ThreeHoler
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Posts posted by ThreeHoler
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Perhaps, someone on the Interweb tubes might one day say something that is just right enough or just wrong enough because that person knows that many other people will twist in the wind frivolously over the perceived imperfection...
Irregardless*, lighten up, Francis!
*Yes, I can use this abomination of a word now that it is officially in the dictionary.
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You can find many examples in the -1 of certain aircraft. But ye of narrow mind and quick anger probably would have a cranial explosion if you were to actually read it in print.
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FO is short for NFO (he's a Navy Flight Officer, aka WSO)
Bzzt. Not correct in this case. But good try!
First Officer. What the rest of the world calls a "copilot."
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When I showed up at my first assignment, my primary and secondary duties, as assigned by the Chief Pilot were the same as all the new FOs: Learn to fly the jet and after 6-9 months then get a "real" secondary duty. I took that time and focused only on the flying...it is criminal that dudes are showing up and being loaded up with additional duties from the get-go these days.
And I wasn't a first assignment FO all that long ago...
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If you can't get them to salute when they're supposed to...aw ######it.
Bottom line is very simple: I hate queep as much as the next guy, but certain things are distinct within the military. Customs and courtesies are some of those things. I think every one of us can be really ######ing good at our day jobs and still handle the two seconds it takes to salute when we're supposed to salute.
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In fact, Sec. Gates reently floated the idea that reducing military compensation may not be a bad idea.Mr. Gates has stated that he is concernrd that our military’s ability to remain a world power under these budget cuts may be difficult.
I see military.com's editing budget needs to be increased.
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shit out of luck when it comes to working for the FAA as a controller.
I think the answer he was looking for was "you're [you are] SOL" as opposed to "your [possessive] SOL"...
Oh God, it hurts to even write the wrong "you're."
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It deals with everything AMC. Guess I have some reading to do when I get back.
And since it is still around...if you're an AMC dude and you've never gone through it...you're doing it wrong.
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I think the AMC OPORD is gone...
This could be very good news upon my return...
Excellent, Smithers!
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Wrong, wrong, wrong.
There's an entire thread on Non-Availability but the bottom line is that a non-A slip CANNOT be given for a specified period of time. Regardless of the time specified, you can stay off base as long as required.
Good to know, and thank you!
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Please post such guidance. As far as I know, an OG is the approval authority for a post-mission crew rest waiver. And my Ctrl-F skills did not find the word "Waiver" in the AMCI
Out.
AMC OPORD...a document of which a good AMC pilot should be familiar. It has been a few years since I was in AMC, but when I left it was still waived down to 24 hours only by the AMC/CC. Who has more stars than your OG/CC.
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We in AMC have a nice fat reg. Its called AMCI 10-403. It works for both deployments and TDYs. Seems pretty clear, you TDY the time, you get a little back. Download, highlight, and present. Now you know, and knowing is half the battle. Go Joe!
Here are the gems:
3.6. Post Deployment Downtime. (OPR: A1X; OCR Aircrews: A3O) Post Deployment Downtime is
a commander’s program designed to help maintain quality of life and retain valued Air Force members
to keep our military strong and ready.
3.6.1. Aircrew members will have 1-hour compensatory time for each 3 hours off-station (1 day
for every 3 days off-station) with a maximum of 4 days.
3.6.2. Following a deployment away from home station of 45 days or longer, all military members
will be given not more than 7 days compensatory time (3-day special pass IAW AFI 36-3003 and
4 days unscheduled time). Following a deployment away from home station of 90 days or longer,
authorized compensatory time is not more than 14 days (4-day special pass IAW AFI 36-3003 and
10 days unscheduled time). During compensatory time, members will not be assigned formal
duties and will be given appropriate time to care for personal and professional matters deferred
while TDY. The member will check in daily during any period of unscheduled time and must take
leave if departing the local area IAW AFI 36-3003.
3.6.3. Returning members must sign in with their unit’s Commander’s Support Staff the first duty
day after return. Post-deployment downtime will start as soon as possible following return to
home station, not to exceed 72 hours after return, and only after signing in with the CSS and completing
an in-processing checklist.
You forgot the waiver to this that states post mission down time is waived down to 24 hours...but that CC's should still "try" to give the above stated down time.
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Double secret reflective belts at OMAM? Ce que le phoque?
Mein Gott in Himmel, to what will I be returning???
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If your non-A is only for 7 nights...you'd better get a new one or move back into the TLF before it expires...
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Membrane separators (molecular sieves) are used quite frequently to produce oxygen for scuba diving applications. The only issue is that you're capped at the ~95% mark so you can't really produce the 100% O2 needed for the 20' decompression stop. But, since bottles of O2 are cheap...not an issue. But having a ~$10k device around that lets you pump out any mix from 21% to 95% O2 is quite nice.
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I won't lie...it has been a few years, but the number 540k comes to mind as the max weight at which I could refuel an A-10...
I've refueled lots of things at lots of weights at lots of altitudes...
But you still have me confused with the whole bit where putting flaps out or not at a given IAS is dependent on altitude...especially a lower altitude requiring flaps...
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Color me stupid...but I've never heard of anyone needing flaps to tank at lower altitudes...
As for the "non-standard/foul"...not really. I've tanked guys out the bottom of the anchor...just like I've exceeded the lateral boundaries. It is about customer service...put down your coffee cup and get on the radio to coordinate a lower block or the spill-out so you can point guys where they need to go. There's no need to be reckless, but there's also no need to be a douche to the receiver because you feel compelled to fly exactly the frag.
I'll tell you what's fun though: climbs and descents with receivers on the hoses.
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I've tanked low many times on an as needed basis. The really memorable one was the Herc at 3,000 AGL in the valley where the peaks were another 3,000+ above us.
I've also tanked Hawgs without a toboggan...it just takes a little knowledge of what is really happening when you choose to roll 0*/Ext or 7*/Ext. It is quite hilarious though when the crew forgets they selected 7* and the FO can't get the flaps out past 7*/Ext for the approach.
I've tanked F-18s lower than I've ever tanked Hawgs...because tanking them sub-5,000 AGL was some guy's brilliant idea of how to employ their first non-Herc tanker.
Oh, and intercepting Bears in a tanker is fun too.
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Ok, I'll concede a few have made some good points wrt CCs giving the finger to the RIF process, but goddamnit there has got to be a better way than creating thousands of unnecessary man hours. Why not let the decision be made at the Wing level? Give WG/CCs a % they must meet and let them run the program as they see fit. They're more likely to respond to the individual concerns and requirements of their commanders.
I'm going to go with "legal issues" for this. If they allow for each CC to make their own program/selections without a standardized process, they open themselves for a lot of legal problems. Same reason why we have such a fantastic OPR system...can't create a document that hurts someone's feelings if they suck at life...
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not sticking up for the Q-3'd at hand, but what kind of tool-bag EP pulls a motor before S1 on a AC checkride in the sim. . . . . let me guess, KLTS? Sim checkrides are retarded, for such bafoonery, EP's can dial up a "hook" with the press of a button. let's see I'll give this dude 25 kt crosswinds, 200' ceilings and 2 engines out on one wing and send him around because that is an accurate measure of one's ability to employ an MWS. .
we have EP sims annually to practice dial-a-death type stuff, all that is required for an AC checkride (EP wise) is an EFTOC and a 3 engine go, so why would a so called "big picture EP" take it upon himself to add to that profile unless he was fishing for a taco.
The sub-V1 reject was standard on any sim check in my first MWS. It was also covered at least once per quarter per pilot.
My current MWS does not do sim checks, we also only do an EP sim every half. However, we do verbal EPs prior to step on every local trainer...start malfunctions, reject, V1 cut, or a "random sampling."
I would bet all that evaluator was hoping to hear was something along the line of "action the checks." But I could be wrong.
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Another option that may fix various problem on some sites like AMS is to enable compatibility view. The USAF is so far behind on browser compatibility...