Hueypilot

I checked again and the prices are the same. The deductibles vary based on the number of people on the plan so I apologize if my graphic doesn't show that, but if you have 2 or more on the Bronze 6200, the deductible listed is $12,400 with a max out of pocket of $12,700. Here's the page right off the web: Note: I ran this for a couple, both aged 60. Max income for subsidies is a little over $60,000.

I pulled those off the Blue Cross Arkansas website the other day. It asks if you want to apply for a subsidy which walks you through the exchange process, but I pulled up the non-subsidized plan prices and that's what they gave me.

I posted this on another thread, but here are the premiums for the Blue Cross plans in Arkansas in black and white. There are two other insurance companies operating on the exchange in AR and while their prices will likely differ, they'll be in the same ballpark. I put down the benefits of each plan, and included a non-Obamacare plan still being offered by Blue Cross as well (it's not eligible for subsidies and you will still have to pay the fine since its not an approved plan). That can give you an idea of the differences both in benefits and costs of the exchange plans versus a non-exchange plan. And I'll state this too because it was already asked by someone else: the non-exchange plan does not exclude people for pre-existing illnesses. If you take the premium of the non-exchange plan and compare it with the nearest exchange rival (the Gold 500 plan) the increase in premium is what most people will see to keep the same level of coverage. I do understand that while similar, the plans have differences (the non-exchange plan has a $1 mil cap and requires copays for preventative care, while the exchange plan requires higher annual out of pocket expenses), they probably wash out in the end. Also I included income caps for subsidies for the number of people in the household. As you notice, it's not much. Now imagine being the 60 year old guy making $50,000 a year...he's gonna pay out his a$$!

These figures were compiled using Blue Cross premium prices in Arkansas, comparing Obamacare-approved plans with a non-Obamacare plan that is still available to buy (but those buying that policy will still be fined). Shows you how it will impact people who aren't low-income or poor, and how it will impact older people who make decent livings but aren't rich. You can't avoid the math, folks. Anything the government charges you over and above the non-Obamacare plan premium is a tax to pay for the subsidized plans.

If the A-10 had a FE onboard this wouldn't ever happen. FWIW, I'm a MAF evaluator and I despise EPs that Q-3 dudes for idiotic queep. If they pass the "would I let him fly my family around" test, they'll typically pass, along with any Q- debrief items.

Just what will the FE do besides remind pilots they are exercising bad judgement? I get the idea of more eyes on the flight deck, but aside from being simply an ACM, what's the FE gonna do on a sortie-to-sortie basis?

I would imagine most ejection-seat aircraft would want to stick with the one-piece pajamas for egress reasons...with that said, I'd support them having their traditional flight suits for practicality, and us using the two piece, along with the shoes wearing the multicam non-flyers outfit. The Navy and Marines should do the same with the MARPAT (but take the globe and anchor out for the squids). Navy/Marines and Army/Air Force...that's about as "distinct" as you need to get.

They are expensive, but that's more due to the fact that the Army does not have any proprietary control over the pattern and it must be manufacturered by a commercial vendor. This new action allows the Army a license to the pattern so they can bid out to multiple vendors for a much lower price. My bets is the new OCPs will likely get vastly cheaper, but then again even a set of BDUs set you back $75...I'd imagine a mass-produced OCP will cost around $100 or so. I really hope the USAF follows suit and ditches the ABU. It looks horrible, and blends in with nothing. The tiger stripes serve no useful purpose, and the uniform's functionality is questionable at best...after all we still need a "combat-approved uniform" to replace the Airman Battle Uniform when actually going to battle...that in itself should say enough...

"Before service in Afghanistan Lauren Kay Johnson, a lieutenant in the U.S. Air Force, said she was a fun-loving woman who would organize potluck and karaoke nights for friends. But when she returned from her nine month-deployment in March 2010, the Seattle native struggled to get to grips with civilian life as the memories of war haunted her." https://www.dailymail.co.uk/femail/article-2443741/Female-officer-service-Afghanistan-took-emotional-toll.html Synopsis: PA officer deployed to Afghanistan for 9 month...apparently her only deployment of her career. Now she says she has a hard time coping with her experiences, which included limited Internet service, bad food, and the threat of possible attacks. She stated sometimes she can talk about it, but often she can't. As someone who's been deployed to Iraq or Afghanistan for a total of more than 29 months (to include 12 months as an advisor) and been shot at, this comes across to me as a joke.

I read they they (the NPS) tried to close Mount Vernon...which despite being a national historic landmark and supported in part by the National Park system, is actually owned and operatrd by a non-profit historical group. After the NPS barriers went up, there was an argument between park police and the Mt Vernon group and they took the barriers down...but then the NPS closed the parking lots. Apparently to parking lots are co-owned by Mt Vernon and the NPS. UFB...a parking lot! "Former Speaker of the House Newt Gingrich tweeted pictures showing NPS barricades closing off the bus turn-around near Mount Vernon, even though that site is privately owned and funded and is open during the shutdown. Blogger Stephen Gutowski of College Politico tweeted that Mount Vernon officials confirmed that the NPS shut down their parking lots Tuesday morning which are co-owned by Mount Vernon and the NPS. The NPS eventually reopened those lots after complaints from Mount Vernon officials." https://c.washingtontimes.com/neighborhood/between-errands-april-thompson/2013/oct/3/shutdown-dramatics-pull-private-managers-public-la/

Threeholer you are correct. Privilege used to be granted by the IO when they felt it was necessary to extend privilege to get the whole story. Now they are saying to grant privilege when the Board President authorizes it or if someone requests it...and even then I believe the BP can deny the privilege.

AMC is the new SAC when it comes to throwing crews under the bus. FWIW I did a Class A ISB while at OAKN for an ACC asset. Luckily no one died or got seriously hurt but the aircraft was destroyed. I saw zero talk of "so, what did the crew screw up? The leadership wants to know" with that one or the other Class Bs I ran. But I got asked that during the three AMC mishaps...there was definitely a different tone.

When it comes to AMC, I'm just not sure. When I was Chief of Flight Safety at OAKN a while back there were a few instances of AMC assets being involved in incidents. I was gathering the information to pass to the SIB when AMC/SE was asking me questions (including info that was privileged) because they seemed more interested in hanging the crews than appointing a SIB. Other MAJCOMs in general did not act that way...I'd notify their respective command safety staff and within 48 hours a SIB was appointed, we'd do a handover within a few days and I'd spend the rest of my time assisting the SIB. AMC on the other hand seemed to have a different way of doing things...in the case of one mishap it took them nearly two weeks to appoint a SIB but in the days up to that, AMC/SE would call down daily asking if there was any sign the crew screwed up...it was as if investigating the mishap was secondary to hanging someone first... Now that was my own personal experience, but I was left with a bad impression of their "safety" culture at Scott AFB.

"...many Marines with idle time could have been assigned to guard duty. Instead, some of them took online college classes and others worked out in the gym twice a day." Hmmm. So there's a war going on over there? I thought deployments were for catching up on my PME, getting a tan and getting in shape...

Check with your base education office too. Some offer FAA testing for free (LRF does). Although now you'll have to wait till they turn the government back on.

Standard ops. Ignore AFI 91-204 but you better have on the right color of f#cking socks. How can we trust you to be leaders if you can't follow small, insignificant rules? By the way, look the other way while we blow off an entire section of an AFI designed to protect the integrity of the safety investigation process.

I think he means go FOIA the videos. Lots of things happen in a short span during emergencies. No one can predict how it'll play out which is why the -1 and the Vol 3 pubs give us the flex to deviate from established procedure in the interest of flight safety. Unfortunately these days, I see leadership that chooses to view a mishap in a sterile vacuum at ground speed zero, and they expect 100% compliance of all regs/procedures even if things happened quickly and it was life or death. Truth is many of them would have done the same as you did, or worse. The fact that you and the others on that airplane are alive today should make you feel good, regardless how the USAF treated you.

AFSAS # is 482994.

I know of one. He was a Army Guard helo pilot that also flew for a regional. I knew him from my Army Guard days because he was a RLO in my aviation battalion. I saw him as I was graduating from Laughlin...apparently an AFRC unit picked him up and sent him to FWQ. I heard later that he washed out of the program....but from what I knew of him from my Army days he was sort of an idiot, which is probably why the ARNG let him go (we were always fat on WOs and short on RLOs). Bottom line: having some experience won't help much if you're a retard.

Here's a tip: don't be a d!ck on the flight deck. I've been instructing for a long time at the FTU and rarely ever yelled at students...and the times I did, I was yelling for them to let go of the flight controls because they were trying to kill me. I've seen lots of great instructors who take the time to explain to their studs what's going on and why they are doing what they are doing. And I've seen some real a$$holes who think it's cool to yell at the kids and make them auger in (grade-wise) on a ride...I don't get it. You're an INSTRUCTOR pilot. Even as an evaluator, I just sit there, be a good copilot, and if they are starting to go off the ranch I'll ask the dreaded "so, what should we be doing now" phrase. But I don't yell at people unless there's a very good reason to. Oh, and FWIW, dudes who don't yell at their studs later in life weren't necessarily "weak in UPT". Nice argument, though (sarcasm alert). Break, break... And for the OP...I generally agree that UPT will teach you what you need to know. Plenty of zero-timers have walked through the doors and graduated with their wings just fine. That being said, I arrived at UPT having already been a rated pilot (Army helo pilot), and I knew how to fly on instruments. It was still a lot of work (lots of local area procedures, etc), but while I was focusing on the details, my fellow classmates were still trying to figure out how to fly basic instrument procedures (ie, climbing turns on instruments, etc). I already had that stuff down pat, and I cruised through the instrument portion. Each person's mileage may vary -there were regional airline FOs at UPT that struggled with every aspect of the program- but IF you have the money, it probably wouldn't hurt to practice doing some basic instrument flying. I don't mean flying an ILS or a STAR, but I mean learning how to fly straight and level, doing climbs, descents, turns and eventually climbing turns on instruments. Having some of that experience in your back pocket might not seal the DG (Distinguished Graduate) award for you, but it might make life just slightly easier for you and increase your confidence flying IFR. I'll add that if you do decide to get some IMC flying experience, find a CFI that's been an ex-airline guy or ex-military...they tend to be more regimented which is what you need to prepare you for military flying.

Not just a J thing...none of the free turbine designs require NTS because in those engines, the prop is not directly connected to the compressor and turbine shaft. You can freely spin a prop on the AE2100, PT6 and other engines and the only thing turning inside the motor is the power turbine wheel.

The part about increasing RPM is true on legacy Herks with the direct-drive T56 turboshaft, but not on the free-turbine AE2100s. You can go to feather on those engines without it affecting the engine much but it won't help slow the airplane because the feather position DECREASES drag. Going to reverse in either engine type is a no-no because it will result in the engine bogging down and flaming out (imagine trying to start uphill in a manual xmission car in fifth gear...). A number of years ago, an American Eagle crew tried to put both engines of their Saab 340 in beta (reverse) while airborne to lose altitude due to being too high on descent into Baton Rouge LA. Both motors flamed out and they dead-sticked it into New Roads, LA. Turbofans can go into reverse while airborne because all they are doing is redirecting the thrust of their engine...the turbine core doesn't really know the difference. But since the prop is geared to the turbine, it bogs down and the rest of the motor follows quickly. The direct-drive turboprops will bog down easier and faster than the free turbine designs.

They'll have to work those issues through the FMS process. I'd like to say I'm surprised they can't get database updates but I'm not given how contracts are written these days.

The schoolhouse isn't backed up, and the Guard hasn't taken over yet...it's still being done by the RegAF and AFRC. ANG starts running the show 1 October. The wait for class dates has more to do with three units (MT, CT and OH) having to suddenly push a bunch of dudes through a program with a finite number of slots.