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I hope you're like 8 margaritas deep...

A plan which consists of not being able to do it no matter how hard they plan or throw money at the problem. This is sort of like saying, "a plan to transition capabilities of the F-15 over to the Cessna 172". Yep, all we have to do is come up with a plan on how to hang that radar and those AMRAAMs on the Cessna, here, and we'll have it all sorted out.

I'm very interested to know too. In reference to the description of containment as a tactic; when it comes to TTPs, the mission of CFR is fairly simple: utilize suppression assets to either 1. Provide for an egress path out of the aircraft for survivors, or 2. Provide a rescue path for FFs to go in and extract those who aren't able to perform item #1. To that regard, actually putting the whole fire out is secondary to rescue; a close second, mind you, but secondary. Of course, this does have to do with larger aircraft and a fire involvement to a degree where spending precious resources fighting the actual fire, will take away from the 2 items I mentioned above. CFR trucks pump at a rate where their onboard supply is depleted in about 1-2 minutes, depending on gallonage and flow rate, and it takes time for the nurse tenders to get setup to replenish the primary CFR vehicles. That's why you see the tactics exercised in the way they are where it appears that its "only" containment. That said, every CFR department trains in what tactics to use for different sized airframes, and every CFR department knows that flexibility is key (or should know). Every accident is responded to with haste consistent with safe arrival of the assets to the scene (more than one of these high-CG CFR trucks has suffered an accidental rollover during a hasty response to an aircraft emergency). BL is, a judgement call will always be made as to whether any post-crash fire can hit fast and put out with the supplies available prior to replenishment, or whether the above described tactics of supporting rescue first, and full suppression secondary, is more appropriate. At an airshow, you can have "backup" or secondary trucks at the station, where the crews are lounging or watching the show or whatnot. However, those would be the structural trucks/crews, as well as the crash trucks which are designated as second-due to a call. That's no issue, and no problem; no different than day to day ops. However, there must still be a first due, and in this case of non-standard flying operations and most especially an airshow, that first due.......at least a rescue truck, and one or two crash trucks........should be posted up somewhere near show center, close enough to have an immediate response, yet not so close as to impede views of the crowd (this is fairly easy to do). While those crews don't necessarily need to be in full ready gear in its entirety, they need to at least be partially bunkered out, to the point where they can easily complete it enroute to the scene and be able to deploy at the ready once handline or rescue operations begin, depending on which unit they're assigned to. The FAA standard (accepted standard) for CFR response on any airport where CFR is required (not required at all civil fields, only fields with scheduled or unscheduled air carrier service meeting certain pax numbers), is within 3 minutes, the first vehicle capable of fire suppression operations must be able to reach the midpoint of the furthest runway from the station. Hence why at larger airports, there are multiple stations. Within 4 minutes, supporting or second-due CFR vehicles are required to be arriving at the same point. Why the response took as long as it did at SUU, I don't have that information yet. In that regard, my concern with this one isn't the tactical planning or ops on scene, it's the strategic planning or apparent lack thereof.

Really...really?? Who's making a strawman argument now? Quote me where I said "any mission outside CONUS couldn't possibly protect America". I said it's more important to protect our own country than to protect other countries. I know exactly what I wrote. Please read and actually understand what I wrote before making incorrect assertions. Sent from my iPhone using Tapatalk

They are the ones that know all the rules of ceremonies and functions (flags, who sits where ect.). They can be pretty useful for those of us who don't have the time to look that shit up while planning said event in addition to all our other duties.

I think the guy Sean Connery murdered in Hunt for Red October was the protocol officer.

TIB may be a total waste, but what the hell does a "Protocol Officer" do? My OTS commander was one and when he tried to explain the importance of his job to the flight, I smirked. He hated me the rest of the time I was there.

More tinfoil. It's reflective!

Spoiler alert: You are ALL snackos.

It's been covered before, but there is a big difference between TIB and the Air Force band. The Air Force band exists because military bands have existed for thousands of years and are necessary for ceremonial purposes and formal functions. They are all excellent musicians and do a great job IMHO. TIB on the other hand is a cluster of counter-productive jazz-handing sissies that contribute nothing to our service. Posted from the NEW Baseops.net App!

I think my record for logging non-flight flight time is 7 hours 17 minutes to fly from Tampa to Miami. Brake release to brake parked.

If you want to get technical about it, you could note the time you started and the time you shut down and log that in your own personal logbook. I know that would add, at least, an extra .6 per sortie for me. Most GA aircraft log this way, and most airlines log break release (at push, or just prior...)/beacon on/etc..., to engine shutdown. You bet your ass your civilian counterparts are logging everything on the hobbs meter, which if I remember correctly, runs off oil pressure as soon as the engine is started. I've always logged block time in the airlines, which means from brake release to engine shutdown. So that 1 hour wait to takeoff at LGA...logged. You do not have to present the FAA with your AF flight records as long as you have kept your own logbook. I would say you are well within your rights to log in this manor. You're just putting yourself on par with everyone outside of the military as far as time toward a certificate or rating. Different story when applying to airlines, do exactly what they say.

Background - prior T-6 FAIP at Columbus AFB. UPT isn't new. You aren't needed for anything, because the system is designed to accommodate terrible SROs. I'm going to disagree with a few people here, but some of this is more AF-general advice (for a low level superior) than UPT specific. Leave and special events - It's not your job to approve/disapprove leave, it's the Flight/CC's. If they don't make the policy clear in the first week (most will), you can ask for the overall policy and relay to the class. You won't get in trouble for asking if you do it with the required respect, so always ask. Good deals don't often go to those who don't ask. Think of yourself as a union rep, at best. It's always your job to advocate for your class, and never to limit them. The IPs will be more than happy to take care of the dream crushing. Make sure you are the one asking though. As union rep, it should all be funneled through you. SNACKO - The squadron should have an actual SNACKO, your class will be the slave labor. Do what you're told. Not much to say about this, really. EPQs, GK, Stand-up - The program is run by the USEM. Don't cheat. That's the standard disclaimer. There is a history of cheating, but the tolerance for such activities is unpredictable. Make study guides, or if you have someone in the flight who is a study-holic, see if they will make them. Arrange for study groups, practice sessions, etc. The weak students won't always seek help (shame), and some will not like being singled out, so create group opportunities that your class can take advantage of (union rep). Don't force anyone. UPT is an individual challenge in a group setting. Here's the most important thing you can do as SRO - Make sure everyone is where they need to be on time. Most of the time you can't have people showing early or staying late for crew rest reasons (you'll be taught all of this), so you have to be vigilant. Tardiness is an easy kill, so stomp it out. If your class is always lined up in the flight room when the door is kicked, with the correct uniform, patches, briefing built, and chores completed, you'll be in great shape. Oh, and a good offering won't hurt. Not sure if it's the same everywhere, but at CBM the studs would normally build a pyramid of import beers at the back of the room on day 1. It's also a great first AF lesson in identifying the "not-required" things you should do anyways.

Political officer, or zampolit. edit: Sarcasm detector failed ops check. Parts on order, ETIC TBD.

I'm not exactly sure what a protocol officer does, but I assume he determines things like if eggs should be cracked on the big end or little end.

I was able to help an NCO of mine get an EFMP assignment. The initial paperwork process took a little while to complete. But once it was approved, the actual PCS happened very quickly. Best of luck, and I hope your father's condition improves.

The Air Force can have as many extra-curricular bands as it wants. As long as these band members only contribute after a minimum of 40 hours of work per week. Also, they must be member funded.

So you're telling me I should invest in anti-laser cream now...before the rush?

18 months sure would have been nice... Posted from the NEW Baseops.net App!

I don't think anyone is saying that at all. What I read is that none of that force projection, $$$, deployments, defending other countries, meddling in X places overseas; makes less sense when we stupidly leave our own front door wide open to our country here. All because we don't have the political will to secure it, apart from the political lip service telling us it's "more secure than ever". This country does need a serious look at its domestic as well as foreign policies, and where to modify and shift some of the same.

Clark Griswold.... Oh boy, how to put this. Your posts remind me of the crazy emails my relatives spam my inbox with about how Hillary Clinton is overturning the 2nd Amendment and how Obama is a Muslim Kenyan etc.

During low level nav training, My A-10 IP: Are we invading Mexico? Me: No. Why? IP: You just flew across the border.

Col (ret) James Kasler has passed away. Three-time Air Force Cross awardee who started out as a B-29 enlisted gunner, F-86 fighter pilot in Korea (and ace), F-105 pilot in Vietnam, and POW in North Vietnam also was awarded 2 Silver Stars, 9 DFCs, 2 BSMs, 2 PHs, and 11 Air Medals. Wow!

The Founding Fathers are drinking bourbon and mocking us...how far we have fallen.