Prosuper

OK I did not work under Ops since 1995, and I was in ACC.

Amen!!

Being a prior E will give a leg up on knowing the EPR process and surely make you more enlightened of how the rest of the Wing gets the job done but as a E-6 you supervised maybe between 5 to 10 guys with a couple them E-5's but by the time you make O-4 that is so far away in your rear view mirror. Since that time you spent the last maybe 8 years just trying to be the best pilot possible with some other additional duties thrown in. Why would any rated O-5 want the added headache of a FSMU attached to him. You will probably be talking and spending more time with your 1st Sgt than your DO and explaining knucklehead stuff to the Wing CC why Amn Snuffy got drunk and smashed into the front gate. I believe the Army does it best when it comes to this, enlisted do mx, WO's fly, and Officers Command and if they behave maybe get some flight time. I believe on this forum there are alot of pilots who love to fly and wish they can just stay in the cockpit for 20 years and be left alone but Uncle Sam made them officers first before he made them pilots.Like me I loved Crewing a jet but like a dumb ass I studied and made MSgt and had to lead. I think it would help rated officers who by defualt will be tomorrows senior leaders giving them enlisted to be responsible for, like the Crew Chief and wipers of a jet when they get to their airframe after AETC, follow up on training, medical, finance, recognition, discipline, etc. Instead of waiting until they are O5 and get everything thrown in their lap and now just do it.

A mx officer since he was a O-1 he has had more supervisory responsibility of enlisted than any of his rated peer's. I don't want to start a pissing contest but the mx world is totally different than from your world, you guys would not even think of flying without every crew position filled but in mx we might have only one 7-level to cover 20 jets. But as always as a mx guy I am going to get my head bashed in for offering a opinion that differs from the ops world.

I am guessing that is sarcasm, if not we haven't been under OP's since the early 90's. I remember going to meetings and explaining to OP's Sq commander just like the video and most of the time they did not want to here my problems of trying safely give him fixed jets. In a Ops Sq we are to be seen and not heard and never say no to a bag wearer, the only thing that helped us out was that our Sq Mx officer was a O-5 who used to the AGS CC when they disbanded his Sq so he knew career wise he was ######ed so he did not care if he made bag wearers mad at him. But on the good side if a jet doesn't fly it is not either mx or ops fault it goes against the whole sq. The way rated officers are trained in the personnel side of business and brought up in the USAF they just are not ready to command over 200 enlisted which before they just commanding a few bag wearing officers.

Lean Logistics, another bad idea from Gen McPeak.

If you were never in mx you might find this funny but that video is so close to the truth especially after explaining everything and they still want 3 jets and don't care the whole squadron is 100% NMC, his supply rant is dead on.

Clothing sales has a huge poster usally displayed with every medal from WW2 to present with proper order of importance.

Took care of a C-21 from Peterson last night that had to RON here at KTIK last night because the ILS equipped runway at Peterson was closed because of the crash. Hate it for the family to have it happen so close to the holidays and to be so young. RIP

So will those stadiums be indoors with air conditioning or will the teams have to play during the day in a outdoor stadium in Qatar in July?

Not up on this acronym "TFI"?

So thats like saying it went down between Laughlin and Minot. If Alaska split into 4 different states it would make Texas the 5th biggest. Does the Wing at Elmendorf practice SAR as a Wing like we did during OSW out of PSAB and Kuwait with all assets participating?

Cut and paste The aircraft's 350 bar (35 MPa or 5,000 psi) hydraulic system is an improvement over the typical 210 bar (21 MPa or 3,000 psi) system found in other commercial aircraft since the 1940s. First used in military aircraft, higher pressure hydraulics reduce the size of pipelines, actuators and other components for overall weight reduction. The 350 bar pressure is generated by eight de-clutchable hydraulic pumps. Pipelines are typically made from titanium and the system features both fuel and air-cooled heat exchangers. The hydraulics system architecture also differs significantly from other airliners. Self-contained electrically powered hydraulic power packs, instead of a secondary hydraulic system, are the backups for the primary systems. This saves weight and reduces maintenance.

Here is a link that you can look up any tail number. https://users.rcn.com/jeremy.k/serialSearch.html

I'm sure some of you have came across this on the net but for those of you who haven't enjoy. I am glad they had more than 2 guys in the flight deck to keep up on the faults the computer was spitting out. I guess the Aussie term "Flat Out" is task saturated. Subject: A bad day on the A-380 ________________________________ 1. From a friend. Lots to things for this crew and their ground support team to think about and work on. Here are just SOME of the problems the QANTAS guys had in Singapore last week aboard QF32, in addition to the engine failure.... * massive fuel leak in the left mid fuel tank (the beast has 11 tanks, including in the horizontal stabiliser on the tail) * massive fuel leak in the left inner fuel tank * a hole on the flap canoe/fairing that you could fit your upper body through. * the aft gallery in the fuel system failed, preventing many fuel transfer functions * fuel jettison had problems due to the previous problem above * bloody great hole in the upper wing surface * partial failure of leading edge slats * partial failure of speed brakes/ground spoilers * shrapnel damage to the flaps * TOTAL loss of all hydraulic fluid in the Green System (beast has 2 x 5,000 PSI systems, Green and Yellow) * manual extension of landing gear * loss of 1 generator and associated systems * loss of brake anti-skid system * unable to shutdown adjacent #1 engine using normal method after landing due to major damage to systems * unable to shutdown adjacent #1 engine using using the fire switch!!!!!!!! Therefore, no fire protection was available for that engine after the explosion in #2 * ECAM warnings about major fuel imbalance because of fuel leaks on left side, that were UNABLE to be fixed with cross-feeding * fuel trapped in Trim Tank (in the tail). Therefore, possible major CofG out-of-balance condition for landing. Yikes! * and much more to come.......... Richard was in the left seat, (FO in the right), SO in the 2nd obs seat (right rear, also with his own Radio Management Panel, so he probably did most of the coordination with the ground), Capt Dave Evans in the 1st obs seat (middle). He is a Check & Training Captain who was training Harry Wubbin to be one also. Harry was in the 3rd obs seat (left rear). All 5 guys were FLAT OUT, especially the FO who would have been processing complicated 'ECAM' messages and procedures that were seemingly never-ending!

There were alot of KC-135E's that were 55 or 56 models but are all retired, Chile now flys 1 or 2 KC-135E's but I believe they are 57 models. I read the Utah ANG guys are the only current E model guys who train the Chileans. The 55th at Offutt had the only AD KC-135E they used as a trainer and trash hauler, don't know if they still have it. Not many TF-33 equipped -135's left around flying.

All 55 and 56 Model KC-135's are retired that is to include J-57 and TF-33 equipped models, their wing is different from the 57 thru 64 models which wouldn't take the CFM56 unless we put whole new wings on them. All in all the planes avionics are more update compared to a KC-10 or E-3 which still use steam guages. What I remember about the A model and what newest block R model it is comparing the Wright flyer to the ME-262. If you saw a 55/56 model it was probably a TF-33 equiped NKC-135 AFMC test bird flying target mission for the YAL-1 747-400 airborne lazer which have been recently retired. The CFM-56' equipped Navy E-6's had a write up in the Tinker base newspaper of having over 20K hours on the wing before they had to remove for mx on the other hand I had some bad luck with my E-3 I was a Crew Chief on , changed seven TF-33's on the same plane in 3 weeks on a OSW deployment.

Any models of RC-135V's before they got reengined and KC-135A's in their early 90's Shamu scheme.

The 55 and 56 models have been all retired, their wings are different from the 57 thru 64 models and would have reqd alot more engineering to take the new CFM56's.

The biggest problem the USN and USMC have with their legacy F-18's ABCD's is they reaching the end of the # of carrier traps they can do.

If you guys go to Incirlik try Pops Leather down in the alley for a headset comfort kit or order them online. https://www.popsleather.com/new_catalog.php3?tp=38&cksess=0617-05e326ecf5041a41b8138b8b28f0df16-13724013674

Back in WW2 acft recognition was taught to nearly everybody, it meant life or death to aircrew coming into a allied airbase on a IFE without radio's to indentify themselves to allied AAA gunners that they were friendly. The most recent incident was the Blackhawk shootdown in northern Iraq by F-15's . The 707/135 ? is that they were both developed from the 367-80 which is now display in Uvar Hazy museum at Dulles IAP. The official USAF designation on a 707 is the C-137B for a 707-153B or C-137C for a 707-300 which E3,E6 and E8's are based on. The 707 wings on the -300 are bigger than the 135's and 137B's wing which the dimensions are indentical. The 367-80 presently has the 707-300 wing installed. There was a proposal by Boeing before the KC-135R to retrofit -135's with the -300 wing. That would have given the -135 20K more gas in the wings. Fuselage dimensions, you can slide a 135 fuselage inside a empty tube 707 fuselage. The fuel, hydraulic,electrical, and landing gear systems on a 707 are different and not compatable with a C-135.

All your arguements about the Oclubs are the same on the enlisted side, the NCO clubs stateside were a place you can have a beer and tell your boss your a A$$&*le while you are buying a round during all girl swimsuit review . Being forced to use clubs for ALS graduations, Pin Ons Etc with crappy service bad food and over priced beer are the norm. Got so bad if you wanted a Senior rated endorser on your EPR you had to be a club member. What made it change to crap. MADD (Mothers against drunk driving)and then the infamous Navy Tailhook party in Vegas just after Desert Storm. With so many drunk driving incidents in the civilian world and most if not all states going to a 21 age limit to drink it cut drastically into the bottom line and attitude at clubs. 18 year old E's no longer allowed to drink and if caught with a beer in their fridge in the dorm was a automatic Art 15 which put all partying off base. Senior E's getting busted walking out the club after 2 beers by a pissed off 18 year old cop having their careers destroyed. Getting the stink eye when at a function at the club you pop the cap on your second bottle of beer. The clubs used to be a place you possibly could get laid with a large portion of the civilian female population allowed to frequent the club, if any of the KC-135A grey beards remember the Galaxy at Mildenhall prior to 9/11. I am the GodFather of alot of kids because of that place. Going back to when I was Tech school at Sheppard 1980, the Airmans club there was one of the biggest buyers of beer in the state of Texas. I guess now it is as exciting as 9pm in Toledo Ohio.

Glad to here no fatalities, curious to here if it is another shaft problem.

Had a knucklehead working with me at Transient Alert who couldn't tell the differance between a T-6 and A-6, he lasted about a week. He spent all his time in the tool crib before he came to us. I always get a kick when shoes think 135's and 707's are the same.