Jughead
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Posts posted by Jughead
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Who and what occupations get to work at NORAD?
Can pilots volunteer to work there?
Most definitely--LOTS of rated positions, particularly in the J3. My last assignment was NORAD--I left just over a year ago. The job itself was a bit "eh" (staff work is staff work), but there's no beating the location IMHO.
You imply you're a pilot, but don't mention your MWS or rank--preponderence of rated slots there are filled by 11Fs, O-4 & O-5s, but there are a handful of captains and heavy drivers/EWOs/ABMs/etc. In fact, during my time there, a fair number of non-pilots got picked up for 11x jobs there when they volunteered for them since the billets were going unfilled.
Let me know if you have any specific questions, I'll do what I can to answer.
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Does your yearly FHA pass the requirement for the FAA as having a 3rd class medical certificate?
Hacker's answer is correct, and I'll add that it seems like most flight docs these days do NOT have the FAA cert. I used to get it done every year, but it's been at least 10 years & 4 PCS's since the last time--I still always ask. I've even seen at least one case where the doc had the right credentials but was not allowed to provide the service (someone in the Med Gp decided that it was too costly--since the only difference between your annual flight physical & an FAA Class 2 physical is a diabetes test [lab/urine] & some paperwork, that sounds fishy to me...).
HOWEVER--that, hopefully, is changing soon. The same rule change that will, if/when implemented, give you an easier path to an FAA CFI ticket includes a provision to make your military medical "count" for an FAA medical (more specifically, it waives the requirement to have an FAA medical if you have a current military flight medical). FAR 61.23(b)(9) (NPRM); here's the link, I've been watching carefully for it to become final: http://www.sheppardair.com/milcompcfi.htm.
I'm pretty sure the CFI part of that NPRM has been discussed here before; hell, I think I found that link on here.
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As a female , I take exception to the sexually suggestive mini-movies that some member users are using on this forum- especially the "boob" ones! Why are these allowed?; I bet if I had a guy doing similar things with his private area on mine, it would be taken off...? Sure, some will say, if you don't like it don't participate in this forum. It's not just for horny guys is it???
No, I wouldn't say "just" for horny guys [redundant phrase, btw--simply "guys" covers it]; I'm pretty sure there are other ladies on here....
You left off a third option, which is to turn off the avatars. I have no objection to boobs, but if I want to sign on at work, you bet I turn them off before opening the forums. You can clear the "show avatars" square on the settings page. BL, if you're offended--don't look. PS: If you're that easily offended, though, you may want to carefully consider which of the forums you visit here--much of the conversation can make the avatars look like Sunday School....
And, what Toro said: feel free to try your suggestive guy-version of an avatar idea--I think that'd be pretty funny, and it would certainly make your posts "stand out".... and I *seriously* doubt it would be "taken off" [DISCLAIMER: I'm not a mod, I don't speak for them--but they seem like a reasonable bunch. So long as you don't duplicate a topic, you may even get along with Toro....]
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First one that I've created myself (not my pic, found that online). Not boobies, but I think it'll pass....
PS: This thread is still jacked up for me, can't fully load the last page....
EDIT: It's page 33 that's jacked up--now that we're on page 34, the last page loads (but 33 is still jacked)
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accept the fact that the flaps might still be moving just a bit as you hit flap placard speed (within 1-2 knots)
That was always the generally accepted version when I was flying R-model -135s. The (widely understood) interpretation of flap limit speed was that if the flaps were rolling up by the time you hit the limit, you hadn't exceeded the limit. Not anymore?
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Not mine--found online. But, worthy, I'd say....
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Now I am confused, as if USAA "subs" out their motorcycle insurance as I was led to believe, how could they it as the same policy as your auto insurance?
Hmmm.... Looks like they changed their system. The wrecks I had were in 2002--at the time, USAA underwrote both the auto and the bike policies (as a single policy); nowadays, it looks like they are indeed two separate policies. Sorry for the outdated info.
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Check USAA as well, especially if you already have coverage on other vehicles through them. They are competitive, I have them for both of my bikes...
Word of caution on that, M2. USAA--unlike every other company I've seen--essentially treats your bike & your car insurance as the same thing. The pro is the very competitive rate; the con is that a claim on one affects coverage on both. I hope you never have occasion to find that out "the hard way" as I did, but....
In my situation, I had an at-fault wreck on the bike and a no-fault (i.e., paid under comprehensive) car wreck. Both paid, w/ USAA's typical prompt & hassle-free service. Shortly thereafter, I got a notice of non-renewal. I managed to get around that w/ a letter to mgmt ("'no-fault' doesn't equal 'bad driver' / I'm a 15+ year customer / WTFO?"), but have since insured my bikes w/ GEICO (at rather competitive rates). YMMV.
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Other aircraft to look into:
MC-12
No nav/EWO on the MC-12
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Civilain coworker has this as his wallpaper on his NIPR machine.... I found myself in complete agreement and asked if I could share it here....
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The only tattoo I've considered is pilot wings on my chest.
Huggy, I thought I'd heard it was tradition in the Deuce world to get your solo number tatted? Urban legend?
[not that tradition would force you to do so if you were opposed, but I assume you would at least "consider" it]
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Any ideas?
What Toro said.
Also, for future reference, I've found the DVB Guide (glossary) under the Data Verification Brief in vMPF to be very helpful in figuring out what the hell all those various fields are. [i assume this is the acronym list to which Toro refers.]
Can't post a link (that will work) into vMPF here, so here's the goods:
DVB Glossary#
#DEP: Number of dependents.
#SHORT TRS: Number of short tours completed.
1
1405 DT: Date used to determine years of service for computing a member's retired pay.
1ST ASGN: First Assignment. Will be either Yes or No.
2
2AFSC: Second AF Specialty Code.
3
3AFSC: Third AF Specialty Code.
A
AAC EXP: Assignment Availability Code Expiration Date.
AAN: Assignment Action Number. Each assignment will have a unique number.
ACQ-CORPS ID: Acquisition Corps ID; 1 indicates member is in acquisition corps; 2 indicates member is eligible to be in acquisition corps.
ADSC: Active Duty Service Commitment.
ADSC RSN: Reason for Active Duty Service Commitment.
ADSCD: Active Duty Service Commitment Date.
AERO RATING: Aeronautical Rating for Pilot or Navigator. Applies to rated officers only.
AFIT: Armed Forces Institute of Technology.
AFIT SP: AFIT specialty; areas of study AFIT considers member qualified to pursue.
AFR SECT ID: Air Force Reserve Section ID.
AFSC: Air Force Specialty Code.
AGR: Active Guard/Reserve.
AIRCRAFT: Aircraft qualified in. Applies to rated officers only.
ALC EXP: Assignment Limitation Code Expiration Date.
ANG TECH ID: Air National Guard Technician ID (1=Technician; 2=Traditional; 3=AGR).
APDP-FLD & LVL: Acquisitions Professional Development Field and Level.
API: Aircrew Position Identifier. Applies to rated officers only.
APPR UNIT: HQs that approved award of decoration/award.
APPROVAL DT: Date award/decoration was approved for awarding.
ART: Air Reserve Technician.
ASC CD/DT: Aviation Service Code/Date. Applies to rated officers only.
ASD: Assignment Selection Date. Date member is selected for an assignment or date put on the Vulnerable to Move List (VML).
ASG AVL CODE: Assignment Availability Code.
ASG BLK: Assignment Block.
ASG BLK DT: Assignment Block Date.
ASG LIM CODE: Assignment Limitation Code.
A-STAT: Overseas assignment status of officer selected. Codes are
AUTH #: Order number of the order awarding the decoration, if applicable.
AVSD: Aviation Service Date. Date went on active flying status. Applies to rated officers only.
B
BASE: Current base of assignment.
BTZ: Below The Zone promotions; also referred to as Below Promotion Zone (BPZ).
C
CITIZENSHIP: Nature of Citizenship.
CIV ART ID: Civilian Air Reserve Technician ID (R=ART; I=AGR).
CIV GRD: Civilian Pay Plan and Grade (i.e., GS-07, WG-11).
CLOSE DATE: End date of the period for which an award/decoration was received.
CLR DT: Date of security clearance.
CMD: Major Command.
CODE: Code that corresponds to academic specialty.
COMBAT HRS: Self-explanatory. Applies to rated officers only.
COMM SRC: Commissioning Source.
COMMAND: Current Major Command of assignment.
CONUS: Continental United States.
CORE ID: Core AFSC; identifies main specialty. Applies to officers only.
CRIT ACQ BIL: Identifies if member is in a critical acquisition billet.
D
DAFSC: Duty Air Force Specialty Code.
DAS: Date Arrived Station. Date signed into current duty location.
DDA AFSC/RSN/DATE: Directed Duty AF Specialty Code, Reason, Date.
DDLDS: Date Departed Last Duty Station.
DECORATION: Name of medal/ribbon.
DEROS: Date Eligible To Return From Overseas.
DIERF: Date Initial Entry Reserve Forces.
DIEUS: Date Initial Entry Uniformed Service.
DLAB DATE: Date of Defense Language Aptitude Battery Test.
DLAB SCORE: Score on Defense Language Aptitude Battery Test.
DOB: Date of Birth.
DOR: Date of Rank.
DOS: Date of Separation. Last day member will be on active duty.
DUTY PHONE: Self-explanatory.
DUTY STATUS: Duty status availability for a member.
DUTY TITLE: Duty title associated with Duty AFSC.
E
EAD: Extended Active Duty. Last date entered active duty without a break in service.
EDD: Effective Duty Date. Date assumed listed duty.
EDLVLSEL: Education Level(s) Selected. AFIT determines the level of advanced degree eligible for.
ELIG-INEL STAT: Eligible or ineligible for AFIT.
ENTRY-DT: Entry Date to begin AFIT program.
EPR: Enlisted Performance Report.
EXP: Experience. (Applies to rated officers only).
F
FAC: Flying Activity Code. Applies to rated officers only.
FUNCT CAT: Functional Category.
FY-IND: Fiscal Year Indicator. Year eligible to attend AFIT program.
G
G.O.: Reflects if the officer has attained the General Officer qualification (full JDA or waiver).
GATES: Number of months on flying status. Used to compute eligibility for flight pay. Applies to rated officers only.
GPA: Grade Point Average. Usually from undergraduate degree.
J
J FLAG: Used to flag officers currently in a JDA.
JDA: Joint Duty Assignment.
JNT: Indicates Joint Duty position. JC is for joint critical and JD is for a joint duty position.
JOIN SP INTENT: Join Spouse intent.
JPME/DATE: Year and month member graduated from Joint Professional Military Education (JPME) Phase II. This PME is either listed as Armed Forces Staff College (AFSC) or Joint Forces Staff College (JFSC).
JSO-JSONOM: Joint Specialty Officer (JSO) nominee status.
JT-TOURS: Joint Duty Assignment (JDA) billet as reflected on the JDty, respectively.
L
LANG-2ND: Second language spoken.
LANG-BEST: Best language spoken.
M
MAR STAT: Marital status.
N
NAME: Self-explanatory.
NEI: Nuclear Experience Identifier. "E" = 2 or more years experience with nuclear related duties and "I" = initial certification in nuclear related duties or less than 2 years experience in nuclear related duties.
NO: Occurrence number of the award/decoration; for instance, 2=2nd award .
O
ODSD: Overseas Duty Selection Date. Date returned from last overseas assignment.
OFFICE SYMBOL: Office symbol of current position member is occupying.
OPR: Officer Performance Report.
OPR REASON: Reason codes for OPRs.
ORGANIZATION: Self-explanatory.
OSC: Occupational Specialty Code. All AFSCs are broken into short titles.
OVERSEAS HISTORY: Overseas tour history.
P
PAFSC: Primary AF Specialty Code.
PAS: 8 digit alphanumeric code designating unit of assignment. Each unit has a unique code.
PAYDT: Pay date.
P-CAT-C: Promotion Category Current. Promotion category that an officer will compete in during next central selection board.
P-CAT-H: Promotion Category Historical. Promotion category that an officer competed in during a past central selection board.
PGRADE: Projected Grade if on promotion list but not pinned on yet.
PLSD: Promotion List Service Date.
PP: Permanent Promotion.
PRP STAT: Personal Reliability Program Status.
PSN#: Air Force position number member is filling.
R
R/C/MON: JDA Departure Reason /JDA Tour Credit in months.
R/R: Retention/Retirement Date
RANK: Self-explanatory.
RDTM: Rated Distribution Training Mgmt. Identifies individual’s weapon system, applies to rated officers only.
REASON: Reason for award/decoration. Reason codes
RECORD STATUS: Status of personnel record.
REGAF DT: Date member received regular commission.
REL PREF: Religious preference.
RET/SEP: Last day on active duty for a projected retirement or separation.
RNLTD: Report Not Later Than Date for a member reporting to new base.
RSSP: Retirement/Separation Reason.
RT RTD: Rated Return Date. Date must return to fly to meet 3rd Gate. Applies to rated officers only.
RTFB: When an officer is eligible for a Return to Fly Board. Applies to rated officers only.
S
SAFSC: Shipping AFSC when assignment is loaded.
SAT SVC: Satisfactory Service; number of years member accumulated at least 50 points (ANG/Reserve).
SEC CLR: Security clearance.
SEX/RACE/ETH: Sex, race and ethnic group of member.
SPECIAL EXPERIENCE ID (SEI): Indicates unique experience or training.
SPOUSE SSAN: Social Security Number of member’s spouse, if military.
SPOUSE STATUS: Indicates if spouse is a military member.
SSAN: Social Security Account Number.
ST/CNTY: State/Country code for location.
STRD: Short Tour Return Date.
SVC COMP: Service component affiliated with – Regular, Guard, or Reserve.
T
TAFCSD: Total Active Federal Commission Service Date.
TAFMS: Total Active Federal Military Service.
TAFMSD: Total Active Federal Military Service Date.
TFCSD: Total Federal Commission Service Date.
TOTAL/JET: Total hours/Hours classified as jet time. Applies to rated officers only.
T-TYPE: Possible assignment tour types officer could select while assigned to a JDA.
TYPE CLR: Type of security clearance.
TYSD: Total Years Service Date.
TYSD/PLSD: Total Years Service Date/Promotion List Service Date.
U
UIF: Unfavorable Information File.
W
WMP: Weight Management Program status.
Y
YRS/HRS: Last year flown/Hours in aircraft. Applies to rated officers only.
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how she made it through three 89 rides and 70+ downgrades (...yes), I'll never know.
Pictures would help make that determination....
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Did I see this sign on M2's front lawn...?
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In your opinion, what causes the modified 747 SCA to fly "like crap"?
I'm not really qualified to have an opinion--I'm only relaying what I heard in casual conversation several years ago. I speculate that it has to do with being optimized to carry the orbiter (and *not* having the orbiter results in a sub-obtimal condition). So, beyond the huge horizontal stab adding drag as you point out (I think you meant horizontal, not vertical, yes?), it also changes the center of lift, which could change the handling dramatically. I suppose it would be a similar effect as having a really out-of-whack CG.
One of the pilots is quoted as saying the SCA flies similarly to a stock 747... which flies in the face of what Jughead heard.That's not how I read it; I think he was saying that it flies similarly to a stock 747 **with the orbiter on**. That, in turn, jibes perfectly with what I'd heard. Another snippet I recall from the same conversation echoed that quote--that it flies "normally" with the orbiter on, just with higher thrust requirements & smaller performance envelope for everything.
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the shuttle falls like a brick, so I wouldn't exactly call it a lifting body...
Not true. While the shuttle is obviously not a long-range glider, its winged design is all about lift generation. I'm not saying it provides positive lift excess to its weight atop the 747, but it's not just dead weight/drag, either. I had the chance to talk to a couple of the NASA pilots when I was stationed at Edwards, they said they hate flying the SCA w/o the orbiter attached: "It flies like crap."
All the issues others have cited (weight, drag, clear wx requirements) notwithstanding, there's also the PR aspect to the multiple-hop model. NASA normally always announces where/when the SCA will be landing, and there are frequently fly-bys, etc., w/ any given leg of the trip.
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Is my medical grandfathered in under the 60 month rule?
You answered your own question w/ the site you posted--YES. If you were under 40 on the date of the examination, your medical is good through the end of the 60th month following (Class III--to which the others revert, if you had a higher class), regardless of any printed (earlier) expiration date on the certificate.
61.23(d) if you want to read it in the regs;
http://rgl.faa.gov/Regulatory_and_Guidance...ectLookup/61.23
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When I asked why, the answer was "that's what the book says!"
There might actually be a good reason for this. Many (most?) police cars are 28V electrical systems, incompatible with your 14V car.
Now, I don't know the specifics of Laughlin's SF motor pool, but this has been the case for other police (AF & civilian) units I've been familiar with.
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Come on now. If a traveler is having trouble getting paid you don't think 210 days is enough time to resolve it. Many go to IG and Wing CCs after 30 days. Once it hits that level the claim is usually put at the top of the stack.
In general, yes, of course. In the vast majority of cases, the claim is settled w/in a week or so and the issue doesn't even arise. It's the potential for it to do so which remains, and I'd say that potential is real. If I'm approaching the 9-month point of a $200 bill that everyone (incl the gov't) agrees is a legit claim but the system is still bolloxed up, and I recently deployed (or have some other priority issue to deal with), that could easily slip to the back burner. So long as the member is proactively trying to get the claim paid, I don't think he should be liable.
Even if they can't pay the claim right away, there are provisions where an advance could be paid by the local FSO and send the $$ directly to the card. That process is only used in extreme circumstances.Now that I didn't know. That, too, would fall in the "be proactive" side of the equation.
I think you & I are mostly on the same page here....
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So if you can't take care of an outstanding balance in 210 days you deserve a bad mark on your credit history.
No argument on the process, how it works, etc.--good info, I hadn't seen that before.
On the "deserve," though, I disagree. We're not talking about (I don't believe the previous posters were talking about) someone just blowing off a credit card bill.
The issue is that I'm *required* to use my GTC for certain expenses when TDY. The expenses for which GTC use is mandated are reimbursible. So, I am *ordered* to travel, *ordered* to use my GTC for certain expenses incurred thereby, and *ordered* to file my claim within X duty days (5?) of my return. So far, no problem. However, sometimes the system breaks down--for whatever reason, my claim doesn't get paid in a timely fashion. The fact that this debt that I am *ordered* to incur on official gov't business can negatively impact my *personal* credit rating is a huge foul. I could be doing everything within my power to get a legitimate claim paid, but if it doesn't happen (for whatever reason), I am forced to choose between paying a government debt with personal funds or taking a ding on my credit rating.
Since they changed the GTC to include credit reporting (ca 1999, if memory serves?), I've toyed with the idea off and on of refusing to sign the card agreement on exactly that basis. I think that would ultimately be a winnable fight, but doing so would burn a lot of bridges (and I haven't been anywhere where I could deal w/ the headache)....
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To further clarify
Good point, thanks--as you say, I wasn't looking any further than the example presented, didn't want to mislead Karl Hungus (or anyone else)....
Good info on the taxable status, never knew that! Thanks....
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Is COLA based on your physical address or your duty station? Example, duty station is McGuire, living in Philly. Philly gets COLA. I want COLA. Hoping it's not based off your duty station like BAH....
Along those lines, I'd like to keep my residency from a certain tax free state, and I actually do own property there (for the next couple months at least). Will keeping that state as my residency override getting COLA, even if I could get it?
CONUS COLA is based on your duty station. Period.
Your state of legal residence doesn't enter into the equation, nor is it impacted based on receipt/non-receipt of COLA (or any other allowance), nor is there any stipulation about living in the same state as your duty station.
EDIT: Since we're talking about CONUS COLA, here's one: it's the only allowance (that I know of) that's taxable. Not really an allowance, then, is it? It's really a pay?
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What is this 'non-USO military lounge' at MSP you speak of? I'm aware of the USO outside the main terminal by the baggage claim/car rentals that I thought was pretty nice if you have a layover--comfy recliners, free wireless, etc (too bad no alcohol). Only thing that sucks is you have to go through security again.
I think we're talking about the same place--upstairs, to the front/far right (if you were curbside facing the building). It's NOT a USO lounge, it's run by some local non-profit vets group (and undoubtedly has support from the local VFW, American Legion, etc.). Upshot is that they have much nicer stuff than any USO airport lounge I've ever seen, free food/drinks, even a bunch of bunks & showers in the back for a really long layover. All of it gratis (they won't even accept donations--I tried).
As you say, going through security (again) is a hassle--but, well worth it if you'll be there much more than an hour....
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Can someone give me a reason why this would be? In my eyes, the airline is making out both ways as the plane will be three people lighter and they are still getting their money. They can even open those seats to standby passengers.
"Because they can." It's a way to bleed more money out of the paying customer. It's the flip side to the coin of "buy a round-trip, only use the first half" part of the game, but the airline controls this one.
One way to beat it, if you're willing to gamble: "miss" your connection at MSP [easier to be convincing if it's a fairly tight connection or if customs is busy], then plead your case w/ the ticket agent at the airport, say you need to get going right away, you have family locally who can loan you a car, but that you'll need to return the car before your return trip, so pretty-please can they change your return ticket from MSP...? May not hurt to work in that your time is short due to your limited military leave....
This will probably work if missing your flight is at ALL plausible *and* if there's not another flight on that airline leaving within the next couple of hours; otherwise, probably not. BTW, if you need to kill time at MSP, there's a great non-USO military lounge there at the main terminal....
Good luck!
The end is nigh...
in Squadron Bar
Posted
Am I the only one here who's a big enough geek to remember