Jughead
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Posts posted by Jughead
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consider also that -135s have new engines while the B-52 still has their originals.
Say again??
EDIT TO ADD: Oh, and BTW, the majority of B-52s made are pre-1960 tails. I'm not a BUFF guy, I have no idea what the "average" one on the ramp is these days, i.e., which tails were converted to H-models vs. sent to the bone yard, guillotined, etc. I also believe (but again am not sure) that the B-52 pre-dates the -135 by some small margin (no more than a year or two).
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Humor a 16 year old would love... nice.
Yeah... let's keep it to the normal high-brow fare in this forum, shall we??
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cancelled due to a leaking "WENCH"
Hey, we've all been there....
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I use Anywhere + WX on an HP PDA--primarily for the NEXRAD (over XM), but it's a reasonable hand-help GPS navigator in its own right. Probably the best part of Anywhere is that it's platform-independent. I'm not familiar w/ the Duo--I assume it's one of the few "purpose built" models they have (which, typically, are simply off-the-shelf devices that are branded & set up to work specifically w/ the software). However, if you get the software (that's what you're really paying for) and later change or upgrade your hardware, you only pay for the hardware difference. They offer a really good deal on lifetime subscriptions ($300-ish bucks each for the GPS and the approach plates), which is a no-brainer if you plan to use the service for more than two years. They're allegedly "this close" to releasing a version to work on the iPad, which will cinch my own purchase of that toy.
If you're only looking for SA backup, your real buying point should be on how much you like the display, since that's about the one thing you're absolutely stuck with once you buy a particular piece of hardware. You can probably find someone who has the software at your local FBO (the same program runs on a PC, so you can play with it to see if you like the interface, and then decide if a given display does/doesn't work for you). If your onboard nav is "questionable" enough that you want to go this route, I assume your weather radar may not be top-notch either--in which case I predict you'll also want to spring for the XM. I know my GA x-country flying is a much different picture than before I got it....
What's your electric power source story like on the airplane? Most handheld GPS' eat batteries, so you'll probably need to figure that out....
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Right. I'd like to see Do Not Promote Boards and DNPRFs for O-3.
...which is, in effect, the status quo....
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we had a guy in our squadron that had to have a PRF written for Captain.
Was that on a 1Lt for promotion to Capt, or was that the "best qualified" for retention (which used the PRF form but was not actually a PRF) for the Lt RIF a couple of years ago?
Does having a board for Captains now mean that PRFs are now all required for 1LTs going to the board? That's going to produce an ass-load of work for FTUs and Ops units.
2!!!
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Just because a dude can't lead doesn't mean he gets to depart early with an expensivly acquired skill.
Au contraire.
3.10. Effects of Nonselection for Promotion. Generally, officers not selected for promotion to captain
through lieutenant colonel for the second time are separated in accordance with AFI 36-3207, Separating
Commissioned Officers, unless they:
3.10.1. Are retirement eligible or within 2 years of qualifying for retirement (i.e., in the sanctuary) as
of the mandatory date of separation (DOS) established for officers twice nonselected for promotion by
that board.
3.10.2. Are selected for continuation.
3.10.3. Have an earlier established DOS.
3.4. Officers Who Aren't Selected for Promotion. The DOS for officers not selected for promotion for
the second time to the grade of captain, major, or lieutenant colonel normally falls no later than the last
day of the 6th calendar month after the month in which the report of the board that considered them is
approved. NOTE: This applies to officers twice not selected for promotion and selected for, but who
decline, continuation on active duty.
3.4.1. The officers may request an earlier DOS once they know they weren't selected.
3.4.2. The MPF discharges regular officers and releases reserve officers from active duty.
This is all based on Title 10 USC stuff--AF doesn't have much choice in the matter. They can offer continutation, but you don't have to take it. This happened (at least) once before, when there were a bunch of early separation programs going on. A bunch of captains wrote "don't promote me" letters to the board, subsequently were not promoted, then separated (per those regs & Title 10 requirements) with involuntary separation pay plus early separation pay (while keeping any bonus money they may already have gotten). That leak has since been plugged--if you read those regs you'll find verbiage that writing a "don't promote me" letter to the board renders the officer ineligible for involuntary separation pay, and the bonus language is different, too.
Now, if a significant number of LTs start ensuring their own non-selection to Captain (by virtue of writing a letter), they'll undoubtedly come up with a way to stop it. As it stands right now, though, I don't believe that's the case.... That's why I find this issue fascinating--the fallout will be very interesting.
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How friggen awesome to be a LT with 1500 hours and a 10 yr commitment and NOT get promoted!! & I wonder how many RPA LTs won't get promoted, regardless of potential to serve in higher grade?
More to the point, I wonder how long it will be before a disgruntled LTs (RPA or otherwise) writes a "do not promote me" letter to the board in order to gain early separation...?
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(or worse threatening lawsuits...it happened at CBM a year ago)
I remember reading here about the crying... but a lawsuit (even "threatened") is news to me. Seriously? I can't imagine anything coming of that, aside from a lieutenant with an over-inflated sense of entitlement getting his pee-pee whacked.... Any more details?
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Weren't the Balad airframes all retrofitted aircraft that were purchased off the commercial market? I'm wondering if the custom-built 350ERs that make up the bulk of the fleet now had the civilian stuff left out.
Yes to Balad--and that's my point about the potential changes. However, I've flown several of the new airplanes, and they all still had the setup I describe. Down the road, I don't know. I can see the GA-style dual plugs coming out, but I doubt that converting the entire interphone system to a low-impedance would make any sense. You're probably safe w/ any GA headset; if you get to the point where you need to plug a dual-plug into a single plug, those adapters are cheap. Also, as EE pointed out earlier, the manufacturers are pretty good about providing conversions....
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Anybody know what the MC-12 guys are flying with? Are they using civil-impedance headsets, or does the airplane use single-plug military impedance headsets?
Civil (high) impedance w/ a single mil-style jack. However, the original headset jacks (std GA) are still there & still wired in (the mil jack was just spliced into the existing wiring) for the pilots, so you can also use a std GA headset.
That last part may be dated--my info is current as of June and applies to the aircraft at Balad. There may be a push on the mx side to remove those GA jacks, I don't know.
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You can also just talk directly to Bose and they'll send you the entire mic and plug assembly for the GA (if you bought Mil) or Mil if you have GA. Cost me about $195 or so.
That's good to know, EE. How difficult is it to change those out? Is it convenient to switch back & forth?
EDIT: clarity
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Can you use then in the 17? i've been asking around, no one seems to know...
Your GA headsets are not compatible with your standard military adaptor--different plug configuration, different mic impedance.
First option, buy the headset in a military configuration (battery powered). Bose, Lightspeed, et al, will all make it that way for you, typically for the same price. If you talk your unit into buying them, this is the way they'll almost certainly do it.
Second option (if you already own a GA pair, or want the flexibility to use it in either mode), you need (a) the battery operated (not ship's power) version of the headset and (b) something like this to adapt the plug & microphone impedance: http://sportys.com/pilotshop/product/11718. No idea how it would affect the ANR--I wouldn't expect it would at all, since that's run off the batteries, but I've never used a GA ANR headset on a military jet.
EDIT: Crap, that link is for the other direction (using mil headset in GA aircraft). The other way around doesn't seem to be as popular--the 90 seconds I was willing to search only yielded high-to-low adapters (leaving you also needing a separate plug adapter). I'm sure it's out there, though--if you call Sporty's, Aircraft Spruce, etc., and tell them what you want, I'll bet they have it or can have it made.
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I am not sure why this thread was locked, but I am looking into it and will have it back open as soon as possible!
I just assumed that you'd heard a rumor that someone had a larger arsenal than yours, and you locked it to be sure they didn't post about it....
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It is not the same line number every time, and it doesn't depend on which forum I try to enter. If I keep clicking or wait long enough, eventually I can get past it.
Same problem here, for about the past three days now (about the same time as CH posted). It seemed to improve (i.e., not happen) yesterday, but back to the same issue today.
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Never understood the whole "Below 10,000ft" concept either. Can anyone point out in the FARs where 10,000ft is the magical altitude?
Note that the 10,000' part is tied into the Sterile Cockpit Rule, not as a stand-alone electronics issue. Implementing the 10,000' rule is just the Air Force's (as the "operator," in FAA parlance) interpretation of that; FWIW, that interpretation matches that of many airlines....
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The above line is true, but the situation and timelines have changed. You could quite legally fly after IQT, because you didn't take a Form 8 check from the civilian sim instructors. Then you headed straight from MQT to the AOR after taking your checkride. Folks didn't have a chance to fly their old MWS after their Form 8. But now, guys will return to their base for a few weeks after their check. So the fact that guys flew after IQT and before deploying is not relevant to whether they can fly after MQT and their checkride.
The IQT is being treated as a full-up Form 8 check--your QUAL and INSTM dates are the date of the sim check. The final Form 8 is produced at Meridian, w/ that INSTM/QUAL date and the MSN date of the checkride. The reason no one has flown after MQT has more to do with the timeline (i.e., you're en route to the desert w/in a week of MQT completion) than the paperwork.
I don't doubt doubt for a moment that this is being handled differently by different bases, different commands, different commanders, or even on different days of the week. I would argue, though, that this exception pretty clearly applies to this situation (in spirit, if not by the letter)--and several others have done so, at least up to now. YMMV, of course.
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Because you take a Form-8 check in the MC-12 at MQT, you're no longer qualified in your old MWS.
Not necessarily--depends on how your Sq/CC reads 11-202V1, which is where that "new Form 8 makes the old Form 8 expire" rule comes from:
2.2. Requalification Training. An aircrew member is unqualified upon expiration of his or her qualification
evaluation, loss of currency exceeding 6 months (for currency items specified in applicable
AFI 11-2 MDS-Specific, Volume 1, according to paragraph 3.4.3.2.), or completion of a qualification
evaluation in a different MDS (EXCEPTION: multiple qualification, see paragraph 2.4.), whichever
occurs first. [emphasis added]
That exception is where your commander can authorize you to fly in your "old" aircraft after IQT/MQT and before you deploy (assuming you're otherwise still qualified in the airplane):
2.4. Multiple Qualification. MAJCOMs may authorize qualification in more than one MDS aircraft
for crewmembers only when such action is directed by command mission requirements and is economically
justifiable. This authority cannot be delegated below the MAJCOM level, except HQ
AFMC, which may further delegate, but not lower than wing commander. (Does not apply to aircrew
members selected for reassignment to another MDS who attend training prior to PCS. Flying squadron
commanders will review reassignment training and validate requirement for multiple qualification
prior to aircrew member flights in original aircraft. Multiple qualification authorization under this
exception terminates when the aircrew member signs out from the losing organization.) [...] [emphasis added]
Yes, there's room to interpret this as n/a (since you're "deploying" not "PCSing." That's why I say it boils down to what your CC wants to do. BL, several folks who have gone the MC-12 route have flown their original aircraft after IQT and before deploying, based on this exception.
BTW, if you really want to barracks lawyer this one, you could also argue that the MC-12 isn't an MDS, so the para 2.2 criteria don't apply....
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the little red headed girl who works the xray machine
same chick that tries to guess what plane you're flying
I think pictures would help those of us who haven't been to the Deid lately understand better....
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I can't comment on whether there's any real difference between the two once you're out--but there are likely differences on when/what timeline you actually separate. IIRC, the 7-day opt requires you to separate w/in 6 months or upon completion of your ADSC, whichever is later; and, most voluntary separation actions require 6 months notice. Depending on when your ADSC was up and when you planned to get out, these overlapping rules could affect your choices (so make sure you understand how each will work in regards to what you want to do).
Good luck!
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What I don't get is what he did that was so horribly illegal that it necessitated a "manhunt". AFIK, naughty language over PA isn't a crime, blowing a slide isn't a crime. Stealing beer is a crime, but not "manhunt" worthy.
Probably more to do with "public endangerment" [improper use of emergency equipment] and/or improper entry into the airport security area....
"2" to grabbing the beer on the way out the door...!
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A Russian man trying to win the Sauna World Championships died after collapsing with severe burns in the final stage of an event that required contestants to sit in a 230-degree (110 Celsius) room as water was tossed onto a searing stove, officials and witnesses said.
Any tanker toad who's been to the desert is pre-qualified in this event....
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Jughead, can you clarify that you have seen first-hand an individual with a DLPT score on the books get non-vol'd for something?
I have seen exactly that. Twice to (different) coworkers, and a few more times to a "do you know so-and-so...?"
To make matters worse, on one of the directly-observed times, the language in question was Spanish--hardly a difficult fill. The location was South America somewhere (Honduras, maybe?), and the individual in question was going to be heading to IP upgrade in about two weeks. No amount of work on the OG's part (I don't know if it went higher than that) made even a dent in the process, to include offering up another qualified individual who was a volunteer. Once that train started moving, there was no stopping it (at least not at the O-6 OG level). That's about 13 years ago now, so YMMV these days....
From what I have seen of the way the Air Force (mis)manages these programs, it often puts an individual through a year or more of language training instead of tapping someone that already has the proficiency. I know many people that have high DLPT scores in high demand languages (including Arabic) that often get volunteer solicitations, but have never been forced into anything.
I'm not saying it always happens the hard way--I'm just saying it *can*. I've also seen it the way you describe, and to be fair, that does seem to be the preferred method. Factor all that into any risk/reward equation you do for the monthly paycheck, but keep in mind that you *can* be forced to go wherever/whenever, as dictated by needs of the Air Force. And, if you think about it, that capability is exactly why you get paid for language proficiency in the first place....
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I can't say that I'm happy to have a story to add to this thread, but I've just been inducted into this particular club....
SO... I'm currently in the middle of PCSing. For my last month or so at a certain AFB near Shreveport, LA, I've been staying in billeting. I have an enclosed motorcycle trailer that I use when PCSing--primarily for hauling the bikes to the new location, but it's also pretty handy for moving other stuff around and warehousing anything I don't feel like carting indoors. At the direction of the billeting desk, I parked it in the lot near the TLFs (where, at any given time for at least as long as I've been stationed here, there are around a dozen or so trailers, boats, moving vans, etc. in the lot from folks PCSing in/out).
About a week and half after parking it there, I go by to check on things--and find a "Notice of Abandoned Vehicle" taped to the trailer. Huh?? The notice says I'll be towed in 72 hours (which period had already passed). I call the number on the form (LE Desk), explain to the cop who answers that I'm PCSing, staying in Billeting, parking where I was told do so (along w/ all the other folks in similar circumstances), and that my trailer most certainly was NOT abandoned. He tells me no problem, please call the "Investigative Division" on Monday (this was Friday evening), they'll be able to clear it up. OK, so is my trailer OK where it is until then? "Yes," I'm told. So, I use the trailer a couple of times over the weekend, but I don't move it.
Monday rolls around, I call the Investigative Division--you already know where this is going, right?--only to be told that my trailer was towed "about 20 minutes ago." I hit the roof and end up on the phone w/ the (civilian) Investigative Division Chief:
- I want to know why I was towed, when I had specific direction from the LE Desk to wait until Monday. "We never got that information."- Why didn't you contact me? "We tried, but we apparently have bad numbers for you on the Alpha roster." [which is true enough--my office moved while I was deployed, and my home/cell number had the last four of my (old) office number transposed into it; I'd no idea it was screwed up]- Well, you didn't "try" very hard! There are any number of other ways to track me down! "Well, we have to go by what's on the Alpha roster"- Really? That's the best "investigating" that the "Investigative Division" can do? So, I can go rob the commissary, secure in the knowledge that you'll never find me since the Alpha roster is inaccurate? [no answer]- OK, what led you to believe that my trailer--in good condition, a current [indeed, renewed within the last month] registration, locked, no flat tires, no weeds growing up around it, and parked in the TLF lot--was "abandoned"? "Well, base regulation blah-blah-blah defines any non-driveable vehicle as 'abandoned' after 72 hours, and it had been longer than that since the notice was put up."- You mean the notice I called about last Friday? [no answer]- Where am I *supposed* to park while I'm a Billeting resident? "Well, the Outdoor Rec has an RV lot..."
Bottom line, it cost me $160 to ransom [exactly the correct word!] it back from the towing company. I've got a claim in w/ Legal for that (which came as no surprise to them--I'm one of about a half-dozen folks who "abandoned" their vehicles in the TLF lot and were towed that day, evidently). I won't hold my breath. If it gets denied, I'll appeal; if that gets denied, I'll file an IG complaint; when that goes nowhere... I'll drop it, as no longer worth my time/effort.
Thanks, SFS, for the wonderful service you provide....
WTF? (**NSFW**)
in Squadron Bar
Posted
I'd say that's the same demographic making up the bulk of airline travellers, so I'm not sure that proves anything....