ThreeHoler

We are allowed willy-nilly RNAV substitution in the 10. Edit: fucking iPad autocorrect. Truly the only LIMFAC of this device.

Previously, we used it for worldwide ops, under specific command guidance authorizing their use. However, it is a great SA tool right now, due to FAA/USAF considerations. While I'm not an AIS nerd who can point out all the teeny tiny errors in Jepp plates, I can give my experience using them: the only incorrect plate I've had was a DoD plate and the Jepp plate was right. People will shout things down until they've actually tried them.

Message we got today said there will be a Force Shaping Board for Lts and Capts with 6 or less years total active service. Supposedly there will be AFSC specific targets. Also, HFP/IDP will be pro-rated on a per-day basis once the bill is signed. $7.50/day versus the old $225 a month (still the same amount, but no more quick in-n-outs for a whole month's HFP). No changes to CZTE.

The built-in GPS on the 3G model works great. I have tracked 9+ hour transoceanic missions with it. The Bluetooth solution is not exactly legal right now. If you go into the Settings on the iPad, you can set up triple-home-click to invert (black to white, white to black), but the aviation apps like Jepp and ForeFlight have awesome dimmers built into them that are far more functional than the standard iPad dimmer and work perfect for night plates. Goodreader also has built in dimming capability for reading PDFs. The Jepp app allows your GPS position on the Jepp enroute charts and on the airfield diagrams. It does not allow GPS on approach plates because that technically violates Class I EFB rules. ForeFlight, which is not concerned with being certified as an EFB software package allows GPS reference on all plates into which they have encoded georef information. It also allows GPS on VFR sectional, low IFR, and high IFR charts. The iPad works absolutely fantastic in use on a real-world global transport aircraft. While we had no formal test plan for our implementation, as we were not under FAA jurisdiction, we have demonstrated actual capability for the past 12 months. I am not talking theoreticals.

https://aircrashed.com/cause/cCHI07CA058.shtml Man, those aileron rolls in transport aircraft sure are safe! BRB, combat rolling the KC-10.

https://radio.foxnews.com/toddstarnes/top-stories/air-force-will-not-remove-holiday-display.html Holy shit, someone is finally standing up to Mikey Weinstein. Travis AFB, I salute you.

https://venturebeat.c...nline-stalking/

Here's a question for the masses: Does your opinion of flying a prohibited maneuver in an aircraft change if it is a Lt, Capt, Maj, or a LtCol doing it, i.e. does rank/position of the offender have anything to do with it?

I knew someone would take the bait. Thanks!

BSODs are non-existent. If for some strange reason it does lock up, you just power it down and back up...about 10 seconds for the reboot. The FAA has decided that two iPads in the cockpit provide enough redundancy for a single one rebooting during a critical phase of flight. If the battery dies, you're the dumbass who didn't charge it or spent all your time playing Angry Birds. My iPad lasts a good 10 hours on a single charge while using the embedded GPS to record the entire flight. The product works better than 5-figure Class III EFBs. Jeppesen Mobile FliteDeck is great for world-wide ops and has no additional costs beyond the organization's (USAF) electronic charting subscription. ForeFlight Mobile HD contains all the US and Canadian FLIP, and I expect they will expand their coverage in time, however it is a subscription service ~$150/yr for the geo-referenced US plates (Canadian plates are another $150/yr). You can get updated WX, NOTAMs, and file and "brief" with this program as well if you have 3G data. The RAM Mount (sts) can be configured with a suction (sts) cup (sts) for mounting (sts) on the window, a yoke clamp for mounting (sts) to the yoke, or a glareshield clamp for mounting (sts) to the glareshield. It is quite rugged (sts) and mounts (sts) firmly (sts) in all positions (sts). Supposedly, it even properly mounts (sts) an iPad in an Ottercontainer.

No, he's referencing Goldmember.

Dude, KC-135s can't even do EMCON 2 right stateside. Beyond that, the problem with this "war" is that it is now "every day ops" and for the most part no one gives a shit (reference the whole shitshow of "it's just a 1g maneuver" in the thread about the MC-12 Star Fox). Yes, this is the best way, as long as the tankers have the correct info. That means the tanker needs the correct tail numbers, for two reasons: 1) fuel tracking for $$$ shoe-clerk bean counters; 2) fuel tracking for contaminated fuel (not terribly likely, but it has happened). That said, the order of precedence on my crew is: a) AC or CP read it off the side of the jets on the wing before they come in for gas. a) BO reads the tail number off the receiver. c) If the BO can't read it, he asks for it over interphone. d) Over the radio is the last resort and should rarely be used. Just remember, you can't have it both ways (sts). If you want the tankers to track the fuel, you have to pass tail numbers. If you don't want to pass tail numbers, then you need to make receivers track the fuel.

Most RFID is passive. RFID chips cannot emit without being activated by a scanner as they have no internal power source. You can also design them to have a certain range by designing an appropriate antenna/scanner system.

The more that I think about this, the more I realize that it must have been perfectly safe, as all the pilot had to do was press Z or R twice.

https://www.ram-mount.com/NewProducts/AppleiPadMounts/tabid/2614/Default.aspx

justicecoin.com WTF?

Verbal contract, perhaps? Like I said earlier, I never signed a 10-year ADSC prior to UPT in some sort of glitch, yet since there was an understanding of the commitment, it was no surprise when one showed up years later for the right end date. If the info out there was "6-year commitment" for doing this course. Then the AF is easily able to fix the glitch.

Making up a mail number is a dick move.

I would expect them to fix the glitch. I had no UPT ADSC for the first 5 years post-UPT. It just magically showed up one day.

The sad thing is there is only one viable low cost "EFB" that does everything: the iPad. When commercial pilots are looking to the iPad over their available Class III EFBs...but we all know they'll buy a less capable POS from the lowest bidder owned by a minority chick. In other news, Jeppesen has added a new product to their line of iPad goodness: https://ww1.jeppesen.com/main/corporate/microsites/flitedeck/military/

One thing I saw that really was an unanswered question was the cabin altitude and rate of depressurization. I don't recall seeing it anywhere in the investigation report, yet the AIB somehow concluded that he was conscious the whole time.

Investigations like this make me sad. Especially when things like this occur during the investigation. As the pilot board member, I could never stand for labeling pilot (in)action as causal when there is a potential serious design flaw. I would have had serious closed-door words with the board president, my career be damned.

Ok, then please put into perspective how this intentional deviation from the POH/FM/TO/AFI contributed to mission accomplishment in a positive manner.

You keep talking about "unsafe." is that seriously all you care about when it was previously demonstrated that this type of maneuver is specifically prohibited in the POH? My question to you is simple: how do you even justify an intentional deviation from the POH that in no way can ever be construed as mission essential?

This. Those who have completed AMIC or FSO should understand the losses the USAF has suffered because of squadron culture. There are many previous accidents that are direct results of a culture that accepts FM/TO/POH deviations because they're cool, or a right of passage, etc.