VFR800
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Posts posted by VFR800
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Wow, this guy is a real piece of work.
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Yeah, we do fly pretty ######ing low.
ZING!
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Here's an interesting new policy regarding savings accounts from USAA:
Unfortunately, this seems to be valid.
From Title 12, Part 204 "Regulation D"
This has always been USAA policy, but they recently added transfers via USAA.com to the list of transactions that count towards the 6.
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Figures. Disregard...thanks.
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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?
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1. Buy a trailer (roughly 8x16 enclosed) to tow all your crap in it and get paid for the weight of trailer and goods inside. I'm a bit unsure of this.
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.
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I thought that if you were in uniform you couldn't sit in first class under any circumstances.
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FAIL.
If you actually read the ROE you'll see that you should have posted your unanswered question in the existing vision thread.
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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.
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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.
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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.
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Just curious but what is your source for this? From my experience students are still putting the T-38 #1 and a majority of them are at the top of their T-6 class. I have to admit I have seen a few and I only mean like less than 5 in the last 2 years where the top student in their T-6 class put something other than a T-38. So yes the top students are still putting the T-38 as their #1 choice.
If you have other sources then please share but if not then stop the BS.
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.
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Reading AFI 36-2205 I see that you must start or have a class date for UPT before reaching age 30, but does anyone know about a rule stating that you must be commissioned before age 29.5 I think I read it in the AF BOT guide. I am 28 now and turn 29 on July 22, with me missing the Spring 2010 board no way I can meet that commissioning date. Help!
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.
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Are you saying that they should not have taken off in a Cessna 310 because the airplane cannot climb out IMC? Or are you saying that the weather was simply too poor to takeoff? Ultimately why would the aircraft type matter in whether it was IMC? This airplane seems to have executed the takeoff portion just fine because it crashed 1/2 mile away from the departure end. I think once they were airborne some spatial disorientation may have been a factor. Just because the weather is 1/4 mile doesn't mean a crash is soley weather related.
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.
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They must have been way over weight to not be able to clear a 100ft obstacle. 363' per NM to 500 for RWY 7. I haven't flown a Cessna 310 but I'd imagine it should be able to exceed that.
Actually happened at KPAO. One runway, 2500 ft long. No precision approaches.
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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
EAST PALO ALTO, Calif. -- A twin-engine Cessna struck transmission lines shortly after take-off from a small airport early Wednesday, exploding in midair and then crashing down on a residential street, killing all three people onboard and igniting two homes and three vehicles on fire, authorities said.The plane, authorities said, was bound for Hawthorne Municipal Airport in Southern California and took off in foggy conditions and crashed about 7:50 a.m. near Garden and Beech streets northwest of the Palo Alto airport.
Federal Aviation Administration spokesman Ian Gregor said all three who were on the plane were killed, but there had been no injuries on the ground. The bodies were located inside the burned out portion of the fuselage.
Daniel Morales, who told KTVU he had previously flown with the pilot and was at the airport when the plane departed, identiifed him as a high-ranking official at Tesla Motors with two other of the firm's employees onboard. Authorities, however, have not released the names of the victims.
The plane was registered to Douglas Bourn, a resident of Santa Clara.
Tesla CEO Elon Musk released a statement this afternoon confirming the victims were all Tesla employees.
"We are withholding their identities as we work with the relevant authorities to notify the families," Musk said. "Our thoughts and prayers are with them. Tesla is a small, tightly knit company, and this is a tragic day for us."
The plane hit transmission lines that are draped 100 feet above the ground near Highway 101. It exploded on impact with the wires, splitting into several pieces, landing on a street. The flaming wreckage skidded down the street, striking structures, homes and cars. A portion of a wing crashed into one of the homes.
One of the damaged homes housed a daycare center for 15-20 children. Fortunately, there were no children there at the time of the crash, said Menlo Park Fire Chief Harold Schapelhouman.
A portion of the engine and landing gear hit another garage, Schapelhouman said. Flaming pieces of wreckage slided down the street, setting three vehicles on fire, he added.
“Upon arrival, we had multiple fires – two structure fires, three vehicles on fire and the aircraft and vegetation on fire,” said Schapelhouman at an afternoon news conference. “Miraculously, and this is the fortunate part of this event (landing in the street)… this could have been a far worse event. Had it landed inside the residential part of the neighborhood, it could have killed multiple people on the ground.”
Schapelhouman said there were no reports of missing people, but a neighborhood search would be contacted again once investigators were on the scene and wreckage could be moved.
Heather Starnes , who lives in the neighborhood, was leaving her home to take her daughter to school when she saw the crash.
“We heard something and it blew up in the air,” she told KTVU. “There was this big explosion. Part of it hit my neighbor’s house who has a daycare and part of it hit my neighbor’s other house. They are burning.”
Starnes said fortunately there were no children at the daycare at the time of the crash.
“Praise God there were no kids in the daycare, it hit where they would have been in the daycare,” she said.
Starnes said the plane slammed into a power line.
“It hit a power line,” she said. “Then it exploded -- then half hit the next door neighbor’s house and the other half hit across the street. We were right in the road.”
Starnes said neighbors immediately flocked to the crash scene to help.
“There was one house, we couldn’t save it,” she said. “(Plane parts) It hit cars, there were a lot of explosions. There weren’t any injuries in the houses.”
Neighbors said that the area was draped in fog at the time of the crash. The National Weather Service had issued a dense fog advisory for the Bay Area a few hours earlier that was in effect until 10 a.m. The advisory meant that widespread visibility of less than one-quarter mile was expected, especially in areas adjacent to the Bay.
Gregor said it would have been up to the pilot to decide how safe it would have been to take off.
"That decision would have been up to the pilot," the FAA spokesman said.
Patricia Armistead, who lived in the neighborhood, heard the explosion and raced outside.
"You couldn't really see anything because the fog was so thick," she said, although she did see a few flames.
The crash also caused a massive power outage in both East Palo Alto and Palo Alto.
The majority of traffic signals in Palo Alto were still not working at mid-morning. The power outage alos caused Stanford Hospital and Lucile Packard Children's Hospital to operate on backup power generators.
Palo Alto city officials said there was no estimate for when power will be restored.
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I thought only the BXs in Alaska had gun sections? That is great that there are more out there...
Must be a trend item of AAFES idiocy. The Elmo BX also told me it was federal law that they could not sell a long gun to an out-of-state resident.
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.
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Fellow Baseopers. I have been nearly driven off the road once again today by a fat chick on her cell phone headed to the Chick-Fil-A drive through (same place I was headed minus the drive through). My puny horn did no good as she was coming into my lane and I had to back off before I ended up eating pavement.
Does anyone have a suggestion for an aftermarket horn for my V-Star 650cc? I've been looking at electric horns and air horns. I need something loud, but also a type of sound that you can really hear. The Fire truck that I almost T-boned as he ran through a light on my way back to work has the type of sound that I'm looking for. I also don't want to spend a whole lot of money on, no more than probably $50-$60.
This is the type of thing I'm after. I just wanted some suggestions before I made a purchase.
Thanks folks.
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.
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In order to log PIC time when you are the "sole manipulator" of the controls, you must be rated in that category, class, or type (if required). So if you have a PPL in ASEL, you can log PIC time in T-6's, even if it's high performance, because you are the sole manipulator of the controls. Now when you get to T-1's, you cannot log PIC time because you are not rated in that type, even if you did have an AMEL rating.
Making sense? I'll give some examples from my experiences, an no, I've not been to UPT yet, but will be this spring. When getting my commercial, I had to begin flying a Piper Arrow, which is a complex aircraft, I did not have a complex endorsement. Yet I was able to log PIC with my instructor because I was the sole manipulator of the controls in an aircraft with a category and class I was rated in. When I started my multi-engine, I was not able to log PIC time even as sole manipulator of the controls because I was not rated in that class.
Quick question, when I get done with UPT, can I go to the FSDO and get a high performance endorsement for soloing in T-6's?
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.
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I failed the test... only got to try the first four circles before he failed me.
But I rushed through it because they never told me to take my time (you have to if you want to pass) and because of the general atmosphere at MEPS.
I have good DP, and failed it. The first circle was super obvious, though.
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.
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Another gem from af.mil today.
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Straight from af.mil today. YGBFSM...suck a dick.
Freddy, the 1st Fighter Wing Public Affairs' jack-o'-lantern, dons a reflective belt in preparation for a safe Halloween at Langley Air Force Base, Va. (U.S. Air Force photo/Staff Sgt. Barry Loo)"
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CLASSIC THREAD.
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So I'll start my story about 3 years ago when I began applying to become an Air Force Pilot through OTS. I was in my senior year at Virginia Tech working on my degree in Aerospace Engineering. After turning in my application to OTS I had to wait a while for the boards to make their decision, so I asked to have my flight physical done so that I would know if I was medically qualified before I even entered the Air Force. With the exception of distant visual acuity everything went well and I was given a waiver for my vision (20/200 uncorrected). I passed the PIP1 color vision test with 13/14 each eye. Unfortunately I ended up not being accepted to OTS and was quite disappointed.
Searching for what's next, I found the possibility of a 2-year AFROTC program I could do while working on my Masters degree. I looked at school and was accepted to Embry-Riddle Aeronautical University's Aerospace Engineering Master's program and the AFROTC program their. During my first year their I was selected for a Pilot slot before even going to field training.
I went on to complete my work at Embry-Riddle and commission 3-MAY-09. I had to sit around all summer waiting to EAD but finally did on 3-SEP-09 and began to long drive to Laughlin AFB to wait for ASBC at the end of October, IFS, and someday UPT. I've been at Laughlin for just over a month now and received orders to go to Brooks AFB last Wednesday for MFS (Medical Flight Screening). At MFS they did a a few tests, but the only thing I was a bit worried about was my distant vision waiver. All of my tests went fine except for color vision. I scored 10/14 for the PIP1 for each eye failed a few other tests. They kept me for additional color vision tests and determined that I have hereditary red-green (deuteranomalous) green-weak, color deficiency. This is completely disqualifying for Pilot, Navigator, ABM (not sure about this one), Combat Control, Combat Rescue, Special Tactics Officer, OSI, Test Pilot School as an Engineer, and 99% of Astronaut positions.
This has been quite devastating since all of those jobs I listed have been my dreams and backup plans in case my dreams didn't work out. Having them all stripped away in one day has motivated me to fight this to the end. I've been researching quite a bit to come up with anything I can do. I don't really know who to contact but I'm planning to start with my commander. I plan to tell my whole story and explain why I believe I am fit for at least one of those jobs.
I've gone my entire life (24 years) without knowing I had any form of color deficiency and have accomplished a lot; I just don't see how it can be so bad that I would be at a disadvantage now. I've read about potential advantages that red-green colorblind people have such as better night vision (which I found one paper going against this), being able to see "faster" (I haven't found any scientific evidence), and most notably being able to see through and detect camouflaged objects more easily (still don't have a solid source, just mentioned in other sources).
From what I can tell the only way I might be able to get around this is to get my commander or someone above him to write an "exception to policy" that would basically say that they are willing to take a risk on me since I might be able to make up for a deficiency with other aptitudes. Other than that, political figures may be able to use their pull somewhat to get me around this (but I know none personally).
If anyone has any information that may be useful to my cause please contact me at bmather9@gmail.com. Otherwise I'll be busy looking for other careers (which don't require perfect color vision) that will be as exciting, dangerous, noble, and challenging (both mentally and physically) as that of an Air Force Pilot.
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.
Going to Vance in November?
in General Discussion
Posted
Does not apply to Navy & Marines.