GBock

As opposed to a non-nuclear EMP? Sent from my SM-G900P using Baseops Network Forums mobile app

Another thread that you guys make me LOL in. http://www.afpc.af.mil/news/story.asp?id=123470944 The PSDM with the selectee list should be out early next week on mypers. The folks heading to McConnell and a few going to Altus will complete Type-1 (Boeing Contracted) training. Others will be the small group try out class at Altus. Training should occur in the next year.

LOL at this entire discussion, but especially this:

My best friend's sister's boyfriend's brother's girlfriend heard from this guy who knows this kid who's going with the girl who said he saw something on the internet that he's making his staff stand at attention and recite the airman's Creed at the beginning and end of every day. And they are making him a five star general, and he's simultaneously going to be the wing and operations group commander at every base, all at once. Oh, and there must be seven teeth showing on every flight suit, especially on blues Thursdays which he's bring back. Un ing real. The air force is doomed.

There will be an update to the Initial Operational Test & Evaluation PSDM soon. Then an Initial Cadre board, then it should be opened for the normal assignment process in the 2-3 year time frame.

KC-135 does not have it, not even in B45. Most of the MAF aircraft have it funded with installations starting in FY-18. The ones that dont already have it funded have it as part of a high priority AMP or CNS/ATM upgrade and should still have it by 2020.

KC-46 has 18 pallet position, dual row. The fuselage contours at about 36" inches, so you're limited to the size of each pallet in the dual row config. When carrying seat pallets and the ATGL, cargo capacity is obviously even more limited. KC-46 is not designed to be the biggest, fastest, most capable cargo hauler, pax carrier, refueler, but it does all of those things "okay".

767-2C just departed on it's first flight.

Your instructor certificate is worthless. If you showed the FSDO examiner that you were an IP in the T-6, your instructor certificate should say: FLIGHT INSTRUCTOR AIRPLANE SINGLEENGINE INSTRUMENT AIRPLANE The way it currently reads, you can't instruct in a single engine or multiengine aircraft because that category and class doesn't appear on your certificate. You can't even instruct instrument flying in any type aircraft until you have an aircraft category and class on your instructor certificate. 14 CFR 61.195 ( b ) Aircraft Ratings. A flight instructor may not conduct flight training in any aircraft for which the flight instructor does not hold: (1) A pilot certificate and flight instructor certificate with the applicable category and class rating; and (2) If appropriate, a type rating. ( c ) Instrument Rating. A flight instructor who provides instrument training for the issuance of an instrument rating, a type rating not limited to VFR, or the instrument training required for commercial pilot and airline transport pilot certificates must hold an instrument rating on his or her pilot certificate and flight instructor certificate that is appropriate to the category and class of aircraft used for the training provided. Back to the FSDO for you!

Not gunna happen. http://www.stripes.com/news/air-force/fairchild-afb-crews-to-leave-kyrgyzstan-1.248454 ...but, that doesn't rule out some other potential "good deal" down the road.

If we need a calculator to choose who has the ability to perform in the next higher rank, we might be doing it wrong.

LOL

If you were in-tune with mobility plans and the commanders on the ground, this wouldn't be a question.

Looks like you could have used an exec.

That rapid separation from the reciever [sic] will get ya everytime.

Just don't park your car along the road.

Doesn't mean we're listening.

KEOLA TWO Departure. None of them. Nope.

And another, although just a lowly "LT", not a two star... https://www.facebook.com/pages/1LT-Michael-Wilson/260504527380439 This was by far my favorite post: "so the FBI and Cid just stopped by, let me know there's a bunch of jelly pogs and skanky dependents all in a fuss online over my awesomeness, wanted to make sure I'm OK, then the Pres called and asked me to reconsider my retirement and accept a new commission as a Maj had to tell potus "niggs, I'm good, but thanks too many s***bags in the army now " then he offered me the moh had to decline that too, if I got a medal for all my badassery I wouldn't be able to put my blues ob due to excessive weight of my rack, any ways, eat a d*** haters"

If you're into the fatties...

The first few posts in this thread pretty much nailed the point so I wasn't going to add anything. But it sort of veered off in a different direction. Owning an airplane is like owning any other 'big boy toy'. You're probably not going to make any money owning an airplane, boat, fast car, or any other hobby unless its your full-time job. It'll very rarely be cheaper than flying commercial or driving. You're paying extra for the convienience or the fun of the hobby. The costs the other posters listed are correct. If you do it right, owning an airplane will cost you about what a mortgage payment would be. Let me repeat myself - you're paying for the convenience. The only piece of advice I could add is this: Do lots, and lots, and lots of research before you buy. And if you say, "yeah, I've done all the research".... go and do some more research. Go look on aerotrader and barnstormers and find someone selling an airplane locally. Go look at it and talk to the seller - even if it's not the airplane you want. You'll be amazed at how much you learn. Then go look at an airplane you would buy. Then walk away. Never buy the first thing you look at. With a lot of knowledge, a ton of patience, and a little luck, you'll bring home an airplane you won't have to drop a dime into for at least a year. It's a buyers market right now and it will be for the foreseeable future. I see airplanes with great avionics packages and less than 700 TBO for cheap, and the sellers seem to keep dropping the price when it doesn't sell in 30 days. Here are some more tips: - Older airplanes are way cheap. A handful have less than 2000 hours on the airframe. That's basically a new old airplane. - You don't want an airplane that was ever used as a trainer. - If you do find an old airplane with low time, make sure it was flown regularly. Hangar queens = big $$$$ over a short amount of time. - Damage history is okay. Most of the time damage was repaired to new or "like new" condition and it can be used as leverage in price negotiation. - A single engine airplane with >1500 TBO is going to seem crazy cheap, but you'll pay for the $20-$25K overhaul in a few years or have to sell it for a huge loss. You're always better off paying a little more for an airplane with <1000 TBO and not having to worry about the overhaul for a long while, if ever. - Find out what ADs are out there for the airplane. For example, if you have to pay $100 for a prop inspection every year, find an airplane with an upgraded prop without the AD. It'll save you in the long-run. - MX logbooks. Check 'em and have an A&P check 'em. - If you do buy, try to get a fresh annual (as opposed to a pre-buy inspection) as part of the deal. If you have to, pay half the inspection costs (but the seller should pay for any required repairs). It'll be worth the investment. - Don't buy an airplane with fancy avionics (or think you can always upgrade, you probably can't afford it anyway). A GNS-430 and/or a panel mounted Garmin 396 is a poor man's G-1000. Similar capabilities at only a fraction of the cost. - Yes, airplane parts are bought and sold in terms of AMU - aviation monitary unit. 1 AMU = $1K. If that's a shock, you probably can't buy an airplane. Preventative MX and smart shopping is the best prevention for airplane part sticker shock. - Finally, build a spreadsheet to break down hourly costs and fixed costs vs hours you'll fly per year. If you fly 100 hours per year a C-172 may only cost you $120/hour which is comparable to a rental. If you only fly 50 hours per year, you might as well rent. - If you don't plan on flying whatever it takes to get the hourly costs down, look for a fractional ownership. It's the next best thing.

FAA JO 7610.4 spells out controller responsibilities for MOA/ATCAA procedures. Unless something has recently changed, nowhere in it does it tell the controller to tell the pilot to maintain VFR. For them to say that, especially if you are on an IFR flight plan, is retarded. EDIT: Unless if that is local operating procedures and contained in the MOU/LOA, of course.