ClearedHot

It was VERY ugly...no fighters period dot...half the active duty guys went to desk jobs for three years...and it showed when retention options came around. Of the original active duty folks, only four stayed past their original commitment, one of those was a Captain in UPT, his commitment took him to 14.

Guys bitch about assignments today so I thought I would post the drop from our class. Like some of the other comments, some in the top of our class did not want fighters...not that it mattered, our class did not have any available for active duty guys. 1. B-1 Ellysworth 2. KC-10 Seymour Johnson 3. F-16 (Guard - Duluth) 4. C-5 Dover 5. C-130 Little Rock 6. F-15C (Guard - New Orleans) 7. C-130 Dyess 8. KC-135 Grand Forks 9. Banked Transport 10. F-15C (Guard - Klamath Falls) 11. Banked Transport 12. Banked Transport 13. Banked Transport 14. Banked Tanker 15. C-141 (Guard DC) 16. Banked Tanker 17. Banked Transport 18. Banked Transport 19. Banked Transport 20. Banked Transport 21. Banked Bomber 22. Banked Transport 23. Banked Transport

So to stir the pot you decided to put your ACLU card away for a few hours... Let me get this straight, by your new definition, legally purchasing weapons is now probable cause to; 1. Send SWAT to your home. 2. Seize your weapons. 3. Force you to undergo a mental evaluation. 4. Keep your weapons even after you are released. Your analogy is a Red Hearing, of course I would expect the authorities to "look at this guy", but in accordance with the law, I would expect an investigation and common sense. If we were to send SWAT to his house and take him away for questions, morons like you would be screaming about his Miranda rights. Let me guess, according to you, the Constitution only applies to terrorists. For the love of god, leave this forum. All you do is throw shit, and despite your posts, I don't think you are a monkey.

#1. What AC/EC/MC-130 can AR at 20k? #2. You COMPLETELY missed the point. I understand the limitations of ATC, the point is don't wait until we ask to coordinate. Huh? How much AR have you done? The POS boom interphone rarely works to the point of comprehension.

NOT always the best solution and sometimes that actually makes it WORSE. Depending on KC-135 versus KC-10, flying slower will increase your angle of attack and thus your bow wave, especially if you are heavy and have the flaps down. Seen it several times on drags to Korea, the KC-10 thought he was helping and younger receivers might think it is better to go slower, but from my experience behind the KC-10 on a long pacific crossing, increasing to 195-200 made a HUGE difference. Remember, Spending that much time on the boom and taking that much gas, our CG is going to shift aft, and I would assume yours is moving forward. The other key is to PLAN on a toboggan with a AC that is going to take a lot of gas. We usually don't ask until we really need it and at that point we don;t have time to wait for coordination.

Your comments are way out of bounds, but in all honesty, his situation does raise the issue of a perceived double standard. Not because of the safety award, but because he was promoted below the zone to Lt Col and is a designated SDE select, less than three years after the crash. Anyone know what happened to the B-1 guys who landed gear up?...or the C-17 guys that landed gear up? I don't know the specifics, but from everything I have ever heard, he is an outstanding dude and perhaps the AF was right to overlook his mistake, but I don't think others who made similar mistakes in recent years have been so lucky.

"Two"

I truly wonder if the community will tear itself apart. I wonder what will happen when large numbers of dudes/dudettes get to the end of their commitment. For folks in the business; Are the claims of high job satisfaction true? What is the divorce rate? What is the DUI rate? What is the retention rate? I am a simple man and it would seem to me the answer is NOT to train more dudes...NOT to create UAV only pilots who lack SA. The answer has to be technology. We need to develop systems that allow one pilot to fly multiple systems and only intervene when completely necessary. We need to develop sensors that don't simply stare at one spot or are limited to a soda-straw view of the battlespace. When we can open our aperture and have one person controlling 4-8-12 RPAs with each RPA have a field of view and field of regard that covers many miles in a single look, then we will have arrived at something we can sustain. Oh...and I am completely in favor of putting GCS' in move favorable places like Fl, Co, Ca, and Hi.

Happy #70 Chuck...That's right, Chuck Norris is 70 freaking years old and could still kick your arse. Chuck Norris Turns 70 -- And He Could Still Break You

MXF next month...

Sure there is, it keeps the pilot safe when the airplane crashes.

You owe me...

"Two"

The "need" for 65 (and sure to increase), orbits will NOT go away. The RPA commitment is here to stay.

Well played sir! My most humble apologies!

M2 Curious what is was like when you carried that in the war?

Private Pyle, I'm gonna give you three seconds--excactly three fucking seconds--to wipe that stupid-looking grin off your face, or I will gouge out your eyeballs and skull-fuck you! One! Two! Three!

The USAF was directed to increase the number of orbits to 40 and will increase the number of orbits AGAIN to 65. Until they meet the need (and I don't think the beast will EVER be happy), there will be no discussion of follow ons.

Anyone know any good Russian beers? I am off to Belgium and Russia in the near future.

Answer here

Family friend is in an exclusive Navy club being one of a few pilots to eject out of a plane, then fly that same plane again a few years later. It's been a few years since he told the story but as I recall he was flying an RA5C Vigilante and was trying to trap on the boat in bad seas. Just before impact he realized the deck was coming up way to fast and that he would not be able to go around so he ejected. The jet crash landed on the boat and he was recovered from the water. They kept the plane in the hangar for the remainder of the cruise and he thought it would be sent to salvage. Two years later he was reporting to a new unit and when he went out to the line to fly a mission, he recognized his tail number for the day as the same one he had ejected out of. The RA5C Vigilante is one big bird by the way;

Some of the better CAS integration papers in recent years have been written by dudes that do CAS while flying left-hand turns. If we could ALL stop measuring dicks (STS), and start working on TTP's the entire community would be much better off.

I would post the link but all of the AFPC info is now .mil only. If you log on to the portal and go to officer promotions and search around a bit you can find statistics on each board for the past 10 years or so. They break down the board into numerous categories and you can see what the percentage is for each. As I recall you can see promo rates by AFSC, PME (broken into Res and Corr), DP or P, BAC+ or MS....etc. If you are coming up on a board PME is a deal-breaker. If you don't have the appropriate PME complete the selection rate is 0%, even with a DP (on some past boards there were exceptions for BPZ folks, but still rare).

Randy "Duke" Cunningham is a highly decorated volunteer who served, want to celebrate him? Mao Zedong served in his country and later killed millions, should we celebrate his service? Adolph Hitler was a highly decorate military veteran, should we celebrate him? While I certainly applaud the military service of John Murtha, it does not give him a pass. If you don't understand the animosity, perhaps you should do a little research; 1. He was an unindicted co-conspirator during ABSCAM, he should have gone to jail given the FBI video. 2. There were numerous ongoing investigations of his actions and close associates. 3. A watchdog group had him among the top 5 most corrupt politicians in DC Link 4. Murtha accused U.S. Marines of warcrimes based on an article in Time Magazine, when Time corrected the story he refused to apologize. You seem willing to celebrate everything but the facts.

Searched to the old thread about the crash, but got an error when I selected it, a result of the recent forum maintenance? Report: Ice buildup caused Heathrow crash landing LONDON – A British accident report has confirmed that a buildup of ice in the fuel lines of a Boeing 777 jet caused its crash landing at London's Heathrow Airport two years ago. U.S. and European regulators moved to impose modifications to the engines of some jets after the British Airways plane fell 330 meters (1,080 feet) short of the airport's runway on Jan. 17, 2008. More than a dozen people were injured. Investigators had suspected that water usually present in aircraft fuel froze up, choking off the engines. That was confirmed in Tuesday's report. British Airways Pilot Avoided Worse Heathrow Crash, Report Says British Airways Pilot Avoided Worse Heathrow Crash, Report Says February 09, 2010, 06:56 AM EST By Sabine Pirone Feb. 9 (Bloomberg) -- A British Airways Plc jet that crash- landed at London’s Heathrow airport with 152 people on board in 2008 avoided a more serious accident after the pilot executed a last-minute maneuver to clear antennas fringing the runway. BA Captain Peter Burkill altered the flap settings to reduce drag when the Boeing Co. 777 was only 240 feet above the ground, the U.K. Air Accidents Investigation Branch said in a report today. That delayed the impact for 50 meters (164 feet) and the plane came down on a grass apron with no fatalities. The Boeing cracked a wing and had its wheels ripped off in the crash on Jan. 17, 2008, after frozen fuel lines stopped its engines from providing sufficient thrust as it neared Heathrow. Had the pilot not adjusted the flaps the 777 would have plowed into a cluster of antennas that communicate with the instrument landing systems of aircraft before touchdown, the AAIB said. “The reduction in flap setting did allow the aircraft to clear the ILS aerial array,” the report said. “The effects of contact with the ILA antenna are unknown but such contact would probably have led to more substantial structural damage.” The 777-200ER plane crash-landed after flying from Beijing through temperatures of minus 73 degrees Celsius that thickened its fuel and reducing the flow, the AAIB concluded. Earlier reports from the investigator instructed 777 pilots to rev their engines before landing to clear any ice, while Boeing told crews to change altitude periodically when flying through very cold air. Rolls-Royce Group Plc, which made the engines, was compelled to redesign fuel-oil heat exchangers for Trent 800 engines in use on 777s worldwide. Unique Circumstances The AAIB said today that the aircraft was unique among 35,000 Rolls-powered flights in experiencing a combination of the lowest fuel flow during cruising and the highest fuel flow on approach for landing with kerosene still at low temperatures. Among new safety recommendations, the AAIB said that Boeing should apply the modified design of landing gear from its more recent 777-200LR model to future planes. The Chicago-based company should also revise the design of fluorescent ceiling lights on its 777s after tubes shattered on landing, the report said. The European Aviation Safety Agency and U.S. Federal Aviation Administration should test the safety of cabin fittings under stress, and the EASA should also mandate a revision to seat-back video screens after nine came loose.