around on the two remaining engines. I think I’m remembering correctly, it’s been a long time. My last 727 flight was in 1996. And like the pilot mentioned in the video, my very favorite airliner was the 727. Man, it was fun.
@@buckerjungmann Very very good ! Thanks for the input! But I was just repeating what the Boeing Rep told us in '71.
Stretches could and did do the "Deep Stall" a la' BAC 1-Eleven with fatal results before they locked out 40 degrees, he said. As for nose wheel brakes - you got me there, pal. I never knew there was such a thing on any Seven-Twenty-Sevens !
Probably something to it, for sure! Now I remember the crazy stall warning and stick pusher on the BAC 1-11. I flew it for a while in 1984. They sure had a big problem during stall tests… it crashed! The ‘T’ tail was part of it (like the 727). So limiting the flap travel would be a good way to avoid pesky little things like that, lol! The airline safety record is partly built on simply avoiding scenarios that cause crashes… a luxury GA doesn’t have in a general sense. Personal minimums, good old fashioned head work helps, but those things AND a strict procedural system help with their safety record. I know I rarely used 40° flaps. It just wasn’t necessary most places and didn’t lower the Vref speed significantly anyway. As fuel continued to cost more, we were encouraged to use less flaps for the final segment as it saved quite a bit. Toward the end of the 727’s time in service, noise restrictions limited the flap travel as well. Part of some of the hush kits included flaps 25° for landing… quieter on final.
In training, we saw a Northwest Airlines video of a 727-200 with nose wheel brakes do a max braking stop after landing. 1800 feet is all it took! Gave us confidence in the airplane, that’s for sure. I flew several different Boeings in my career (retired on the 787), but there’s no hesitation when someone asks me my favorite. Thanks, Patrick, for the walk down the lane of memories. No regrets, simply glad it happened.
@@patrickshaw8595 Back in the 60s and 70s, Some of the 27s that Braniff flew had nose wheel brakes .
They had a simulated #3 engine fire and shut off "A" system hydraulics and crank down the landing gear.
Number 1,, A system hydraulic pumps come off engines # 1 and 2. The landing gear is operated by the A system,, no need to deactivate it.
Number 2 you cannot crank down the landing gear,, they free fall and lock when over center. I was a former mechanic back in the day and worked on these babies.
A little known rfact/trivia
In Boeing original design for the 737 was basically just a 727 without the center engine but the outboards remaining aft where they were rather than under the wings.
Had they stayed with that then all the trouble Boeing ended up having trying to shoehorn larger diameter turbofans under the wing , requiring the re-design of the CFM-56 to give it that flatbotrtomed, sharks mouth look back in the 80's , the redesign of the wing to fit a newer larger engine what lead to the, redesigned flight controls that lead to the crashes on the 737 MAX could have all been avoided and the even larger diameter fans that still easily fit under the wing of an A-320 NEO and provide that longer range would also easily fit in that higher aft position
The CW about why they did not go for it was some people thought it would look too much like a DC-9
Well its obvious you have never worked a flight line.. 707 to the 737. All the flight decks were similar the only real difference was the performance of the airframe. You have to look at the era to understand what Boeing was doing.. 707 was always a transcontinental design the 727 was to be a intermediate range domestic design and 737 was called the guppy.. but what actually happened was the efficiency of high bypass engines improved exponentially .. this rendered the 727 moot . The cfm-56 design was simply meant to keep the intake clear of FOD damage. All they did was move gearbox and cooling systems off to the side...
@@thomasburke7995
No I never worked as a ramp tramp but you can know just as much if not MORE by seeing them from the inside and while doing walk arounds.
It is obviuos that you do not know as much as you think you know
Flight flight decks AKA cockpits are in fact NOT similar . I never flew the 707 or 727 so I do not know if the cockpits were in fact identical/interchangeable but they did both have the then standard Pilot/Co-Pilot Flight Engineer layout HOWEVER the 6737 like the DC-9 that it was built to compete with eliminated the FE position
It is also a well know fact that the fuselage sections aft of the cockpit and forward of the wing box and aft the wing box and forward of the tail were identical/interchangeable on all three aircraft and a single fuselage shop made those sub-assemblies to all three assembly lines while the 707, 727 and 737 were in production at the same time.
The 707 had more fuselage sections, the 727 had less, although the shortest 707 and the longest 727 were pretty darned close to being the same length . The 737 had less sections that the 727, the original, the one Lufthansa bought had pretty much the same number of seats as the then current version of the DC-9, the next version the one United bought was just 3 feet longer.
It is also an easily verifiable fact that the initial development design of the 737, one that made it all the way to artist rendering and table top models had it as a shortened, short as the original 737 Lufthansa bought, twin engine 727, still had teh T-tail it just eliminated the center JT-8, the inlet at teh base of the tail and teh S duct that connected them, which the 727 really only had so that it could satisfy the need for 3 engines that circa 60's ETOP rules required for over water routes in excess of 60 minutes, routes that Eastern one of initial buyers of the 727 waned to fly.
Now Boeing came up with some self serving face saving BS about how moving the engines to under wing pods gave it SLIGHT performance rewards but many within the compnay and the broader aviation business always believed the "real reason" was that had they stayed with the two engines aft the 737 would have looked too much like the DC-9 and the last thing in the world Boeing wanted to be caused of was that they "copied" the DC-9 , which after all was what it was competing with
It is also just an obvious fact that had they stuck with it when it came for the NG's that they could have simply bolted on "stock" CFM-56's and there would have been no need to redesign the engine AND when it came time for the MAX they could have bolted on those same engines that the A-320 NEO uses with plenty of ground clearance, no re-designing the engine AGAIN, to wring just little more performance out of it. no redesigning the wing and wing box to accommodate that new engine and no no need for new flight control systems to manage flying with an inherently unstable wing and no crashes caused by that system wanting to drop the nose and fly you into the ground.
@@daleferber2096 Enjoyed your comment,, I too worked as a line mechanic back in the day. I didn't think of myself as a ramp tramp ,, however your right regarding Lufthansa taking delivery of the first 737 which was a - 100 series. Boeing made very few of them. And yes, they were about 3 feet shorter at the wing box. Other than that, they were identical to the-200 series.
Also around that time, Airlines were wanting to save money. One less engine and one less flight crew member to pay for.
The all analogics planes era
we don't say "takeoff power" anymore for obvious reasons....and yes it happened
Whoops, I though you meant reduce power…
This brings back bad memories.
Looks the same as what my flight instructor does
Speed with stick, height with power, what every pilot learns
It’s different on a jet airplane
What’s your vector Victor?
10:48 was this a stall shake
@10:10 Flaps 40? You lunatic!
Lol....Super Sonic transports across country in 1970.......
good ole days of pouring the pilots into their suits before their flights ✈
Funny how it's a training film; but, the pilots never strapped in to their shoulder harnesses for landing.
Yeah, well there was also lawn darts and gas powered pogo sticks back then too.
These had a worse crash record than the Max in their early years because pilots would stall them.
Excuse me, how come in these Old movies the Men sound alike?😕
Bill…….have you ever been to a Turkish Prison? Do you like Gladiators? Have you ever seen a grown man naked?
Just don't lower flaps to 2 degrees at cruise like Hoot did and nearly crashed the 727
Hoot went to his grave insisting he never lowered the flaps. He was very convincing!
@@hugoknight1 That one slat, #7 I think it was didn't retract which caused the roll. Good move lowering the gear even if well above max gear extension speed.
Allowed him to recover..
Erasing the CVR was a bad move.
simmilator
The US SST was obviously an epic fail, although it’s probably better they never built it. There is zero chance it would have ever been approved for transcon flights over the US, as the video implies it would.
Supersonic aircraft will always be for only the very affluent if it ever returns
No engineer can master supersonic flight economically .
It's been 30 years. The planes suck. Can you send us some tri-jets and pan-am stewardesses????
Also great service and legroom would be nice.
Pan Am stewardesses,,, drop dead gorgeous !
He kind of has a Bill Kurtis delivery and style…Or maybe since this was produced before Bill Kurtis was on air, maybe Bill stole his delivery!
I took driers Ed it was to hard I take flight lessons I find it easier
Flaps 40 is a no no.
There's stunning misinformation presented here. No, the attitude indicator is NOT "probably the most important flight instrument." The primary flight instruments are the altimeter, airspeed indicator and HSI (he called that the compass.) It was a dumbed down presentation.
An interesting piece of male aviation history
?
@@clayz1 And it was fairly Eurocentric to boot.
No they had stewardesses, they treated you like a VIP no matter who you were, not like the bar maids with bad attitudes like today. And there were a few pilots and the only people who had a problem with it were women.
@@sylvesterstewart868 Thyvesthter, Yas, we need to go back to the hood ol’ days when the little ladies weren’t seen and they waited on lecherous toxic predators who demanded to be serviced without a peep. Good times, good times. And I noticed there were no women involved in the film
@@anothercitizen4867 Dont worry people like you are keeping racism alive. One of your pedophile felon heros just killed a bunch more kids in Wisconsin.