PirateAF

This site has it all for any cac certificates/card reader/stuff - http://militarycac.com/notes.htm

I know we're not all computer savy but I'm hoping someone out there has got a fix... Just got a new laptop that has vista and IE7 - I've installed the CAC software and the driver somone provided in the above posts - However I still can't get webmail, SMS, or the portal to work ... it will recognize my card and I'll choose a certificate but then nothing. Any assistance would be appreciated. (time passes and post is re-edited) I found out what works! Download Activclient 6.1 from Cnet and it works fine with Vista/IE7

We pick up a hardbook (super duty laptop) at baseops for every local or mission sortie. We just read the pubs through Adobe - works great...you can search through hundreds of pages just by searching for a term. I love it. Never need to crack open the paper pubs on the jet. All laptops have latest copy of epubs. We are using 6 GB spinning hard drives - they are about the size of two thumb drives. Still very portable.

2. Great site - http://www.usafcct.com/main.htm

Guys What's the point of the flame war? Sure the recent C-17 buffoonery is news-worthy - but if you want to trade jabs, I can pull up some human factors C-130 mishaps that resulted in much worse than a gear up mess. I for one appreciate the tactical advantages of the C-130 -- just as I'm sure there are many experienced 130 drivers who can appreciate what the 17 can do.

For those guys living in the new dorms I would respectfully disagree also. However if you're living in one of those crappy tents/trailers with the communal bathrooms...it's a toss up. Granted your living conditions shouldn't entitle one to CZTE. But it's nice to think about as you walk 4 miles to take a shower in the 120 degree heat.

Any AMC guys out there have a good help/how-to file for deciphering a CFP? I've already got "Rabbits CFP decoder" but it's somewhat dated. Thanks

Maj Maue, The folks at personnel certainly don't wear wings - and those in a position to make a decision on ACP or your promotion are well removed from the cockpit. May I ask what was your motivation for publishing this research piece in the first place? Could it be that the driving force behind your research is the same force behind those folks who: -implimented DTS -removed orderly rooms from flying squadrons -are in the process of removing finance offices from individual bases (and moving them all to South Dakota) -set the in-theater per diem rate at $3.50!?! It is my opinion that you seek to "do more with less". Your cost cutting directly influences the morale and quality of life of the operators who are out doing the real work of the Air Force. In doing so, you seek to gain recognition and promotion at our expense. I applaud your intelligent (if misguided) argument and the time it took to write your response. Otherwise, aside from this forum, I hope your research goes quietly unnoticed. PirateAF

Couldn't find a Columbia thread - searched for "Columbia", "Space Shuttle Columbia", and "Space Shuttle". Anywho, NASA just released the full report on the Columbia accident. It's quite an interesting read. RIP Columbia 7 http://i.cdn.turner.com/cnn/2008/images/12...shuttle.pt1.pdf http://i.cdn.turner.com/cnn/2008/images/12...shuttle.pt2.pdf http://i.cdn.turner.com/cnn/2008/images/12...shuttle.pt3.pdf http://i.cdn.turner.com/cnn/2008/images/12...shuttle.pt4.pdf

There is a reason the Air Force pays folks extra to retain them: 25-50K in annual bonuses for medical/dental types seem to be the norm on the 2009 pay scales. It takes over $200K to train a doctor...and it takes over $1M to train a pilot - and speaking for this pilot, $25K will make me consider any decision I make pretty carefully. I wonder how much it takes to train a missileer? Probably not much. http://www.dfas.mil/militarypay/militarypa...ryPayTables.pdf And folks aren't bailing for RJs...they're bailing for SWA - I know 10 guys who got out at their 8-10 yr commitment within the past year...some even due to last year's VSP debacle!

Why do people have to go out and try to ruin other people's good deals? If I were an assistant professor at the Zoo I wouldn't have time to write op-ed pieces on why we should screw the operators...I'd be too busy skiing. Just another example of someone trying to move up the chain by stepping on others. Blah.

First day of UPT we all stood at attention in the flight room while our Navy Flt/cc walked around and looked each one of us in the eye. His words: "Sh*t rolls downhill...and you live in the valley". No problems with respect in our flight room.

I found a bunch of CVR re-creations on youtube by searching for "accident CVR". However, this is probably a stupid question, is it possible for one to download something on youtube? ie. put a youtube video on a thumb drive? Great thread!

Same for us with the SARMS keeping track via MARs, updating an excel sheet through AFORMS. Does anyone out there use GDSS2 to track currency? I think our CC said it best today, "If you can't keep yourself current, then go find another job".

Some telling observations there. Now I'm really curious. What do you fly? 130s or 17s?

How is that possible in pilot training? From what I recall (granted this is back in '03), our guys that were going to go 130s found out at track select, not 6 months later at assignment night. From what I recall, they were pretty decent pilots. Are they handing out 130s now at assignment night? Curious. And for your second comment, seeing as how you are posting on a military forum, you're putting chum in a very small tank full of hungry sharks. Might I suggest saying something along the lines of "deploying can be very trying", or "deploying 4 on 4 off is hard on your family". Your flippant "opinion" denegrates everyone else here who does deploy; they give of their time and energy in service to the country - I for one do not believe deploying is stupid. Have you every deployed?

Granted you are both boom operators (duh). What I was interested in was what length and breadth of experience he/you was/were bringing to the table to make such qualified statements. Boom has indicated he's upgrading to IB, so I take his observations to carry some weight.

I find that hard to believe unless you regularly fly against LTS students. How are you qualified? Curious.

Well we don't want bad pilots in the 17 community either. The 130 stick and rudder skills requirement that FourFans is citing (usually every other approach in the 130 when one of those awesome propellers has quit on you) translates directly into the 17 air refueling stick skills requirement. Since you have to be able to air refuel the jet as an AC, we keep our "special needs" ACs to a minimum.

Obviously there are a lot of 130 dudes on this forum. I guess I'll speak up for the "pretty boy" C-17. When you're deployed at the two stages you will fly the 17 as a tactical airlifter. I've logged 10 minutes sorties in OIF carrying everything you can imagine - including the 50K MRAPS (we usually carry two at a time). I've landed in the dirt in OEF and airdropped bullets on the side of mountains too, just like a 130. While the 130 does have a shorter takeoff and land capability (2500-3000? I believe compared to our 3500), the 17 is certainly NOT relegated to 10,000 feet long "AMC hubs" as you might be led to believe (that's more of a KC-10/135 and C-5 thing). Yes, the 130 is more tac air, but that's only due to it's nature of being smaller. I suppose I could argue the CASA-235 is more tactical than the 130. The 17 does 300 ft contour LLs, NVG airdrop, etc. There is some crossflow especially between the 17 and the 130J. 130 - You'll find yourself in more varied locations in the AOR. You just might deploy TO the AOR. You'll be trained in airdrop; you will be a tactical airlifter. You'll deploy a lot. 17 - You'll deploy to the stages for 120 around every 2 years. You'll fly tactical then, but while at home flying missions you'll be more strat. If you get a slot, you'll be trained in airdrop. You'll air refuel. I certainly respect the 130 and it's many variants. I wish we had an AC/MC17. Good luck with your choice and avoiding a UAV. If you go for the 17 and want the airdrop training, try to get CHS, TCM, HIK, or Elmo.

The tower guy is hilarious...a buddy of mine started turning on his formation lights while taxiing there and the controller thought it was the neatest things ever. We landed and he asked us "Moose XX, why don't you have your pretty green lights on?" (Granted green is the color of Islam). Anyway, from then on, whenever we were on the ground we'd have our form lights on. Keep trucking Wombat!! I think it's funny.

Folks re-read this excellent post. I'm actually thinking about posting this in the men's room. Here's hoping you make it to Col Toro.

Same question as above but initials were MD from the Boston area?? Thanks...and condolences to the families and friends of the crew.

I'm getting the TMO/Finance run around here - Does anyone know the reg to cite in order to get the AF to pay at least part of the costs for shipping a car? I'm doing a CONUS PCS and I already drove me and my wife in one car - she would not drive our second vehicle (besides it's kind of old). It's costing around $1300 to ship it coast to coast (summertime prices) and I've heard different stories about the AF paying part of those costs. Thanks!!

Yes, that's the current situation at CHS. Sputnik just hit some great points for training considerations - you'll probably be a better trained FP at CHS/TCM simply due to the proximity of the Aux field. Flying 4-6 hours do to an assault has got to kill your proficiency, but honestly, when was the last time I landed an operational assault!?! In my 2500 hours in the 17 the only thing that's come close is a 90ft wide runway in South Africa somewhere. However, having an Aux field nearby will gen you up so much faster on NVG ops, tac arrivals, transition ops in general; if you're trying to do all of that at a busy mil or civilian airfield (Elmo or at Hickham) it's going to be tough. I was just out at the Deid and we had at least 4-5 Dover FPs coming out for 60 days to get hours. Didn't see any Elmo or Hik guys though. I've got to plug the 17 again, regardless of the peaks and valleys in flying hours. If you just sit back and expect to get a ton of flying hours thrown your way, forget it. But if you proactively work with the schedulers (and with your schedule conflicts) you can work 300-400 a year. Operational airdrop in the 17 rocks.