Standby

Fuck the twat who isn’t man enough to accept all that he deserves. He needs to be sent to solitary to serve out the rest of his pathetic life. Also, fuck his pissant defense attorney. I hope that guy is met with misfortune everyday for not having any sense of true justice and morality. I’m all for due process, but GMAFB.

Doesn’t look like they make the Skywalker X-33 anymore, but I’m in if they do.

I’ve heard it several times in my career…”that commander insignia is a pledge pin.” I think we all owe it to the nation to critically analyze and not take orders like a stormtrooper would. At the same time…bucking your CinC isn’t conducive to good order and discipline. Placating the indig clearly isn’t part of this admins agenda. Not sure why she thought it would end well.

Hopefully you loaded up on the 3rd and dumped it last night…if not, oof. I lost a little in a panic sell.

Gotta justify the OA-1K purchase somehow. Also…Afg=world’s largest live fire range.

Competing theories on that accident. Code7700. “Given the general's tendency to over-rotate, the dressing down he gave his aide for nudging the stick the previous day, and his proclamations at the Auger Inn, it appears he rotated to such a high angle the aircraft started stalling right after takeoff and one wing dropped. This gave the appearance of the start of a nose high aileron roll. Then the airplane disappeared from view. The aircraft then reversed its roll as the pilot tried desperately to regain control. The roll reversed again, just then the aircraft reappeared to the witnesses, who perceived the completion of the aileron roll. Professor Mason's conclusion was that the aircraft fell out of the sky in a full stall, hence the contained size of the crash site. The report says the aircraft was "slightly nose high" when it impacted doing 198 knots. That airspeed doesn't make sense given the aircraft's attitude and size of the impact site. I do not believe the accident report. I believe Mason was correct: the general over-rotated, stalled the aircraft, and both pilots died as a result.”

They do it different down south.

Basically as expected. For those without tokens, the CCIR is DAF unclass…should be easy to get the deets.

I left my SIPR phone in the seat back pocket on my last Southwest flight, can you just add me to the Signal group and drop the report there?

You have posted some pretty silly stuff, but for a military aviation forum this is taking the cake today. If you don’t get why, I have nothing more to say

This is the pendulum swinging the other way. 2ish miles of lateral sep and 500’ vertical…non-event. Copy it’s an RA, but the system is predictive/lag tool and as it turns out, a fighter-type jet will trigger extraneous advisories based on speed/maneuver capabilities.

To be fair, the previous admin was never at risk of leaking any secret war plans because none were made.

Southwest patron…enough said.

You’ve never taken off on taxiway zulu at Bagram before?

Any bets on how similar this jet looks to the recently unveiled 6th gen that Chinas been flying?

Go with quals.

Complacency. Like doing high risk combat operations…just because you’ve done it a thousand times prior doesn’t make it any less risky. Your ability to manage the risk may improve, but that doesn’t equate to mitigating aka eliminating.

Two pilots in the cockpit for a reason. They didn’t fly the entire approach ant 300’, so there was time to be clearing for traffic well before. I’m not placing blame, just stating my opinion. Until the data is presented I withhold further comment. God rest their souls.

You would certainly hope not…but there was clearly a breakdown in visual scan for both mishap aircraft. What caused that remains to be seen.

I wholeheartedly agree with the idea that you don’t let ATC fly your plane (“BTW…can you accept the PAR for controller training?!). Not accepting approach changes more than 10NM from landing is definitely conservative, but each operator and PIC gets to make their own decision. Normally the circle/night circle risks are hitting the ground and things attached to it, stalling, and losing visual reference followed by piss poor missed procedures. This is the first circle mishap I have heard of that was related to traffic deconfliction. Not saying this happened…but both pilots nugs down into the FMC to make approach changes definitely could have contributed to the mishap. I don’t suspect it would be causal, but if anything it emphasizes the need for vigilant clearing in congested airspace regardless of altitude. It’s impractical to be 100% committed to traffic search in all phases of flight, particularly on long haul. I met the pilot of the biz jet in this accident. Bolt out of the blue…until you consider they were flying on an airway. Unless you’re flying biz jet, we’re all likely out there on an airway flying in the FL3XX block. My company doesn’t take kindly to the no SID/no STAR FPL remarks, and they also don’t adhere to my “I file direct point to point regardless” attitude. So I’m just as guilty.

My theory….the crack down on hair and nails is more related to transgender stuff than readiness and standards. If the CIC is barring trans folks from serving and puts biological sex back into the SURF, it’s an effort to essentially force compliance with directives. If you’re born a male but decided to start trying to grow a vag…time to chop the hair and fix the nails or get that boot. Or maybe I should just put my tinfoil hat back on.

I dunno…not permitting 100’ of procedural control deconfliction as the norm would have made all of this irrelevant. TCAS, ADS-B, visual separation, etc are moot if you delete the ability to put aircraft this close. When it comes to commercial aviation, we should never rely on decisions made with only seconds to spare…that’s unnecessary risk. Let’s assume everybody on that fateful night did everything right: the allowable error in altimeter equipment may very well have still resulted in a collision. It is shitty airspace deconfliction. It seems like every time I fly I’m getting traffic callouts, and my clearance to continue climbing or descending (while IFR) is always contingent on being well clear on radar. My call to the controller with “traffic in sight” is never trusted and these examples highlight why. While it might give them respite from seeing two targets merging on the scope, it doesn’t absolve them of their shared responsibility.

For those who lived through the dark ages…DEI bullshit pales in comparison.

I love this about the CMP surplus sales. You can travel to the armory, hand select a rifle, and they mail it to you…no FFL. Somehow this is different than ordering a new bird gun from a sports outfitter. Ridiculous laws. Can’t wait for these solvent traps to change Amazon descriptions, ha!

Ok, what about this one then? https://x.com/AzevedoAlves/status/1882122716268126418