HerkFE

You are absolutely right. Rule breaking is not protected by EEO but it's all about perception and spineless CC's these days. It is easier for a CC to make a blanket policy and avoid the fight. This punk would start talking to his bud's and the sh!thouse lawyers would have him convinced that this person was just calling him out because he was a racist. He would go to EEO, and they would back his ass up, big hearing ensues and nothing happens but it was still an @ss pain for all involved. Simple solution...everyone wears diapers, no fight, no ass pain.

This is exactly why we have to wear PT crap in the AOR....because douchbags like this can't dress like an adult. CC's these days haven't got the balls to call someone out for being a retard because they know that they'll have EEO on their ass. The PC thing to do is to make blanket policies so as to not appear like they are picking on certain people. One person sh!ts their pants, everyone wears diapers.

UFB!

When I was over there last (Summer '05) we were getting five rooms per crew with six people on the crew so the two lowest ranking on the crew had to shack up. Is that still the case?

What's the latest on the billeting situation at the Deid? Some of my bros are heading over in a couple weeks...

regularjoe, Thanks for that info. I'm sure this thing is very well designed and thought out but I don't think I would want to fly this thing. Just sounds like too many areas for failure to me. Maybe when the "C" model comes out. Wildo67, Thanks. When I originally replied to regularjoe I couldn't see your response. Not sure how that happened (how it was not there, then was there when I came back). The ICDS was the widget I was looking to hear about. My previously unindoctrinated mind could only invision loosing one engine and having no choice but to spiral to your death.

That's what I thought. So my question is...What happens when the rotor system fails in the down position? I assume there is some type of backup system to get the rotors up. Also, what about single engine ops? Just thinking about counter-torque problems or should I say the lack of counter-torque. I'm sure this has all been thought of, I'm just curious about how it works. And yes, I do sit around and think about stuff like this. I haven't lost any sleep over it, just curious.

I am sitting in a hotel room watching History Channel and they are talking about the V-22. I have always had a couple questions about the Osprey that I haven't been able to get answers to. First of all, does it have to land with the rotors up? The times I have asked this question I always get the answer that it can land like a conventional fixed wing aircraft. It sure doesn't look like it can to me. I'll wait for an answer to that question to ask my other questions. Thanks.

F that Stiffler. I thought you were spot on.

2 I can't stand sitting around waiting to get on a plane listening to all the dumbshits who don't know a 172 from the space shuttle and their quippy little comments.

THe latest I heard was that there were no worries for at least two years. That came from one of the guys I work with who just left Dobbins and still has frequent contact with the guys at the 700 club.

These are not the ones you are looking for but funny just the same.

Back on topic. Back in summer '05 at the Deid and I'll try to make a long story short. One of our pilots, a Major, walks by shoe clerk 1st Sgt standing smartly at parade rest outside the place where you get your beer. 1 sgt.: "Excuse me sir, where's your hat." Maj: "It's in my chair right over there." 1sgt: "Well this is a hat area." Maj: "I'm sorry I thought it was a 'No Hat' area" Major proceeds to get his beer, Major finishes his beer, Major puts on his hat and proceeds to buy another beer. Major walks past shoe 1 sgt, Major buys beer, Major walks out and past shoe again. Major walks about ten feet past shoe and does a 180 and approaches shoe. Major: "Excuse me shirt, you said this was a hat area?" 1 sgt: "Yes sir?" Major: "Well the last time I checked, a 'Hat' area is also a 'Salute' area." 1 sgt: "Sir, you are absolutely right (as he comes to attention and renders his salute)"

As of a few months ago you could get the original Bellevilles at the clothing store on base. Belleville changed the formula a year or so ago and started putting the running shoe style sole on the boot which, IMHO, totally F'd up the boot. Just recently I found the original boot with the tri-layer sole at clothing sales. I hated to spend the money but I bought a pair since, to me, it is one of the most comfortable boots I've worn. The lady working there said that the black boots will be obsolete or extremely hard to find in the near future. I may go back and buy another pair with that in mind.

2 For what my 2 cents are worth....I have always heard that the Blue Angels were so much better. I am 37 yrs old, coming up on twenty years this summer, spent almost six years in the canoe club before joining big blue and saw the Angels for my first time this past summer. I've seen the Thunderbirds on numerous occasions. I stood out in the sweltering heat of the Tinker flightline all day, roasting ass back in June/July just to see the mythical Blue Angels. Let's just say that I wasn't anymore impressed than I was seeing the Thunderbirds. I think the Ford/Chevy analogy sums it up.

Back before the PT gear got issued and the rule was something like "solid color,conservatve civilian shorts and t-shirt...blah, blah" (in the AOR). The word around the Died was that you couldn't have pockets on the side of your shorts or something like that (no cargo shorts). One of the flyers from one of the other 130 deployed with us (not sure if he was a P or Nav) wore his cargo shorts all the time. He also carried a copy of the reg with him at all times and the reg said nothing about pockets. He said it made his day to ask the Nazi "where is that written". When they would start quoting regs he would say "Oh, really (as he pulled the reg out of his pocket). That's not what it says at all.." As stated before, most of these a-holes are just going on what some other a-hole has told them.

Awesome!

Thanks for the replies. I guess I should have elaborated on why I may be making this move. I am trying to transfer to OKC with the FAA. The job that I would be taking with the FAA will have me on the road about 2 out of 3 weeks. For this reason, I think commuting (800 miles) to my unit or even to Dallas (~200 miles) is going to suck more than I am willing to accept. I am coming up on twenty years this June and I could just get out but I don't want to as long as I can keep flying. I am sick that the OKC Guard lost the Herks. I have flown with those guys several times during my trips to the FAA Academy and what a great bunch they are. So basically it looks like it's the E-3 as an FE or retirement. I have accepted the fact that the flying can never be as great as the Herk but I would rather fly on anything than work on anything.

Looking to get in touch with some AWAC folks. I may be relocating with my civilian job and would like to talk to someone about opportunities in the Reserve unit at Tinker. If there are any AWAC folks on here PM me. Thanks.

You are absolutely right. Shortly after we got de-activated and all the plans were being thrown around to get volunteers to step up for desert rotations our OG asked who would volunteer for this "Plan A"? After the meeting let out I just so happened to be walking down the sidewalk with said OG. Your line is almost a direct quote of my conversation with the OG. My stand is that I would love to go back over for the flying but it will take a presidential order before you'll see my @ss over there again as long as this kind of crap is going on.

I know for a fact that the Reserve squadron at OKC does both military and FAA flight checks. They sometimes even fly mixed crews. I am pretty sure that the AFFSA at OKC also picks up some FAA missions.

The "A/C" is a GS-14, the Co is a GS-13, and the mission specialist is a GS-13. Oh, plus 5% flight pay differential and you typically spend Monday-Thursday or Tuesday-Friday on the road two weeks in a row then spend one week in the office before going back out on the road.

That's what I do. I would never be able to find them any other way.

I know the process for AD is different than for the Guard/Reserves but for me (a Reservist) the hardest part of becoming an FE was the medical process. Not that I had medical problems but the medical "administrative" process was the most frustrating thing I've ever experienced in my 20 yrs in the military. I was one of the fortunate ones in that mine only took about nine months. We have a new FE in my squadron and it took 18 months to get his Class III approved. Hang in there, it is worth the pain.

Sorry to hijack but since the Wingman was brought up I've got to post this: The_Wingmans_Handbook.pdf