Jughead
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Posts posted by Jughead
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I bought a CBR600RR for my kid last night and I'm picking up the Triumph tonight on the way home.
What're you doing, bucking for Dad of the Year...?
Nicely done--enjoy the rides!
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It's more about the ATP than it is the Be-350 type. If you don't have the centerline thrust restriction, and you have more than 1,000 hours PIC, FSI will make the MC-12 checkride count for both the ATP and the type rating. If you do have the restriction, then they won't do either.
Just for clarity, keep in mind that 1,500 total hours is the required number (FAA) for an ATP. The 1,000 hour min (and I believe that is also total hours, not PIC) is FSI's company policy for awarding the type cert (which is BS, but what are you gonna do?).
Otherwise, others have already answered the basics. I just left Balad, it was a pretty good deployment. I'd thought I'd heard from some of the newer arrivals before I left that the pendulum had swung (again) and that FSI was once again doing the Vmca demo in the sim & deleting the centerline thrust restriction for those students to whom it applied--YMMV, that's rumor-level only. Good luck!
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I've never heard of the "leave pay" thing wrt SDP - good to know. Any chance you have a source for this info so I can call out finance when they try to say no dice?
No, sorry. I can only tell you that that is what they (JBB Finance) used/applied when they calculated my max SDP deposit. Since it helped what I wanted to do, I didn't go looking for sources. I speculate that it's the sort of thing spelled out in a policy memo somewhere, since I know the basic reg is pretty vague. Wish I could be more help--good luck!
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Finance Guy -
An SDP/TSP curveball for you.
I'm not FG, but I have some recent JBB experience on exactly this subject....
First of all, evidently the answer you get from them depends on who is at the counter--as you obviously know, do NOT take anything they say for gospel, they don't know their own rules. This answer that you've gotten is substantially different than what I got *and implemented* as recently as December.
In an effort to lower my tax bracket and plan to convert my TSP to a Traditonal IRA and then on to a ROTH IRA (using the current loop hole) once I separate from the AF, I've been plugging away 90% of my pay to the TSP while deployed.When I went to the JBB finance office to contribute the max allowable amount per month to the SDP ($2500 or so for an O-3 I think), finance said I could only contribute ~ $300. They said because 90% of my pay is going to the TSP I can only contribue the difference, or my "take home pay" and quoted me DoDFMR Vol 7A Chapter 51, Savings Programs page 51-5.
I can't find the reg so I'm not sure if this is legit or not? If so, why are TSP and SDP mutually exclusive? I get that you can't drop $10k into the SDP all at once and that you are limited to your take home pay but why should my contributions to the TSP limit my contributions to the SDP? It's not like I can bounce a check for my contribution to the SDP; I've got the money to contribute to both programs. Any advice?
First, the SDP limit is related to rank only insofar that rank largely determines your pay. My understanding of the limit (the intent, if not clearly spelled out in the letter of the reg) is to make sure that you don't end up depositing more in the SDP than the government can recover from you within a month (next pay cycle) if your check bounces. Viewed that way, TSP should not affect that total. I believe (going from memory here) that the reg also doesn't refer directly to "net" pay, but rather total pay less "mandatory deductions." Those "mandatory" deductions include taxes, eg, but not TSP contributions.
Anyway, I got both answers ("TSP is irrelevant for SDP" and "TSP contributions reduce max allowable SDP deposits") from them. I had it easier in that I was able to make it up in two months instead of one (I'm an O-5, so the limit doesn't hurt me as badly), which had the same effective date for interest purposes--so I didn't fight it, I just had to make an additional trip.
Another consideration: make sure they're considering all your leave time when calculating your max contribution. I didn't know this, but apparently your leave time (# days x basic pay) is "recoverable," hence it affects the limit.
I'm sure FG can get you better specifics, but that was my experience on this. I know they gave me an utterly wrong answer and FG gave me the references I needed to straighten it out. Good luck!
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I checked with my airfield manager: no reason you should have to get permission from the Wing/CC, as a general rule. According to him, active duty and retirees should be able to get access with just a bit of paperwork.
I know, I know... someone will have a "my Wing CC wouldn't let you land here" story. I'm just going with what I'm told. Five of us were partnering on an aircraft, and flying it to work was not a big deal when we asked.
Civil Aircraft Landing Permits (DD 2401s) went to the Pentagon.
With them you waive the right to sue if anything goes wrong, and you ack. that amn snuffy may drive into you parked airplane with his SF Car while distracted.
If YOU do something wrong, they may come after you. You prove insurance, enter the equipment type, wait a bit- then commute to work and get into airshows the fun way.
Having access to a safe place to park and fuel is not guaranteed.
You guys are both right--but you've each only got part of the story.
There are no fewer than three forms required:
DD2400 (Civil Aircraft Certificate of Insurance): filled out by your insurance company (not you), so depending on your insurer this may or may not be quick. The hassle here is that any permit (DD2401) expires not later than the insurance, and you can't get the permit without valid insurance--so, if you're on an annual renewal insurance (as the overwhelming majority of policies are), you're just about guaranteed to have a gap in your permit from your renewal date until you can get the new paperwork processed. The way to beat this is to get your company to write a 2-year (w/ annual renewal) policy--not common, but most will do it. Why this has to be more complicated than your (equally required) auto insurance for base access is beyond me.
DD2401 (Civil Aircraft Landing Permit): easy to fill out, but where to submit it is where the disconnect lies. If you just want to get a single base, the airfield manager can approve it. If you want the flexibility to go to, say, "Any CONUS AFB," then you have to submit to the appropriate office at the Pentagon (not quick). I'm told in theory you can get approval for, say, "Any ACC AFB," but I doubt there's any point if you're going to submit to a HHQ in going for anything less than HAF. Each Service handles things a bit differently. In my experience: Army is easy & quick--send them the paperwork, you'll get an authorization; Air Force is easy but NOT quick; Navy is a PITA.
DD2402 (Civil Aircraft Hold Harmless Agreement): just what it sounds like; simple form.
In all cases, you'll still need a PPR to land at a military field--that's where the Wing/CC & aero club concerns come in. If the airfield manager doesn't know how (doesn't want) to deal with a small GA aircraft, or if there's CC guidance saying "no," then having the landing permit will do you no good. Bases with aero clubs are exponentially easier on this score, because the airfield manager knows how to deal with you and there's already parking (and probably some amount of servicing) available on the field. You and I may know it's no big deal to push your airplane off the side of the ramp & tie down to some stakes that you brought with you--but that would completely freak out your average AFB airfield manager.
You also need to send the forms in separately for all three services (assuming you care to land at Navy and/or Army fields). In other words, if you want a "blanket" mil field authorization, you need three separate (and slightly different) DD2400s from your insurance company (they'll know what to do), and three separate DD2401 & DD2402s. The regs were written before the days of color copiers and still include an assumption that a signature in blue ink guarantees an original signature--and your paperwork WILL be rejected if not signed in blue (you and the ins co, where applicable--again, the ins co knows this).
AF & Army rules are straightforward--if you have access to the base in general then you should be able to get the auth number. Navy rules are more along the lines of "if you have business here"--so, if you're going TDY to a NAS, you can probably get the permit (timely, though? I doubt it), but I've had no success getting a blanket one.
Once you've got the the auth number, you call ahead for a PPR, then file both the auth & PPR numbers on your flight plan (you can arrive/depart VFR to a military base, but you *must* be on an [activated] flight plan). I usually call flight service en route and get them to call the destination base ops, just to be sure they're expecting me.
I flew myself to work a few times while I was in C. Springs (Peterson). Since I had to drive longer just to get to my airplane than I would have to get to work, this wasn't about saving time but about wanting the plane there for after work. Still, it was pretty damn cool pulling up to the aero club ramp, shutting down, going to work--and then doing the reverse at the end of the day!
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I'll kick in to the "What do you fly" with my airplanes.
Discus, glad to see you've succumbed to Multiple Airplane Syndrome with style!
I hope to join the ranks of the MAS-afflicted someday, but that will likely be post-Air Force.That Bellanca is beautiful--when I was shopping, I looked at those, but I was scared (perhaps unreasonably) of ragwings for my first airplane.
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I'm in the market for a RV-4, seems like a good combination of aerobatics, speed, and economical fuel burn.
Everyone I know who flies an RV likes them a LOT, for the same reasons you cite. Do you plan to build it yourself? They certainly have a robust user group!!
Me, I love the *concept* of building my own, but I have to suspect I'd be the guy who gets it 15% finished and then it sits in the garage gathering dust--if I have the time to *work* on an airplane, that's time I'd rather spend *flying* an airplane....
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REVIVAL
I was asked in another thread about my airplane. Since showing off my baby is one of my favorite pastimes, I'm happy to comply, but this seemed a better place to do it.
Roxy is a 1990 Socata TB-20 "Trinidad." 4-seat (marketed as 5-seat--true if your backseaters are under age 6, I suppose), retract, constant speed prop, 250HP. I flight plan for 140 true & 12 gph, I typically see 145 KTAS & 11.5 gph. With full tanks (86.2 gal) I can carry 700 pounds (which, interestingly, is exactly 4x 175lb "FAA adults") around 1,000 nm (no wind/no reserve). Ceiling of 20,000' (though, since I haven't bothered w/ O2, I haven't been above 14K). Garmin 530W (W = WAAS capable) & handheld XM WX make it a cross country machine--which is exactly what I use it for. I've been as far east as Martha's Vineyard, as far west as Death Valley, as far north as Oshkosh, and as far south as Key West. I haven't set foot on an airline aside from TDY travel (and then only when beyond Roxy's effective range--I love flying myself TDY & having the AF pay for my flying habit) since I got her, and I can feel the lack of stress adding years to my life. My favorite logbook entry is taking off from Death Valley & landing at Leadville, CO--i.e., the lowest to the highest airports in North America, over 10,000' elevation change--but they're all great entries, at the end of the day.
Jughead Airlines is usually open to hitchhikers, so if ever our paths cross you could easily get the chance to log some TB-20 time....
What do YOU fly when you're not at work??
[MODS: I suggest renaming this thread to something like "The General Aviation Thread"; I almost missed it in my search, and from the very first post it's been about more than aerobatic airplanes]
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Attention Airmen: [...]
I thought that was classic. [...]
Inside joke...?
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http://volokh.com/2010/06/01/sabotage-or-how-dilbert-won-the-war/
I've made no attempt to verify authenticity--but, even if fake, an amusing (& scary!) read....
Sabotage! Or How “Dilbert” Won The WarJohn Elwood • June 1, 2010 10:19 am
A friend of mine who works in the intelligence community brought this jewel to my attention. In January 1944, the Office of Strategic Services created a secret document entitled “Simple Sabotage Field Manual” (available here as a free audio book) to assist operatives in disrupting the Axis war effort. It contains the expected stuff about starting fires and shorting electrical systems. But the most enlightening stuff comes at pages 28–31, in a section entitled “General Interference with Organizations and Production.” There, we learn that our secret weapon against the Nazi war machine was . . . bureaucracy. Note these ingenious plots:
(a) Organizations and Conferences
(1) Insist on doing everything through “channels.” Never permit short-cuts to be taken in order to expedite decisions.
* * *
(3) When possible, refer all matters to committees, for “further study and consideration.” Attempt to make the committees as large as possible–never less than five.
(4) Bring up irrelevant issues as frequently as possible.
(5) Haggle over precise wordings of communications, minutes, resolutions.
(6) Refer back to matters decided upon at the last meeting and attempt to re-open the question of the advisability of that decision.
(7) Advocate “caution.” Be “reasonable” and urge your fellow-conferees to be “reasonable” and avoid haste which might result in embarrassments or difficulties later on.
(8) Be worried about the propriety of any decision–raise the question of whether such action as is contemplated lies within the jurisdiction of the group or whether it might conflict with the policy of some higher echelon.
More nuggets after the jump.
In other words, the war would have ended a year earlier if we could have just parachuted the Executive Secretariat of some executive agencies behind enemy lines in 1942. But probably the paperwork wasn’t in order.
I don’t want to oversell the point that the Manual basically recommended being bureaucratic; there are parts of the Manual that advocate conduct that bureaucracies do not actually encourage, such as “Work slowly,” “Act stupid,” “Cry and sob hysterically at every occasion,” and my personal favorite, “Be as irritable and quarrelsome as possible without getting yourself into trouble.” But it is at least mildly amusing that such readily identifiable bureaucratic behavior as “insist[ing] on doing everything through ‘channels’” used to be regarded as destructive behavior.
This apparently has been the source of mirth among CIA types for two years. Now you can share the comedy secrets of our intelligence services.
Some other good tidbits:
(b) Managers and Supervisors
(1) Demand written orders.
* * *
(7) Insist on perfect work in relatively unimportant products; send back for refinishing those which have the least flaw. . . .
* * *
(10) To lower morale and with it, production, be pleasant to inefficient workers; give them undeserved promotions. Discriminate against efficient workers; complain unjustly about their work.
(11) Hold conferences when there is more critical work to be done.
(12) Multiply paper work in plausible ways. Start duplicate files.
(13) Multiply the procedures and clearances involved in issuing instructions, pay checks, and so on. See that three people have to approve everything where one would do.
(14) Apply all regulations to the last letter.
[Edit: my quoting skills suck; fixed]
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in desperate need of stuff like rank or whatnot
I'm stuck at Balad, and I'm in desperate need of beer.... Hook me up??
OK, I'm kidding--great offer, M2.
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Selling leave is a lose/lose for you.
Not true under all circumstances--perhaps not even "most" circumstances, given that the overwhelming majority of "sold" leave is in lieu of terminal leave (as far as I know).
Yes, you lose out on BAH, BAS, etc. on sold leave days. However, let's say you're separation/retirement date is 1 July and you have 30 days of leave. If you separate/retire on 1 June & take the 30 days as terminal leave, you get full pay until 1 July. If you sell the 30 days, you work up until 1 July w/ full pay AND get the 30 days (base pay only) in addition.
Another consideration is if you're looking at a civilian job with a government contractor. Normally you cannot be on terminal leave (ie, technically still on active duty) and working in a contract position--so, selling the leave (even at a "reduced" rate) may make complete sense if it allows you to start drawing a paycheck at your new job. I don't know if the same thing applies for govt civilian jobs, but it wouldn't surprise me.
That's not to say terminal leave is "bad"--it's hard to place a dollar value on that time off. BL, everyone's situation will be different.
EDIT: spelling
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But not sure it's worth $30 worth of effort and the chance DFAS might mess something else up trying to fix this.
Yeah, that's sort of the take-away here. As I say, the $30 itself isn't the issue--I'd be pursing it on principle. However, the chance of making it worse (and getting things to the point where I can't fix things) looms large.
<*sigh*>.... As annoyed as I am, I think I need to let this one go. Thanks for all your help--in the bigger picture, this is a clear win!
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Ever heard of Launch and Recovery? Not a pred guy but I did stay in a Holiday Inn Express last night.
Perhaps you need to upgrade your room--I'm pretty sure SERE is an aircrew requirement due to the risk of crash/forced landing/shot down/ejection in unfriendly territory, and NOT something that every deployer does. Ask the next shoeclerk who corrects your wear of the reflective belt if they can spell "SERE"....
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Just keep an eye on all of this.
That's what I've been doing--and, I'm (mostly) happy to report that it's (mostly) all good now. There was some issue w/ getting it credited to 2009 vs 2010, but that's been all worked out--all contributions have been taken & TSP deposits have been made. Thank you again!
One remaining issue I'd like your opinion on: in the process of crediting the Nov TSP deposit & back-dating it to 1 Dec, they made a "breakage" charge against my account, based on the difference in value between 1 Dec & when the deposit was finally credited (mid-Jan). By my read of the reg you gave me, that shouldn't have been done:
68.12. Breakage. By law, members are entitled to "breakage" on certain contributions that, as a result of agency error, were not invested when they should have been (and which the member did not otherwise have use of). Currently, breakage does not apply until the contribution is more than 30 days late being sent to NFC. This process compensates members for agency error and must be requested via a claim process. However, members are not entitled to breakage on contributions that were not actually deducted from their pay, but they may be entitled to make-up contributions. Breakage is computed by NFC. [emphasis added]Forwarded that through my home unit Finance and got the following CMS response from DFAS:
Well, it does read that but, according to the Air Force, contributions are only to be payroll deducted. That is why we have you put it on the pay record and we deduct it from his pay record. So, with that being said we can either refund the [whole deposit] or he can take the breakage that was applied. If there had been a gain he would have received that. We are not supposed to take any checks, but we do understand that these things happen. So, please let us know what he would like to do. Thank you!That's pretty weak sauce, I'd say--it boils down to "sure, that's what the reg says, but we don't do it that way." I also don't appreciate the thinly-veiled threat of negating the entire deposit as an "either/or" choice. The deposit was not "actually deducted" from my pay, and I did "have use of" the funds--either one of which should negate any breakage.
Reality check: the amount involved is small, about $30. It's certainly not worth it, in dollars & cents terms, to pursue this--I see that. However, I'm so annoyed at how much of a hassle this has been, over some pretty easy math and following some pretty straightforward rules, that I'm tempted to see it through on principle.
So... your thoughts?? You've been 100% spot-on so far, so I'll weigh your input heavily before proceeding. Thanks for any advice. Cheers!
PS: I'm starting to hope you're a teetotaler--I don't think I can afford all the
I owe you! -
when my 4 year old daughter comes out to visit
If you have any dependent(s), this issue shouldn't apply to you. (I'm assuming that your daughter is "officially" your dependent as far as the AF is concerned--do you get the "with dependents" rate on BAH, family sep pay, etc.?)
The key to living off base is not really "married/not married"--it's "with/without dependents." At least, that's how it was back in the day, and I doubt it's changed.
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It's HIS money, not the nations. Thanks for playing.
Um... actually, he received that prize in his role as President and from a foreign government (the Nobel Committee is appointed by the Norwegian Parliament). That makes it the NATION'S money, not his.
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######head Foglesong
Gotta give that one bonus points for the alliteration!
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The hit parade keeps on comin' as I'm subjected to AFN commercials. Apparently USAREUR wanted their own path to glory. The commercial had an absolutely riveting performance of "Turn the Beat Around"--I sure hope they add Iraq to their show schedule!!
Found their website: http://www.hqusareur.army.mil/band/ It doesn't tell the same story--maybe they really do focus on historic & ceremonial events (like the D-Day commemoration on the home page)...? Nahh...!
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Yes. They won't pay anymore for transportation costs than $900, but will pay less if that's all you can substantiate (ie., aircraft rental, fuel, parking, etc. wind up at $700, thats all you'll get for transportation).
Whit: what HiFlyer said. Also (if I'm reading your question correctly), keep in mind that the "mileage" limit is simply miles x rate (just like for a POV). Say you've got a 200 mile (flight planned statute mile) trip; that's 400 miles r/t x $1.26 / mi = $504 claimable. Add in all the extra expenses like tie down, say it comes to $550. Now compare that amount to the government ticket--the lower amount is what's paid. Say it's a $400 govt ticket--you get the gov't cost limit, $400. Now let's say you have 2 official travelers--now the govt cost limit is $800, so you get the full $550 (what I loosely called the "mileage limit"). The "saving money" I referred to was the unit's TDY funds--in the second case above, it would cost the unit $550 to fly two of us TDY, vs the $800 it would have cost to fly commercially. Everyone wins. My commander loved it that I could routinely get three travelers TDY for a bit more than the cost of one; my fellow travellers loved it as a (generally) new experience--I've given more than one "dollar ride" to my TDY compadres; and I loved it that I could fly cross country for free (more or less), the convenience of flying direct, and simply the enjoyment of flying (the main reason I fly GA to begin with).
I deliberately left the taxi cost you mentioned out of the previous paragraph. Claim the taxi fare separately, you'll get fully reimbursed for it without making it part of the constructed cost calculation.
Have fun!
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-You can use an Aeroclub aircraft for TDY travel. It is sometimes more beneficial for the government to have you and a buddy drop you off and pick you up TDY in a GA airplane than it is for the government to pay SATO for our rediculous full-fare fully refundable airline tickets.
True. Not unique to the Aero Club, though--you can, in fact, use *any* GA aircraft (owned or rented) for TDY travel. The rules are pretty similar to using a POV: you get reimbursed for your direct costs (from memory, I believe the rate is $1.26 / flight-planned mile [be sure to convert from nm to sm]; then add landing fees, parking fees, etc.); not to exceed the cost of government ticket(s). Whether or not you can get the whole mileage amount boils down to how expensive the government fare is (helps if you're in a non-city-pair location going to another) coupled with how many official travelers you have and how far you're going. Whether or not you "cover" your expenses depends on those same points, plus how expensive the plane is that you're using.
That said, if you enjoy GA flying, it's a nice way to subsidize the costs, even if you end up with some out-of-pocket expenses. Free (or cheap) cross country? Sign me up! I do this as often as possible. No reason your boss shouldn't support--worst-case, it costs him the same amount of money; more often, I end up saving money (by virtue of hitting the mileage limit before the gov't cost limit).
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If you'll permit me a slight thread derailment...:
Gunshot detectors in the city recorded the audio from the crash and ...
WTFO?!? "Gunshot dectectors"??? Guess I'm not sorry I've never lived in Palo Alto!!
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- Accrual vouchers, some deployed locations have lodging costs, can DTS handle accruals?
I've been pleasantly surprised by just how well DTS does handle accruals. (Note, the DTS folks were adamant that it is NOT an "accrual voucher" I've been filing, it's an amendment to the authorization--but the end result is the same.)
Basically, set up a travel auth with the best info you have before you leave. For a TDY over a certain length (45 days, maybe? I'm not sure), the routing for the auth goes to "deployment" (I assume that will vary from base to base). I go into DTS as often as required to update my expenses via "amending" the auth; someone from the "deployment" office approves my expenses; and on the same day of each month (25th in my case, I don't know if that's standard or just how mine worked out), the reimbursements I'm due get credited to the GTC & my own checking account, according to how I have the individual expenses allocated. I haven't had any changes to file for the last couple of months since I've been in the AOR, so I just get the $105 / mo ($3.50 x 30) in my checking account w/ no interaction through DTS. Before I got here, though, I had a lot of big itinerary changes that involved additional reimbursible expenses & per diem changes--I've gotten every bit of it. It's also pretty easy to follow, since there's a "scheduled payments" page that lets you see what payment to expect & on what date.
When I get home at the end of the deployment, I'll wrap up the DTS voucher per normal--but most of the info will already be there from my monthly updates, it will only be my redeployment expenses needing inclusion. That's also where (I assume for now; I will be checking at the time) the exact days will get cleaned up (e.g., the 30 day months that are assumed for a $105 monthly deployed per diem, vs the actual number of days).
BL, DTS has its issues, but this seems to be working (at least in my case).
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the contribution limit applies to both IRA's as a total.
True--but that's not my question. I'm asking about being unable to contribute to a Roth (due to income limits still in effect), so instead making that contribution ($5K or less for 2010) to a Traditional IRA, then immediately converting it to a Roth (which has no income limit on doing so starting in 2010).
I found an article on Schwab's website confirming that you CAN indeed do this--for now. The author speculates that Congress will close this "loophole" soon, since it totally defeats the purpose of having income limits for contributions to a Roth in the first place. I tried to get back to the article, but I've been locked out of Schwab's website (don't think it likes my IP location in Iraq); if I get back to it, I'll post the exact quote.
I asked my stock broker this exact question and he said you can max out your Roth IRA ($5,000 for those under 59.5) and still roll a traditional IRA into a Roth IRA. I'm fuzzy on the details but I think it lies in the new 2010 tax law guidance somewhere.
True also, but a separate question. Don't confuse the annual *contribution* limits ($5K for 2010, subject to income limits in the case of a Roth) with the income limit to *convert* a Traditional IRA to a Roth (the elimination of the income limits on *conversion* is the change in the 2010 tax law, and the basis of this discussion).
Speaking a foreign language
in General Discussion
Posted
Who? answered that pretty thoroughly (much more details than I knew) and I have nothing to add to that part.
However, keep in mind the flip side to the coin--the AF's side of the bargain, if you will. Once you're identified as possessing the specific skill level in a specific language, you're on the hook for any must-fill billets (long or short tour, accompanied or unaccompanied, TDY/deployment, or otherwise) that require those skills. Are there any places in the world, where Spanish is the predominant language and where we have a military presence (even a single LNO), to where you DON'T want to be tagged to go (potentially--even likely--on little or no-notice)...? How do you feel about leaving your current airframe/job/community?
I've seen it happen. Your current AFSC/functional/commander/career path/personal desires/TOS/anything else won't mean a damn thing if you get tagged. I know several folks with native-speaker levels of fluency in some high-demand languages (including Arabic) who do not test for that exact reason--the risk (likelihood) of being summarily grabbed and sent to a shithole location, all other considerations be damned, is just too great. Be sure the risk is worth it to you for whatever pay amount you can potentially get....