RangerMateo

They sent out an update a while back that they were trying to figure out how CoVid was going to affect their manning since people that thought they were leaving may no longer be.

Did they enjoy it? There's a three year accompanied LNO gig they just sent out (probably what pawnman referenced earlier). We went ahead and put our names in. Also with the tipping over do houses have backup oxygen generators in case you end up upside down. Guess we should all get a scuba cert....do they mame masks that fit 3 month olds? /s

How's the housing situation out there for families? Sent from my Nexus 5X using Baseops Network Forums mobile app

We have used Cricket for about 3 years now and no problems. Runs on ATT towers so you get whatever coverage ATT has. I've also abused the shit out of their unlimited plan to the tune of 40-50GB some months. I tether all my kids tablets and the fire TV in our camper when we are tdy or on vacation. Haven't said a word to me yet... Sent from my Nexus 5X using Baseops Network Forums mobile app

You should push for it. Get the ADC in on it and I'd use the fact that they went retroactively and removed charges for those that violated DADT after a new policy was issued making it "ok".

I think this is what I just started in light of the TA issue. How did you do more than one class at a time? Sent from my SPH-L710 using Tapatalk 2

You know, given all the other shit we have to deal with "more with less" sequester etc a gesture from ole CSAF of suspending that particular section of the reg 1 Mar - 31 Mar would go a long way.

Back on the cheaper end of the spectrum. If you come across a bottle of Beam Devils Cut pick it up. Surprisingly good all by itself. Sent from my SPH-L710 using Tapatalk 2

They are taking down some of the pictures with each plane's noseart and name in the halls of the 28th 2 miles north of the 9th. Wouldn't be shocked if they are doing the same....

Yeah, like this guy. http://news.yahoo.co...topstories.html Sat (or dropped, can't remember) his 4 month old down, left his fiancee and older daughter in the movie theater, got in the car, and left...until the fiancee called and told him to come back and pick them up. Can't even begin to imagine how that conversation went.

2T-1v3 specifically prohibits EFBs. That will endanger their security clearance. On my PR I was asked questions about computers, networks, etc, that weren't asked in my initial investigation 8ish years ago. They are taking that stuff pretty seriously. The other issue they have is that the iShit is all flash (memory) based and currently no flash memory connected to computers on the network, so their going to need a hella lot of "airgap" stations or get some rules changed. Wireless is a hard road to get down with USAF regs as well. Really don't understand why they don't go with an Android/Linux based solution that they could pay some small business dev company to rework the android framework to do specific functions (like checklists, approach plates, enroute charts, etc) and sync to a single off-net server. Wouldn't be that hard and it could run on much more cost effective (and maintainable) hardware. I heard one of the higher ups at Scott pushing this program was an Apple lover and that's why we've not really looked in to anything but the iMaxi

If VFR traffic enters your MOA, then the safest place to be is IMC since by definition they can't be there...=) IFR traffic usually will not be routed through the MOA and if they are deconfliction is done via ATC (happens every day here, they'll take away part of our altitude block until the traffic is clear). No different than VFR traffic from operating around you below 18k while you're IFR either and that's the purpose for the VFR cloud clearances, to allow enough time for IFR traffic to pop out, see the VFR dude (and vice versa) and avoid each other.

What is your reference for that? Also, being on discrete is still considered "talking" to a controlling agency since they can get ahold of you for traffic advisories and amended clearances...not that there is a requirement for that to be IMC either. In fact, a good example is class G airspace in which can you can be on an IFR flight plan, in IMC and have no requirement to be talking to ATC. Anytime someone departs from an uncontrolled field with weather less than 700 or 1200 (depending on the type of airfield and assuming it's not a dashed magenta airfield) you are in Class G airspace in IMC with an active clearance (that you got from FSS before departure). The PIC is the clearance authority. In places where G goes higher (think mountains and brown shady stuff on the low charts) you can technically transit the Class G on an IFR flight plan in IMC and again, you are the clearance authority. The only restrictions there are that you had to have "asked" ATC for that routing via your flight plan and they can not just send you trucking through it. If that sounds uncomfortable it should be...but again it's really no different than the guy on departure saying "RADAR contact". Full responsibility for terrain and obstacle avoidance is still on the PIC (Even in IMC) until you get the first navigational vector from ATC...at which point it becomes a shared responsibility. Being in a MOA means nothing special except you can do a few things like break speed limits...unless it is specifically addressed in the AP/1 or local guidance, you don't have to do anything special to enter IMC as long as you are IFR and are flying IAW your clearance (direct, block, etc). We do it everyday and sometimes with our "receiver" 1000' below us in trail trying to find clear air to do our rendezvous. edit: removed ATCCA reference as I just noticed someone else already addressed that. What really kills be in all of this is the hard on that Big Blue has for IFR ops. Our radar went down on a clear blue day and our flying machine stopped. No MOAs, individual releases from ZKC, whole nine yards. I suggested that we just stay on our local C&C freq and self-deconflict (Since we all have TCAS and GPS, at least in the T-1 world), work the MOAs VFR and then fly VFR to where ever we wanted to shoot approaches and pick up a local (Which I guess isn't that uncommon at Pensacola). People looked at me like I was Copernicus going on about the earth not being the center of the universe.

Operating in a MOA while IFR (Which we always are at Vance...) is no different than operating in Class E airspace anywhere else while IFR. It just doesn't seem that way, but when the controller tells you that you are "Cleared the Block Area 5 Low" (at Vance) it is tantamount to "Vandy XX maintain block 10,000 to 14,000 between the Vance 311 and Vance 326 radial, 48 nm to 68 nm". Now, if the specific MOA publishes its own instructions obviously that applies, but for a generic MOA if you're on an IFR clearance you're IFR.

Correct...and F NACWS, it was completely worthless. I think the 1000 VVI line in GP about climbs/descents in RVSM airspace is directly related to not setting off people's TCAS. Even if you have v7, anything over 1000 fpm could still set it off, especially if one guy is descending and the other climbing. Think it's still a good idea to follow it though at first while looking for the conflict and if there's no conflict in following it continue to do so. It's not always the guy you have in sight that is setting it off...(Happened to us at KTUL). They're also supposed to be smart enough to not have you descend into the ground (GPWS and Radio Alt are supposed to talk to it), but then again...

Just saw this... http://socialmedia.defense.gov/index.php/2010/02/26/dod-official-policy-on-newsocial-media/ Basic summary is that Social Networking Sites (SNS in the document) are to be opened up on NIPR to get with the times. Doesn't mean it will happen...maybe we can get BaseOps unblocked at Vance now...

I figured...just my luck. I actually heard they (Beech) had looked at that for some of the Honduras type nations as a mini-bomber. Craaaazy.

Where's the AT-1???

We get up there all the time in the Toner on long legs. They are *supposed* to let you in as a military aircraft if they can swing it...there's even a form you can fill out if you get denied RVSM. Can't say I've ever filled one out before though.

I started in Feb weekend after Valentine's day, scheduled to finish first week of June but we're running about two weeks ahead of schedule right now. It's a decent pace once you're out of academics, but nothing compared to UPT. It tends to be faster than what the MWS guys were expecting though, oddly enough. The hardest part for guys coming back seems to be playing the game. All in all, it's not bad at all. I'd suggest finding a house to live in though as opposed to living on base. There's quite a few dudes around with houses that they rent out for $27/day. Typical day (early pit - AM lines): 0500 show to print wx, notams, etc 0600 brief time 0800 Takeoff 1100 Land/Debrief 1200 Lunch 1300 Schedule is usually fleshed out so you come back in to mission plan for the next day Mission planning depends on the person. Especially for Qual phase there are very few options (Brady - GRK/SJT or Kings5 - CRP/VCT) so you kind of have your bag of tricks already. Proficiency/Instruction get a little more involved with the Form/AR/AD with AD being the most involved...but even at that the charts are already prepared by the Navs so you just have to check chum and AP/1B currency (The charts do suck though, a lot of turn points are airfields...). Out and Backs will have their own special considerations (Call ahead, check fuel contract, etc). There's adequate gouge when you get here though and even a thing called the magic kneeboard that does all your AR calculations ahead of time. I'd say an hour to two to get your plan together if you don't jack around bsing with people and stuff. For the form stuff you're also expected to make up this white board thing with the mission plan on it. Most retarded thing I've ever seen, but they all expect it so we all do it. You're also forced to use BRI during Qual. All in all, there are very few basic missions/profiles so once you have a good library of fuel plans/175's/data cards you're good to go. I even have a word document with links that pull up all the NOTAMs we use day-to-day, weather, AHAS, etc so I can have everything ready to no-notice brief in like 20 minutes. Look on the share drive when you show up =). Most the IP's here are pretty cool...there are a few guys that people would rather avoid, but they aren't the norm....most the IPs are really cool and want to help you out. Good luck! It's written. I saw it on some website on AFPC about the IP positions at Randolph and it was listed as a requirement. Sorry I can't point you to it, but I do remember seeing that it was listed as a requirement.

Is that actually a consideration in your braking charts? Not trying to be a smartass I just am curious if there's some physics/thermo concept I'm missing here because it doesn't seem like a static TO should add anything more than a negligible amount of energy into the brakes as long as you aren't creeping or dragging the pads for an extended period of time while releasing brakes.

Any update on this? Anyone have wiring diagrams since there don't seem to be any "for sale" items anymore...looking for something that would ideally be able to both tap the plane audio off to a VOX and playback a signal as well (from an iPod or whatever). At least some good discussion on what the dangers are of tweaking some stuff (ie - don't do this or you'll fry the whole comm system).

That way when the pilot has a heart attack everyone knows who is assumed to be taking over.

That it was. I couldn't remember if he was still in the DO office or not.

The 33rd DO or SQ/CC's house (Can't remember if he moved to the CC office or not) was hit last night at VN. They're trying to sell, so bad timing. Keep them in your prayers, everyone was okay.