nunya

Wow. You really are as obnoxious as you seemed in the other threads. The DA-20s (NOT DA-40s as you annoyingly tried to correct me) worked fine for IFT. Sure, more HP is better, but that doesn't mean it was worth the expense. If they were really worried about high altitude performance, they would have bought turbos.

Well damn. I better correct my logbook then, because I logged all those IFT flights as DA-20s.

DA at AFF gets over 10K' many days. And the DA-20 worked just fine there for IFT.

If you own a house in Florida, filed a homestead exemption, and have been deployed in the last year to OEF/OIF/OND, read this: https://srcpa.org/. Florida approved an additional tax exemption on top of your homestead exemption proportional to the days in 2010 deployed. Looks like it'll be every year from now on, too, so keep it in mind next time you get non-vold to Balad. If you're home right now, you should get something in the mail, so this is more for guys that are deployed or instinctively throw anything from the Taxman's office in the shredder. Here's the application. https://srcpa.org/dr501m.pdf

Depends on what you think you'll use your logbook for. Most airlines and similar have a correction factor to account for this. FedEx, for example, adds .2 to each military sortie. So in that case, you'd be better off having the .mil time logged our way. If you won't be applying for a place that uses a correction factor, you might be better off logging the civilian way. I log military flights the military way and civilian flights the civilian way, then I'll add the correction factor if I can or need to. The difference likely won't make or break your application.

Way too easy... edit to add link: https://www.cbsnews.c...n20067242.shtml

Rainman, I think this is the smilie you're looking for:

All they need is another Super Bowl pregame and they can claim "millions." So in the next 12 months, they'll convince 300,000 people that the AF budget crunch must be a joke. Awesome.

I did mine at the Dallas FSDO when I was there getting my MEI/CFII. They didn't mention anything about SIC restrictions. They didn't ask for everything Huggy listed, but I did have most of it with me. No medical required, didn't ask for aero orders... Call the FSDO ahead of time and ask specifically what they want to see.

That's 50 happy dudes then.

I'll be curious to read the replies, but I'll submit that $100K is no longer impressive. Sure, it puts you in the top 10% of earners in Columbus or Abilene, but if you're in an urban market, six figures is no longer the threshold of high pay.

2. I read this story yesterday and then turned to my wife and told her, "If I'm ever KIA/MIA or otherwise making headline news, lock the door and don't talk to the media. Nothing good can come from you talking to them." Hopefully she never has to make that decision. to the Corpsman.

Pretty sure capt4fans doesn't even remember saying that by now.

I know the program exists, but I don't know the specifics of FW -> RW. If you do change teams, they bust you down to O-2. A few guys here have done it. It's very tempting as I think I'd really enjoy the CG mission, except for the rank/pay downgrade. https://www.gocoastgu...ission-programs

So they basically militarized a Lake Amphib? How creative.

Really?

WTF was the MC-130 unit thinking when THEY hired this kid. Shirley they knew about all this.

You've got the FSDO right there in town (on Bond, next to Central). Fill out the 8710, make an appt with one of the inspectors, and drive down there. You've earned the ratings, you don't need to pay somebody like Bazemore to fill out the forms for you. edit: Yeah, take your test first, then walk across the parking lot to the FSDO. I took my MCI test at Central last year. Sheppard Air has good test prep.

I've used Logbook Pro for about 5 years. I like it a lot. It's not perfect, but it's the best I've found. I don't think it has this. You have to either start with your current totals from your paperlogbook, or go back yourself and log each flight individually. I chose to log each flight out of my paper logbook to make my e-logbook as complete as possible. It will track completion and expiration dates and tell you when you're overdue, but I don't think it stores scanned images. They have an app. It had pretty poor reviews at first, so I haven't tried it. They're on version 2.x, so maybe they've fixed the bugs. Don't know. I'm sure their site has that info. Their support is done via a forum. Since you're here, you obviously can use one of those. You can add all the custom columns you want. Yep. 8710s, Jepp format logbooks, their format logbooks, reports... And they've got a query tool so you can find how many PIC, night hours you had in retractable, complex aircraft between October 2001 and February 2002. Point is it's powerful if you learn how to use it. Logbook Pro has done probably 20 updates since I've had it. All free so far.

Whiting had an inadvertent T-6B shutdown a few months ago when the PIT stud moved the PCL abruptly to idle during an OCF (out of control flight) recovery drill and he had NOT raised the cutoff. One of the pins that was supposed to prevent the PCL from moving too far aft wasn't seated properly and let the PCL move past IDLE to OFF. They were able to reproduce the failure on the ground after the flight. Though their restart went better than this guy's, so nobody really heard about it. There's talk about a fix here, too, but no real progress that I've seen.

I'll be shocked if that DOESN'T happen.

More problems. There are fewer available IPs because however-many are over at the FITU (aka PIT) doing their transition training. Then there are simply fewer T-6s. And the maintenance contracts are different between the 34s and 6s, so they can't share any of their stuff. I heard even their GPUs can't be shared. On the upside, I have been seeing lots of new faces on the line, so Sikorsky must be hiring T-6 maintainers or at least transitioning their -34 guys over. The Whiting airspace was built around the capabilities of the T-34. It's unpressurized, not overpowered, not all that fast, spins down low, rarely flies above 10K' because they don't want to wear a mask, etc. Now they're having to transition to a high MOA structure and it's causing all kinds of problems. Some of the airfields used by the T-34 are even unusable for the T-6 because they're too short (no beta in the T-6). This has led to overcrowding in the practice areas and in the patterns. I think the T-34s had something like 5-6 pattern airfields. The T-6 has 2-3. I took my student to the backup to the backup airfield last week for patterns because the normal areas were full. We completed the event, but it wasn't great training, especially for a pre-solo student. On the other hand, if he'd been flying a double turn that day, we'd have gone to Bay Minette and you wouldn't be hearing me gripe. If one day Whiting was all -34s and the next day it was all -6s, it'd be much easier. They could just move to a few segmented MOAs and no worries. But trying to accommodate two very different airframes doing the same syllabus in the same airspace is difficult. Local leadership is aware of the issues (CNATRA leadership is a different story), and they'll all work out, but it's painful in the meantime. Oh, I forgot. They're sending some AF students to the T-34 squadrons during all of this to keep them moving through the pipeline, so you may or may not even fly the T-6.

Does Corpus have "Review Stage" still? T-1s oughta pick that up. Single engine LOC BC to a no-heading NDB hold to a no-gyro ILS.

Seems to be legit this time. An IP who just left Corpus said the AF IPs were getting 2 year orders when he left. And the O-5s at Whiting just briefed the AF studs here that they can track 44s, but they'll be one of the last classes to have the option.

Short tours are more beneficial to the member, so they're more difficult to get. The names seem backwards for that case, but shorts are usually shorter than longs.