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About jango220

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  1. jango220

    Commercial Aviation air refueling

    Airbus has definitely gone all-in on the MRTT as of late. They are currently flight testing an automatic version of their boom, as well as an avionics and aerodynamics upgrade. While the KC-46 may be the "next-gen" tanker, the 330 MRTT is definitely going to make up a large chunk of tankers worldwide. Just off the top of my noggin: Australia and England have been flying theirs (with the UK looking to add a boom as well) for a while,the European consortium is doing a bulk buy, several middle east countries are flying/have bought, India finally paid for theirs, the South Koreans and Singaporeans are buying, etc etc. Oddly enough, they have one big LIMFAC: landing gear configuration. They are twin-tandem just like the -135 but weigh about a hundred K more. They are gross-weight limited at a huge number of military airfields worldwide as a result.
  2. jango220

    KC-135/707 TYPE

    Got mine added this past December at the Philadelphia FSDO. FAA Order 8900.1 figure 5-88 on the most current version (02 feb 16) shows that the KC-135 equates to the B707/B720 types.
  3. jango220

    Kc-10 pilots single ear headsets

    David Clark is currently testing a one-ear version of the DC Pro (http://www.go-dcpro.com/passive-headset-features). There are a couple test sets floating around both McGuire and Travis. A lot lighter than the current DCs, so we'll see if they decide to market them. I personally am not a fan of the Telex. Definitely miss the Bose A20 from my previous jet. The KC-10 comm system uses a non-standard PJ-051 plug, that as far as I know is not used on any other military aircraft. While many commercial aircraft have similar one-ear setups since their cockpits have decent noise insulation, the -10 fleet is limited to either the specific DC or Telex options due to that plug. The jet basically has a bunch of military equipment shoehorned into a FAA-cert'd airframe, so without going into a big history lesson, this is one of the "solutions."
  4. Completed my ATP at Tulsa Community College a couple weeks ago. To echo all of the other reviews on here, overall it was a great course for a great price (~$2500 including flight time, examiner fee, gas, hotel). They have a newer model Seminole with a G500, and they are setup to "teach to the test" - exact words from their chief pilot. They love us military pilots since we show up more or less instrument proficient and are able to get thru all of the training in 1-2 flights, and then press to check. Couple LIMFACs to be aware of: 1) Aircraft availability - only 1 plane currently, they are working on getting another leased with a G1000. I had to mx canx flying on my first day due to a shredded alternator, and it took about a day to fix. 2) Evaluator availability - the DPE is a Southwest check pilot with an extremely busy schedule, due to supposedly being the only ATP-qual'd DPE in all of Oklahoma. She only schedules 2 weeks out prior to the next month. However, she is an awesome pilot, extremely knowledgeable and fair. They are all full up until January, but PM me for evaluator/TCC contact info to schedule.
  5. jango220

    Good military/aviation books

    Definitely agree. Hampton goes into incredible detail about the development of both SAMs and the Weasel mission from day 1 until the Vietnam War ended. I bought it purely on a whim at a bookstore because I recognized the author's name from "Viper Pilot." I happened to hear Col Leo Thorsness speak at Maxwell a couple days earlier, and the book explains the events that led to him being awarded the MoH. I've already bought a couple extra copies and handed them out to people. Highly recommend.
  6. jango220

    Trends in Air to Air Combat

    I suggest you find a tanker patch (I swear they exist) and have an actual discussion about that.
  7. jango220

    Mattis: Post Traumatic Growth

    The former Vice Chief of the Army, Gen. Peter Chiarelli, is on a similar crusade in his retired life. That article is an excerpt from a terrific book written by the Starbucks CEO called "For Love of Country," which is a collection of stories of both organizations that are looking to advance veterans' issues smartly, as well as some combat stories. There is one story in particular about a op gone wrong in Afghanistan after they landed in the middle of minefield while attempting to roll up a target. Read the whole book in an evening after reading the initial article, it was that good.
  8. How easy was it to schedule dates? Lots of openings or something you have to lead turn 6-9 months?
  9. jango220

    US KC-135 Down - Kyrgyzstan

    Just a note, the SYD is powered by the rudder power system. Turn the rudder power off, the SYD turns off. With the rudder power on, the pilot can choose to turn the SYD on or off. With the rudder power on (hydraulically powered), the rudder has +/- 25 degrees of movement, versus +/- 13 degrees manually. The SYD can only actuate the rudder +/- 4 degrees, but it requires hydro going to the rudder to operate. The SYD itself is nothing but a rate gyro giving commands to the rudder PCU to move the actual control surface. Another important thing to note is that the SYD inputs do *not* move the rudder pedals. The biggest thing to take away from the AIB is how out of phase the actual yaw of the aircraft was versus the actual flight control inputs. I have read the SIB more thoroughly than the AIB so I'm not going to get into the how/why that occurred on this forum. If any fliers want to have that conversation, feel free to PM me a .mil. I'm not certain I could have correctly diagnosed the issue that was affecting them in the same time frame. I think the crew force as a whole is going to be better educated as a result of this accident.
  10. Rip-it stockpiling begins in 3, 2, 1... There is going to be a lot of jittery, caffeine-deprived people running (and flying) around all of the bases in CENTCOM. Green Beans will be the real winner in all of this.
  11. jango220

    Drop Night Booze Question

    Or use them for the pre- and/or after-drop party. We started drinking around noon on the day of our drop in the flight room and I don't quite remember when we stopped. The following Monday morning sounds about right. We had the crew bus take us to the club.
  12. jango220

    F-35 Lightning info

    There are a few Edwards and Pax River guys with "Cold Iron" morale patches.
  13. jango220

    F-35 Lightning info

    Cold iron = full power off reboot of the jet
  14. 2. I propose taking the discussion about this article to sipr baseops because I am genuinely interested in the rebuttals from the CAF guys. EDIT: Or the discussion can stay here, it just seems like this could turn into a vault-type discussion.
  15. jango220

    Is the KC-10 going to be cut?

    I am not trying to downplay the role the -10 plays. It does its job well. And it is needed in the future, especially wrt Pacific pivot/global strike, etc. However, the key is it is a poor aircraft for use in CDO. The 3-1 has details, but we're not just talking about GATM here. I've flown on a KC-10 before, and the lack of SA due to a handcuffed FMS and displays that can't show boundaries was astonishing. Watching the crew break nearly every boundary of the area we were in and get called out by ATC was just further proof. Trying to fly off a falconview display with a $15 GPS puck isn't a good setup for a CDO scenario. If the avionics upgrade gets implemented, I may very well raise my hand and ask to go fly the -10. What I'm trying to say is that there is a reason the KC-10 isn't invited to play in certain scenarios and OPLANs and it is purely due to the equipment on board, and the AF currently seems unwilling to invest the money to change that. It was my understanding that the boom control unit was reaching its end of life and required replacement. Any A3/A4-types have any details? I could be wrong, just something I've heard. All potential jokes aside... I think you are severely underestimating the number of KC-135 current and former receiver pilots (both from our airframe and cross-flows) when it comes to our attitude towards receiver considerations.