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JeremiahWeed

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JeremiahWeed last won the day on February 29 2020

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About JeremiahWeed

  • Birthday 07/04/1965

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  1. Agreed - but I guess they meet the mins. I'm no crash expert, but that one seems like maybe there's a possibility it wasn't immediately fatal. First guy on the scene runs up after about a minute with nothing to fight the fire which took that long to start building. Just thinking out loud, but I wonder if the RJ pilot who ran into his a/c to get the other pilot to come look instead came out with the Halon bottle and hauled ass the roughly 100 yards to the crash. Hard to watch at least 7 able bodied people stand by while someone potentially burns to death.
  2. Sort of..... again. When you have a trip that starts or ends with a deadhead, the company buys you a ticket between your domicile and the city where the trips starts or ends. If you choose, you can deviate from that travel plan. The ticket they buy gets cancelled and you can buy your own using money from the cancelled ticket. They don't move the starting airport. You can start from wherever you want. For front-end DHs, there is a deadline and by deviating, you're agreeing to take on all responsibility to get your ass in place on time. If you want to buy an airline ticket, JS on company metal, hire a limo or any combination, it's up to you. If you have money left over, you can use it to deviate on another trip by adding to the bank from that trip. There are guys who hold double dead-heads (front and back) who almost never go to their domicile unless they have recurrent there. All the frequent flyer miles and the benefits that come with them are yours. I never drive to/from the airport. 100% of the time I hire a car service on Uncle Fred's dime. If you commute, there is really no other way to do it.
  3. I’m in Huggy’s camp too. I flew them at United but I didn’t know any better. Going back to them after years of flying MD-11s and 777s, I gotta say I’m not a fan. Low tech, low systems automation, pos wx radar, uncomfortable seats and now an after market interface to put speeds on the PFD speed tape so it’s semi-compatible with the 767 LDS. It’s a “Frankenjet” compared to the brand new 767s and 777s Fedex gets delivered almost monthly. The only reason I fly it is I get paid the wide-body rate since our base operates both. All that said, I still rank the 737 at the bottom of the heap. What a POS.
  4. FedEx. No reason to inflate or convince anyone to come here. I'll try to be as objective as I can. Just think it's worth putting it on your radar if it wasn't. Cons: 90 minute call-out on reserve in Memphis. All other bases it's 3-hours. There is such thing as R-24 (with 24-hour notice for assignments) but it's a fraction of the reserve lines and they usually assign base hotel standby to R-24s soon after it starts and bring you into base. None of the "industry common" reserve attributes like long-call, the ability to bypass assignments, aggressive pick-up, etc. Overall, I'd say the reserve system at FedEx is at best middle of the road in the industry. On the positive side, reserve usage tends to be low and if you choose to live in domicile and can hold it, you stay home often with pay. Domestic night flying commits you to day sleeping while you're at work. If you can't do that consistently, FedEx life will be much harder for you. If you're okay flying longer trips internationally, your life can be much simpler and the flying is infinitely easier. Pros: Commuter friendly - I realize the common advice is not to commute. Impossible to argue with that if you have the life flexibility to move to domicile. If you're established somewhere and don't want to move to a pax carrier domicile, there is no airline in the US where it's easier to be a commuter. As someone who has done both, I guarantee the ease of commute at FedEx is difficult to describe to someone who has never experienced it. The entire operation and system form is set up to fly all the aircraft from the outstations into domicile for the sort and launch 2-3 hours later on the first flight of of a trip. Getting to base for a trip from a city served by direct FedEx flights is a piece of cake and there are ample contractual protections for the potential missed commute. Same with the end of a trip. So there's no mad scramble to block-in and run to a commuter flight to get home. Lines are constructed to minimize commutes per month. In 16-years at FedEx, I have never commuted more than twice in a month. The other unique aspect of the FedEx operation is the regular use of commercial flights to deadhead pilots into position. This give a huge percentage of the pilot group the option to commute to and from work with positive space tickets purchased with company money. I have made executive platinum at AA for the last 12 years straight. While I don't have company passes to travel standby for free, I have been able to use my frequent flyer miles to obtain tickets for my family any time it suits us. In terms of career earnings, current new hires at FedEx are going to have access to wide-body captain seats much earlier than their peers at pax carriers. 83% of our Captain seats are wide body seats with the potential to hit our highest pay rates. Run those same numbers on the Captain seats at your typical legacy carrier. We have pilots hired less than 8-years ago who are now wide-body Captains and will be on our highest pay scales for most of their careers. There are even some outliers in WB seats at the 6-year point at our HKG and OAK bases. Based on projected retirements, that trend is going to continue for the next decade at a minimum. These are the seats and pay rates that many pax carrier pilots only get access to in the few final years of their careers if at all. Late in career military retirees can opt to chase $$ and get to seats they would never touch somewhere else. Or they can chase QOL and be in a WB FO seat far sooner, flying long-haul international if that suits them. No matter which seat or aircraft you end up in, the actual flight hours you spend in the seat are usually a fraction of what you get paid for. Domestic lines paying 80-90 credit hours have about 30 actual flight hours in them. Long-haul 777 schedules are probably 50 actual flight hours for 85-100 credit hours of pay. In my opinion, the threat of single-pilot cargo operations are unrealistic. That's a much longer conversation, but technological capability on a test-bed vs realistic industry application that actually equates to appropriate savings are not the same thing. So, if that is steering a current pilot with the quals away from FedEx or UPS, I think you're over-reacting to that potential downside. Just throwing out the cargo consideration for those who may have written it off.
  5. http://www.fortcrookipms.com/ckfinder/userfiles/files/2017/Cherry Girl.pdf
  6. The only thing we had was a programmable audio alert. Set a specific MSL altitude and it would go off when you passed that altitude. Other than that it was some standard ROT based on dive angle x 100 for an AGL WAG (i.e. 2000' no lower than 20 degree NL without a no-shit dive recovery effort).
  7. Put aside the major cultural differences. I could be okay with not expecting some Saudi fuck to be on board with US standards when it comes to women's rights. Get your training so you don't meet you maker earlier than necessary and maybe not be the typical ME fuck-tard that can't employ at even a basic level. But, is it that much to ask for a civilized military officer to show up for work daily not smelling like a camel's asshole? Figure your hygiene issues out and don't expect us to accept your BS standards that were formulated out of necessity when a bath was only possible once a month. We don't impose our standards on the host nation when we have exchange pilots working there. WTF?
  8. SocialD and Prozac, I'm going to have to disagree. Yes, the failure of chopping syllabi, lack of parts, poor senior leadership, et al. is clearly at the root. Coming at this from a macro level and isolating the failure well above the squadron or wing is just not an accurate assessment, IMO. That fails to put the micro level responsibility exactly where it should be - at the feet of the flight, squadron and wing leadership. The fighter squadron has always had to insulate itself from the general dumbfuckery of the USAF leadership and when required unfuck the results caused by the same. There was always a final sanity filter at the operator level. Lt Schmitz was clearly challenged by the basics on this particular night. No senior level general officer directed this particular Lt complete this particular mission in the manner attempted. There was a grass roots failure to consider the current limits of his capability and over-task him. How and why he arrived at that diminished level of capability isn't relevant to that local level decision. No one can say for sure what the outcome would have been with different choices. We can "what-if" this all the way back to his B-course and the Mx decision process regarding the seat. But, given his actual state of qualification when he stepped, he should have been walking out to a D-model with an IP. If that happened, it's almost guaranteed we'd be plus one F-16 and pilot. Failing that, having a proactive SOF that actually got the tech support necessary to make his recommendation would have at least bought this kid an extra 2000 feet to save his own life in the seat with a manual chute deployment.
  9. YGBSM. Years of TCTO delays and lack of parts for an egress system? Producing a F-16 B-course graduate who has NEVER seen a tanker? How in the actual fuck does this happen? Those are huge failures on an almost systemic scale. But, I'll focus most of my wrath on the bro-level. What kind of decision process in the mind of a squadron IP makes it even a reasonable plan to take an MQT student to his first AAR event EVER, at night in a single seat fighter while piling on a never before seen mission event as well? Oh, and add in the fact that he hadn't flown in more than 5 days and had only recently returned to regular flying in the last month. We're talking basic common sense here. Do we really need USAF directives (that were ignored!!!) that specifically prohibit attempting new events in MQT at night without a demo pro in the day first to figure out this is a really, really bad plan? Do we really need an RM worksheet (that wasn't calculated properly anyway) to figure out this is a really, really bad plan? Then there's the SOF. Another bro-level failure. We're rolling the dice and just guessing now on a situation that's not addressed in the checklist? The MP actually caught this and tried to get guidance on the fact that the checklist didn't completely address the situation and had steps he couldn't accomplish. No Conference Hotel? WTF? It's truly incredible how badly the supposedly experienced leadership involved in this fighter squadron completely failed this pilot. What an absolute clown show!
  10. Why is an Iron Eagle reference related to the KK universe?
  11. Why are we retiring 30-year-old KC 10 tankers and still flying -135s twice their age? Is it the difference between a/c designed with a slide-rule and extra engineering slop as a result vs those designed using a computer or something else?
  12. I’d feel badly for him too, since eating crap in SA is much worse than dying in a fireball of your own creation or doing same while taking some buds with you. 🙄 At least 3 tries at a set of wings is way more than most guys get. Somehow I think the free world will be okay without another target occupying the driver seat of an otherwise useful fighter.
  13. I don't claim to have my finger on the current pulse of a typical AD squadron. If CT sorties are non-existent, that's a problem, no doubt. However, MQT or FLUG syllabi shouldn't require extensive BFM missions. It's a spot check to ensure the trainee is proceeding at an acceptable pace. Is the MQT student reasonably proficient as a new wingman fighting a full-up adversary? Can the FLUG student fulfill his new role leading and debriefing that mission, setting up the engagements, ensuring safety and adherence to the TRs. If either of those students needs more than a couple of BFM sorties to move on to the next phase, there's a problem.
  14. This right here.^^^^^^ The monthly, building block training cycle is key. You don't do one BFM sortie per month. You spend ALL of your monthly sorties focusing on BFM and then move on to a more advanced phase. Development of muscle memory and "snap-shot" recognition of fleeting opportunity only happens through repetition. Instead of having an engagement always develop from a familiar perch or high-aspect "go" point, now we all can recognize those snap-shots seen over and over through the meat of the engagements in any visual situation we might encounter. The "startle" is gone and our ability to quickly analyze a situation is enhanced. Sure - BVR and longer range WVR employment is the most likely outcome to current combat engagements. But, discounting the value of enhancing the skill of visual maneuvering to a WEZ is to make the same mistake our predecessors made more than 5 decades ago when they blew off the gun and assumed missiles removed all requirement for visual engagements. Success in the visual engagement is still one of the most difficult skills to master. Hoping our weapons and technology remove our need to use those skills is to repeat the mistakes of the past. A well designed, repetitive training program should allow development of basic skills all the way to the most complex.
  15. Uh oh, now I’ve done it. 🙄 So, are all the F-22s and F-35s just missing a seat in your world?
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