ViperStud

Search didn't give me what I'm looking for. I'm about to PCS and own two cars both currently registered in different states. My current state (SC) treats cars as property and taxes them every year (which you don't pay if you're an out of state resident) so you pay only a small sales tax. When do we have to register cars in the new state we move to and do you end up having to pay some kind of sales tax (back taxes) when you do that? Or can we just leave cars registered wherever as long as we are AD. I care particularly since I'm about to buy a trailer to PCS (the dity rates are WAY up folks) and I'm trying to figure out if I should avoid paying sales tax on the trailer and not register it anywhere or if it will bite me in the ass later. My particular situation is moving from SC to AZ but any info in general would help.

Him him...

On a different note, yeah so if you are flying at Nellis and have any EPs step one of the checklist should be to center up TACAN channel 12 bring it back home, I don't care if you are up in Reville. Lots of runway available but talk about asspain....

Anyone know what the actual rules are for going to UPT with a Q3 on your record? Is in nothing bad in the FEF for the past two years or does it not matter if it's just one or what?

Checkride, didn't get it dropped on him for something buffoonerous on a CT sortie. It was a comin'/goin' admin item not something from fence-in to fence-out, don't want to say specifically what just to protect the names and faces of the innocent.

A good friend of mine (seriously) recently suffered a Q3 in the heavy world. First ops assignment type, young and with an otherwise clean FEF. Sounds like a 1 item bust with a ding or two tossed in for good measure. I've been trying to give some advice and all but I really don't know what the short or long term effects are, and I imagine they are different than they would be for me in the fighter world. It sounds like it happens a little more in the heavy world than the fighter world from what I've heard from people already (not talking any sh!t, just a no kidding observation from those I've talked to). Assuming the re-check and everything is fine, what are the ramifications of having one of those in your FEF? Big picture considerations are... What doors will it close? (military and future considerations like guard/res, airlines) What effect will if have on assignments, if any? (this person is up for one) How rare is this? Anything you have to offer would be money... Oh yeah, and fvck Hillary.

I had my contacts in for almost 5 months prior to showing up at UPT and had to wear glasses the whole time since I had not had the 6-month checkup. The doc even told me the only reason for that was because student pilots, due to our schedules, miss some appointments so they made sure we had already made it to the 6-monther. That was at Sheppard, the flight doc there back in '03 was a total POS So much for a doc doing what is in the best interests of the patient, huh? Anyway I showed up at Luke and went right to the optometry clinic, they put me BACK on the SCL program and I was flying with them right away. Common sense ruled. There is nothing in the AFI about the 6-month rule, it was a doc's policy like I said so at least press them and get the morons to admit they're screwing you because they want to, not because they have to. All that being said go with contacts, especially if you want to go the fighter route. Nothing is more annoying than looking at your 6 under 5+ G's tlrying to get tally on another T-38 looking at him nose-on. BFM, particularly defensive and high-aspect, suck with glasses. That's not to mention that they fog up at the worst times, usually when you're sweathing your nuts off under high G's. If you have the option go with contacts.

Don't forget the golden ones, at least for Wichita Falls and Phoenix: Blimp Folder Weather Balloon Catcher Manatee Trainer And the single best spoofer job ever: Oil Well Balancer. Spew out some engineering crap about how derricks are always moving back and forth and would break if they weren't balanced. Casually mention that you dad owns the oil field. If she's not a retard barfly and looks at you like you are crazy, stick with Ill's advice. Tell the truth. Confuscious say "when I talk about 500 knots and 9 G's, all the womens' panties...fall to their knees." Now you know, and knowing is half the battle...

Thanks for all the replies so far and keep 'em coming! We're doing monthly dues and are coming due for a callsign auction but some of these are totally new and good ideas. I'm looking forward to getting sh!t on tons for the next few months but this could be a ton of fun too...

OK a little off topic here but this thread should generate some good ideas. I have just been tasked with taking over a hurting Snacko operation. We are basically broke since we owe our shirt dude more than we have in the checking account. Leadership has mentioned that we should just buy more shirts and sell them but I don't think the answer is just to go more in debt, especially since no one buys t-shirts unless you have to or it's Christmas and you're out of gift ideas. I'm curious what good ideas you've all seen Snackos in the past use to drum up cash. We have the standard snacks in the bar and Friday burger burns, but money goes out fast too since we're running two kegs now and generals are approaching $40 a bottle. Since every shop in the squadron has their hand in the pot, we're struggling. Any good ideas from the old dudes on how to turn a Snacko operation around? Thanks for the help...

We did dice. There were 10 of us and we ranked our top 6 choices and gave them 6, 5, 4, 3, 2, and 1 points respectively. We picked an assignment then went around and rolled two dice. We added that number to the number of points we gave the assignment and everyone had a total number of points for that assignment. The dude with the most had the choice of taking it, passing it up, or keeping a previously won assignment. So, basically it was rolling dice but biasing it a little bit to give you a better chance of your favorite assignment. Doesn't matter much though if everyone wants the same assignments. Out of the 10 of us, 7 got their first choice. I got my third (Shaw) and two dudes got their #9 and #10 choices. Can't avoid that though when there is a Kun/Eilson and Cannon, which were not too popular. It took all of like 15 min to do the whole thing. We were thinking of everyone chipping in some cash to entice someone to take Cannon and avoid the drama of someone getting slammed with it, but the boss came down and said no money was changing hands, which probably made things a little less complicated for us. It's about as fair of a deal as you can find, there really is no easy way to keep everyone happy unless you are lucky and the drop matches what everyone wants. Don't count on that though. My advice...try to get a block 50 regardless of location. They're at Shaw, Spang, Misawa and Mountain Home (52's...which may send some dudes to McEntire to have an AD/guard mix). The jet is a beast, it's like night and day compared to the 25's and 42's I flew (granted only a few rides in the 42).

NASA is that you? If so how are things going man? Nothing like hearing about a story like that third person though. Flight lead was like... Yeah so two was blind for like a minute so I told him I was BULLSEYE 210/20 and he called locked, so I kept the orbit going. Next thing I hear is "Uhhh...One confirm you are in a Southwest 737..." Man the crap we do to our flight leads. I underflew bingo by several hundred pounds the other day, hopefully the kind of lesson you learn only once... Long live the LPA!

270 in a tweet, took half of the cross country leg to get there tho. we basically had to crack the canopy and start ditching crap we didn't really need. been much higher in a viper but it just doesn't seem as cool with all that effort...

If you get to the point that you need to whip out the Mach 3 to keep it looking good, the f*&3^ing thing is done. Go to your CC and get three more issued. Nobody said the things were supposed to last forever. Mine were once split no kidding from my taint to the small of my back during tweets, and I found it out in the flight room. One of my bros was like "hey dude wtfo?" I felt around back and it was split wide open, and I was briefing in 20. I grabbed the scheduler's stapler and headed to the handi-crapper down the hall. About 69 staples later the seam was kinda together and I briefed, flew, debriefed and went home with only 1 or two noticing. Flexibility is the key to air power or something. Guess if I had ironed it more it would have held up better. Seriously though we don't iron helmets but AFI 36-2903 says to put them through a bowling bowl polisher every 100 flight hours.

That's right, it's mostly all directed down (positive g's), causing the blood to pool in the legs and abdomen/ass sts, hence the use of the g-suit on those parts of the body. G's directed back (like on t/o or during acceleration) have little effect on the body. They're called transverse g's and the human body can handle a lot of them. That's why the viper's seat has a 30 degree gangsta lean, to direct a component of that positive g toward your back, cuz it's easier to take. Even heading straight up, you're only going to feel about 1 g max against your back. Why? Unless your thrust/weight is over 1 (no load we actually carry in real life gives you that) you will be decelerating going straight up. That means less than 1 g against your seat back. If you want to make sure you are as prepared as possible work out your legs and abdomen a lot, because those are the places blood likes to pool. You strain those areas during your agsm so having them strong allows you to do a better agsm without getting tired. Or you could take up McDonald's and smoking/drinking cuz short fat guys with high blood pressure have the best resting g tolerance. Ain't life a biznatch?

I may not be rumplefishie's IP but I am his daddy so I can say he is pretty much right. Physically it won't be a big deal, only one dude I know of had G probs and he's flying Hercs now...I don't think they sustain 9 like the Viper. Like Rocker said you get used to it and it becomes a non-issue fast, as long as you are smart and know when you've had a long G-layoff or are having a bad day. Lots of dudes worry about G's but statistically there are other things to worry about more, you have a better chance of screwing something else up than worrying about G's...chances are you'll be fine. I hope you are wrong though about sustaining them man. Hopefully those rumors about the block 50 accelerating level at 9 g's are true, I'll let you know...

me three

Anyone have the wing/cc's response as well? I'm out here at Luke and saw that above post already, but I hear the cc came back with another response. His was supposedly a little more direct and along the lines of "I can't believe at a time of war we need to defend our actions to ignorant..." you get the picture. Anyone have that response?

Thanks 2. On a related topic people have brought up the idea of electronic logbooks and they sound like a good idea since you can sort stuff and make corrections easily. What features should you look for in one or even better, any reccomendations on good software to use and where to get it?

Logging just to keep track, but who knows it may be for other reasons eventually. That's a long way away though. Makes sense if I'm solo it's pic, so I guess that means dual is ALWAYS dual/NOT pic, even if you're qual in the jet?

Hey dudes hope everyone is doing well, and yes I DID use the search function like a grizzled old vet but couldn't find any answers. I'm backlogging some Viper B-course hours and curious how to log them. For the purpose of these questions I'm assuming pic=ac, if that's wrong let me know. Obviously my dual rides prior to the I-check are logged as dual received. Are the solo ones prior to check dual for the same reasons as in UPT or are they solo/pic since I was already winged? After the check though you you fly some rides dual with a "safety observer"/instructor in the pit, like your first tanker, night ride, bombing missions, etc. Should I still log pic since I've already done my form 8 in the jet or is it dual received since I have an instructor in my pit? I know it won't make a difference in the long term if I run up thousands of hours, but you know how anal we pilot types can be, sts. Thanks for the answers/opinions. PS Hey rumplefishie if you're out there did you do anything special for mother's day?

We had the same prob at ENJJPT but we had planned a real party afterward that cost about $6k. We did the bare min at the club, maybe 1 or 2 kegs, got the assignments and bolted to our party. When the brass got wind of this, like 2 days before they came down hard. Threatening that our wings along with some paperwork were on the table if anything went wrong. I think they even tried to cnx the whole thing until they realized it was on private property and had no right. We were totally responsible, inviting all kinds of random local women and an off-duty cop to provide security. Absolutely nothing that could even be construed as negative happened, and did the leadership say a word? No. Oh well at least it shut them up. Maybe if enough people were to do the same thing the club would be forced to change their gameplan if they want any business. Totally driving the fight, charging way over $100 a keg, limiting the entertainment/food/services we can have and trying to basically plan any old assignment night according to their lame blueprint is getting them nowhere. Viva la resistance!

The call is "two's racehorse" and your flightlead should leave you alone. In the viper, #1 is time consuming but possible. Usually have to undo your labbelt and maybe your kit so you can get it up (sts) out of the way of the ejection handle. Good thing we have alt/heg hold. For #2 I have no personal stories but a dude I flew with not too long ago told us of the time he undid the same straps and no kidding cut his flightsuit (VERY carefully I assume) from the small of his back all the way down. He took a bag he had jammed in his cockpit (he was returning from a deployment, lots of souvenirs), and spread it below him all over the seat to catch the mess. In spite of the careful planning he shit all over the place and no joke upon landing called "3's down code 3 for poop." Man that's priceless.

Dude the AF issue glasses are annoying and I promise you'll eventually ditch any kind of glasses altogether if you can. If you want to go heavies this post might not apply, but if not I'd listen up. I wore glasses through UPT and IFF and finally have contacts at RTU. You have to realize we are not talking about your average point to point flying here. When you need to check six, keep tally with dudes fighting you and monitor where flight lead is, any kind of glasses become more of a hinderance than anything. Not to mention with all the hardcore maneuvering you'll do you tend to sweat a bit and fog the damn things up. If you're looking out the side or back of your jet, or using your peripheral vision at all, you need to deal with the frame blocking part of the sky and the nice little refraction that happens whenever a jet crosses from being seen through glasses to your straight up peripheral. I, like a lot of dudes, fight with my visor up, it's way easier to keep tally without sunglasses/visor cutting the amount of light that gets in. What might happen if you show up with your own? Probably depends on the IP but I'd bet you won't be able to use them. If anything bad happens to you in the jet, from an EP to a physi or any other substantial buffoonery, they'll crucify you if they find you snuck non-AF sanctioned eyewear to use. At least while you are in training, I would suggest not to push their buttons. My $.02 but I think a lot of dudes would agree.

You have to take a written test, all multiple choice. It's some kind of military only thing specifically for people who have their wings, forget what it's called. Anyway you turn that in along with your pilot rating certificate (copy), a log of your hours (from flight records) and a letter from your sq/cc saying you are indeed a pilot. Give it all to your local FSDO (flight standards district office?) and you get your commercial license and instrument rating. Fighter guys get a centerline thrust restriction I think that's the only catch. Anyone know more of the nuts and bolts?