VFR800

Does not apply to Navy & Marines.

Wow, this guy is a real piece of work.

ZING!

This has always been USAA policy, but they recently added transfers via USAA.com to the list of transactions that count towards the 6.

Figures. Disregard...thanks.

A lot of holes in this article, but looks a little suspect. Surely it can't be SOP to "engage" a motorcycle speeding past the gate. I know it's typically legit for cops to shoot at a vehicle trying to run them over, but a motorcycle?

You won't get reimbursed for the weight of the trailer, so don't bother with this. Only certain types of utility trailers count for household goods and thus towards your weight. Check out move.mil...one of the pamphlets has the definition of this, but it's something like single-axle 8x12 with no side higher than 28 inches and a gate no taller than 4 ft unless removable. If you claim the weight and the trailer doesn't qualify, it might bite you if you're audited. If you go to TMO they should give you an estimate for what you'd make doing a DITY or partial DITY. It's a flat fee based on weight and distance, so whether you rent a truck or buy a trailer you're not going to get any more or less money for moving the same shit.

I thought that if you were in uniform you couldn't sit in first class under any circumstances.

FAIL. If you actually read the ROE you'll see that you should have posted your unanswered question in the existing vision thread.

Streamlight Scorpion LED Highly recommend. Small, light, and bright...perfect for exterior inspection type duties. A night vision killer, though, so I don't use mine for anything else.

Keep in mind that if you're both pilots and join-spouse at a mobility base like Charleston or McChord, conflicting schedules may make it just as bad as being apart. I know at least 1 dude and his wife at McChord who have gone 2 months at one point without seeing eachother.

Not a bad idea...do what'll be the most fun to you. Either way, it's not going to make THAT much a difference when it comes to UPT, so have fun. Definitely plan for more than 40 hrs...unless you live out in the boondocks, you're not going to get your PPL in min time. Period dot. The mins are 60 anyways unless you're going to a Part 141 school. Lucky for you, 8k is still less than I paid for mine in a 152...but in communist California we had the fun tax...any type of a fun comes at a premium out there. Nice thing is that you'll have more SA about the rudder by learning on a tailwheel. Check around or with your CFI and make sure there's an examiner nearby that can do a checkride in the tailwheel.

It's more common than you think. The top 2 in my class put T-1, T-44...not uncommon at the time. One slot from the next class was sh*tballed b/c no one wanted it. You're right, -38 drivers all come from top-half of T-6s though...FCs would rather a slot go unfilled than to put a bottom-half stud in it. But this was all back when each -38 drop would get 1 fighter and a load (sts) of UAVs...now that you can get anything out of -38s, it might swing the other way (maybe it already has). BL, no BS about the fact that not everybody wants to fly a fighter. I know at least one guy who was non-vol'd -38s, but ended up getting barney out of it, so no harm no foul I guess.

No rule about commissioning at 29.5 -- you can commission later than 30 if you're non-rated. However, considering the amount of time it takes from selection to UPT class date (as much as 2 years), I don't think applications are considered later than 28.5 without some sort of waiver.

I'd say a little bit of both. Aircraft type would definitely matter...I'd be a lot more comfortable taking off in Cat II conditions with 4 jet engines and actual Cat II capability than I would in a twin recip with vacuum powered instruments. Single-engine in a twin recip is a pretty shitty situation...much more shitty than a similar malfunction in a 2 or 4 engine jet. Gunshot detectors in the city recorded the audio from the crash and you can hear at least one engine was operating. If it was a left engine failure, then they probably had to work overtime just to maintain directional control...not to mention that the dead prop probably had to be feathered to have any chance of continuing the climb. A lot of work to do in 1/2 a mile, and could explain why they were found at 1/2 mile and 100 AGL well left of the field when the ODP and typical ATC procedure calls for a right turn. NTSB will only be able to figure out so much, but people will always question his decision to take off in that weather...rightfully so. I don't see why GA pilots should be allowed to take off below landing mins when AF (and maybe airline?) pilots can't do it without a departure alternate and a host of other considerations.

Actually happened at KPAO. One runway, 2500 ft long. No precision approaches.

Sad story. Weather at the time was winds calm 1/8-1/4 SM vis and VV001. They hit high tension power lines estimated to be ~100' AGL. Parts of the a/c crashed into a daycare and some other things...no one on the ground injured fortunately. Knocked out power for the entire city pretty much all day. No idea what would possess someone to t/o with that weather in a Cessna 310. Are civilian pilots even required to meet IFR climb gradients OEI? Three Die; Plane Crashes In East Palo Alto Neighborhood

What's the selection like there? Will they special order? I'm headed that way in the near future and have been stocking up on guns here under the impression that it'll be hard to find what I'm looking for up there. Looking primarily at ARs and home defense shotguns.

Highly recommend the Stebel Nautilus Compact: http://www.twistedthrottle.com/trade/productview/2137/ Watching Suburban-driving, cellphone-sporting, kid-toting thundercunt soccer mom's reaction to this bad boy after she cuts you off makes the purchase completely worth it. About the only thing you'll have to worry about is medical bills for the heartattacks you will cause.

BL...no one is going to give a shit about your "PIC" T-6 time from UPT. All of this discussion about logging UPT time seems incredibly silly. Take the milcomp test, get your commercial if you don't have it already...DONE. Now go log time in a real airplane. To answer your question, you do not go to the FSDO for a high performance endorsement. You will have to find a T-6 IP who is also a CFI and have him/her endorse your logbook. If you have the nice Jepp logbooks, there should even be a pre-written endorsement in the back...otherwise you need to find the verbiage to use and have him/her sign it.

The one at MEPS doesn't matter. Just take your time when you do it at the MTF for your FC1 physical, since that's the one that counts. You're going to have to take this test every year for the rest of your career, so figure it out now or it's going to be a recurring asspain. Take your f*cking time...that's the key to it.

Another gem from af.mil today.

Straight from af.mil today. YGBFSM...suck a dick.

CLASSIC THREAD.

If you believe the flight doc is/was in error with his/her diagnosis, your best bet is to get an outside (civilian) opinion. However, if you truly do have this condition, then your options are limited. Any type of color deficiency is generally not waiverable. A lot of research goes into deciding what conditions are waiverable, and while it might not make sense to us, there USUALLY is some reasoning behind it. You can try an ETP (usually worked through your CC), but know that those are rare to nonexistent and require CSAF approval (not likely). Unfortunately, I don't have much other advice to give you...good luck.