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I’m not at CBM, but triple turning isn’t a regular thing at DLF. Still, I’m surprised at how tired I am at this assignment. Coming from AMC I thought it would be a chance to take a breather and have a regular schedule, maybe actually get a decent amount of sleep. When I was just a line flyer gaining experience my first year, it was crushing. Show at 7 o’clock, brief, fly, land and debrief by 11:40. Phone a food order in somewhere on base so I can eat during my next briefing. Brief, fly, land and debrief by 1600. GK the studs, do the two gradesheets from earlier, and then finally have an hour to take care of real world problems before I have to go home so I have crew rest for the next day. Now as a flight commander it’s busier. I get excited when the next day’s show is more than 12 hours after the current day’s show, because it means I can have some peace and quiet during the 13th hour of the day to get my office work done and still be legal to fly the following morning. Now multiply that by 5 days a week, all month, all year, with the occasional 12 day work week because you took your students cross country.

Those that think AETC is a cakewalk assignment, never taught in AETC. I worked much harder instructing in AETC, day-to-day, than I ever did in AMC. I just dealt with way more knee jerk reaction that would fuck up your scheduled day events in AMC.

The -135s PMCs also make the landing phase difficult. Each Power Mngment Control isn't fully active below 70% N1...also known as every approach ever flown. So each of the 4 throttles are commanding some goofy fuel flow/power setting. Tanker dudes get used to this abnormality by (usually) only adjusting two sym throttles at a time, allowing the resulting power change to take effect, and then fixing it again when it's all jacked up. Guys who try to keep the throttles aligned, or worse, keep adjusting all 4 throttles constantly, get unstable on final with PIO due to the the swept wing & underslung engines. The experienced tanker dude known the PMC hate him and hate each other below 70% N1...and waits to see what he gets. The known power setting is a place from which to deviate. I agree with the above Google find on the MD. The MD-11's inception has some undertones of the 737 Max issues. The DC-10/MD-10 was the original design, so MD stretched the fuselage out 40', and then had to make the rudder smaller due to CG issues with the new longer moment arm. Then MD put more powerful engines on it. So the flying characteristics weren't the same as a -10, but wait, we'll just add some automation/bells/whistles (LSAS, parallelt rudder) to compensate for the pilots. The single MD-11 type rating allows pilots to fly the -11 and both flavors of MD-10 (MD-10-10, and MD-10-30, the -30 is the KC-10). Does this sound somewhat familiar? MD-11 wing design is also an issue. I haven't flown the T-38, but I understand that short stubby wings like to go fast, don't like to go slow. MD-11 wings are similar in that respect. The Boeing wings are all kinda the same; big, fat cambered bars that can generate lift throughout a wide range of speeds (although this design does limit the top speed of the airplane). The MD's wings are closer in design to a fighter aircraft; thinner, swept back. This provides a higher top end speed, but also squirrelly characteristics down low on final...high deck angle, higher approach speeds than are normal to transport category aircraft. VVI=GS/2, so with approach speeds in the high 170s when heavy, the VVI is 800' down, vice 700' down. A comparatively small performance window. Throw in some gusty winds, transitioning out of a low ceiling at max gross landing weight, and you get the picture. I'll say this...the MD has definitely earned its horrific accident history. It's not just 3rd world, barely trained pilots who have trouble processing the automation/landing characteristics on the MD either. Google FX80 @ Narita. I speak only for myself...the MD is the most difficult plane I've learned to fly. It's overengineered, This airplane, as built, would not be certified by today's standards. So FedEx trying to handpick guys to manage that monster right out of the gate doesn't seem crazy to me. But choosing C-17 background who fly on the backside of the power curve and add power to flare seems backward. And choosing USN 3-wire trap dudes seems equally incorrect. But they don't pay me to make those decisions.

Every fighter I have flown or evaluated used AOA, but all, with the exception of the Super Hornet and Hornet, were flown in the region of "normal command" (front side) which is more intuitive to fly, IMO.

That guy was also featured on the PBS “Carrier” documentary a few years back and his (very Navy) callsign is “Sex” hahaha.

Another article providing good perspective on the accident, what warbirds represent, and how we should move forward. Forbes: Keep History Flying

Found this with Google: "The major issue with the MD11, difficult pitch control caused by a downsized horizontal stabilizer for fuel saving, was only partly compensated by an electronic longitudinal stabilzation augmentation system (LSAS) during flight , however during the last part of the landing this system was (gradualy) switched off to allow sufficient pitch handling during landing. Despite many software upgrades (issued by Boeing as the new OEM) of this LSA system the pitch control of the MD11 during landing remains "questionable" , especially in adverse weather conditions. The MD11 landing issues aggrevated with the introduction and/or conversion of more freighters with increased MLW, further increasing the landing speed and decreasing the pilots reaction time." ---------------------------- Having flown the KC-135 for almost 2 decades now, I can attest to the fact high approach speeds in a large transport aircraft do make landings challenging. The -135 has some pretty high approach speeds also and heavy flight controls (cables/pulleys without hydro assist for ailerons and elevator).

Oh, the exception to the norm, no doubt...but 3 events a day is not uncommon at all (particularly for a FAIP). 2 sorties is the expectation (at least at CBM)...to the extent that if you take too much leave, they expect the triple turn to “make up your increment”. With the MX issues, yeah...probably couldn’t fly 3 times in a day if you tried. It’s pretty bad (not to mention scheduling shenanigans). As for MSIs, it’s fairly bad in general, but if your at CBM, you’ll have to wait for the MX issues to pass and summer to roll around again before we can understand how bad it really is. Personally, I flew 3 times in a day once...I’m good now. Either way, I don’t think these guys/gals are escaping too much being in AETC. There is something to be said about going home every night...even if you show at all weird hours and work 11-12 hours a day, everyday. Toss in a deployment threat and most would just take a pass over volunteering, I’d think. ~Bendy

Flying student sorties twice a day (if not 3) every day is far from a break. If you could hear some of the “you owe me” type of talk given to UPT IPs, you’d wish JPQ still gave a shit. We lost when we pulled decision making up to the level intended to supervise. Squadron Commanders don’t even know how to be Squadron Commanders anymore...they’ve already hit the ELP-less FAIP stage. If you ask me, let a Flt/CC waive the syllabus and just inform the DO. Shit is stupid now... ~Bendy

They like guys who don’t know how to flare or put the gear down? Bold safety strategy cotton, let’s see if it pays off...

Sir, If your grandson wants to pursue the USAF pilot life, PLEASE help him find a fighter guard unit. Great resource.... https://bogidope.com/ There are a bunch of students in SUPT right now that are “off the street” guard and reserve members. In the good old days, you had to enlist in the guard or reserve and maybe, eventually, post bachelors degree, your guard or reserve unit would send you to a commissioning source and then UPT. Not any more. SUPT has numerous newly minted guard or reserve 2LTs. All of these kids I have spoken with had at least a private pilot certificate (many had their private and instrument rating) before they applied to several guard units. Bottom line, active-duty is a clown show. Go Guard.

Talk to your security folks before you go and check out the Foreign Clearance Guide for the country/countries in question, as you may have to put in an APACS request for taking leave in some of them... https://www.fcg.pentagon.mil/fcg.cfm

I just received my acceptance letter and a phone call from the 183rd AS in Jackson, MS. Thanks for all of the advice divulged on this forum. Got a slot! Sent from my iPhone using Baseops Network mobile app

This sucks on every level. If it can can happen to the most experienced B-17 pilot in the country, it can happen to you (or me). Stay safe out there fellas.

No changes. https://www.armed-services.senate.gov/imo/media/doc/Barrett_APQs_09-12-19.pdf

You’re speaking to the squadron commander.

I’ve never been so happy, and she’s never been so miserable... Sent from my iPhone using Baseops Network mobile app