jazzdude

I don't believe In-Res IDE in of itself means a thing-big blue doesn't give a crap about what you learn at whatever IDE program (unless maybe you do a fellowship at the White House/Congress/Pentagon). All big blue cares about is that you were identified as the top 25% of your year group. The AF doesn't consider my masters degree from AFIT as IDE in res because I wasn't identified as a school select when I completed it. If I was a school select, I could have received deliberate development credit for the degree. It's not about learning the information, but about a stratification. In res IDE credit used to be a way to quickly identify that strat, but it sounds like with more programs that give that credit (remember when AFPAK hands were supposed to be the top 10%, get IDE credit, and fast track to promotion...), there's another decoder ring floating around with how to ID that strat.

DD1801 is the military version of the ICAO flight plan; I'd use that if that's the format you like.

IIRC, the AFI referenced applies only to the static callsign list (ex: AF1, RCH, EVAC, etc, i.e. callsigns good pretty much anywhere or for a specific purpose). For locals, it doesn't really matter what callsign you use, so long as there aren't duplicate callsigns flying in the same center at the same time. An LOA with the ARTCC helps deconflict all of the units flying locals within that center. That's what I did when I worked callsigns at UPT-added a bunch of local callsigns through coordination with centers and the other squadrons within the centers, and added a couple cross country callsigns to the static list following AFI guidance. It's a bit of a pain, but much less so than checking in with ATC only to discover a different unit/aircraft shares that callsign and if already on freq.

If it's for locals only, you can do an LOA between the wing, local AF ATC, and the ARTCC. just can't duplicate anything on the master call sign list or being used within the ARTCC already. That also allows you to use abbreviations in your callsign.

It looks like they screwed up the turn and got closer to the ridge than planned. We don't necessarily have the thrust or energy to pop over a ridge if the turn goes bad, so that leaves bank. The jet keeps flying, and if they did overbank, they brought it back pretty quickly. Better to overbank than be a smoking hole in the side of a mountain. Keep positive g and everything stays where it's supposed to on the back. 60 degrees of bank at 300AGL is routine in the -17. I don't see a straight line correlation to the Alaska crash, unless the overbank was intentionally planned/flown and the crew was hotdogging for the camera. Funny how the opinion of this event (OMG overbank Q3 the crew and ground them) is so different than the KC-46 landing halfway down the runway way off centerline (eh just a debrief item, stabilized approach is for dummies).

Altitudes look fine. Does look like they overbanked, but not sure if they misjudged the turn and got spooked by the mountain, or if they caught a gust that pushed them past 60 AOB. No solid horizon to definitely say how far they banked, but it'll show in the MFOQA data, so I guess we'll see if that's really non-punitive data.

Lots of bad assumptions in the article. Not saying a smaller aircraft is bad (remember all those C-27s that flew straight to the boneyard?) Need a widget? One first has to be in the supply system. If the cargo needs dip clearances, doesn't matter how big the plane is. The haz cargo for the ejection seat would've been delayed whether it was on a C-17 or a Piper Cub. Why not throw the part on a travel pod on a fighter if you need fast dedicated lift for a small part? With distributed ops, smaller cargo airlift would be worse than with larger airlift. Don't have to just replace a small widget now, but now full on resupply of a distributed base-ammunition, ordinance, fuel all has to come from somewhere. Lastly, who will fly there smaller aircraft? Last I heard there was already a pilot shortage, so I don't know where you'd find the pilots to fill the seats on smaller airlift. I guess we could bring back liaison pilots, but they'd still need to get somehow in overall end strength numbers, as well as their maintainers and the rest of the personnel footprint that comes with standing up a sq.

If it's so vital to their interests, maybe they should step up and defend their interests... Or press the UN to do something if it's a global interest.

Used to be easy to find on Google... But no luck when I just searched. You can get it from an official source though. I believe if you search for the medical KX site on air Force portal, you can sign up for an account an get to the waiver guide that way. Shoot me a PM with your email and I'll send you the copy I have (Sep 2018)

Used to be easy to find on Google... But no luck when I just searched. You can get it from an official source though. I believe if you search for the medical KX site on air Force portal, you can sign up for an account an get to the waiver guide that way. Shoot me a PM with your email and I'll send you the copy I have (Sep 2018)

The reason is almost positively because if hired, there's a good chance they'll be leaving in 2-4 years...

Because AFE had a nasty habit of stealing/throwing away stuff they think it's not authorized

Hours definitions for airline apps may not match exactly with FAA hours or USAF hours. For example, some airlines want you to include instructor time in with you PIC time, even though it's not "sign for the aircraft" time. Dual received is another weird one for airline apps-no place to really put it as dual. Follow the instructions... If you're just starting your logbook, just recommend annotating when you did it didn't sign for the aircraft.

Yes and no some the FAA has multiple definitions for PIC... Yes in the sense that you are the "sole manipulator of controls." No in the sense of "responsible for the overall safe conduct of the flight." If airlines are the goal, then only A-Code time should be logged as PIC.

Related topic-helmet bags. I remembered as a student many of the IPs having patches seen onto their helmet bags, or had their name/wings embroidered onto the bag. Now it seems that's few and few between. Did that tradition die, or is it just dead in my corner of the AF?

Totally on board with what your saying. I guess what I was trying to say is that the AFE equipment was designed around the flightsuit, and that's the likely limfac for ejection seat aircraft.

At least the latest guidance has the belt being required, not sure if it was different before. Sent from my SM-G960U using Tapatalk

Parachute harness has leg straps, pants aren't going anywhere. Bigger issue in my mind is the belt under a g-suit Sent from my SM-G960U using Tapatalk

I'll add one thing for the near term- if you can spare about $100, go do an intro to flying flight from one of the schools you're looking at. Usually about an hour, just to make sure it's something you really want to do. Or have a buddy take you flying. Either way, just get up in the air. Sent from my SM-G960U using Tapatalk

Look at the issues/concerns the army is working through for their new fitness test that involves strength/lifting events. Edit to add:. I'm not opposed to the push/pull strength training regimen, it's what I do on my own time, and enjoy it. But I know the AF will find a way to screw it up, just like when we had civilian fitness assessors that managed to screw up pushups and situps with bad form.

I can't even get the doctor (if I even get to see a doctor) to take into account family history much less my own medical history. Plus, MDs tend to lean towards medicines/drugs to solve medical issues. DOs have a history of also including things like diet and osteopathic manipulations/stretching in their care, which until recently MDs thought was silly. The lines are blurring between MDs and DOs, but still most issues tend to be resolved with medicines. Hell, it was a battle to get a referral for physical therapy when I needed it. Ask your doctor what they get in terms of time per patient. Not a lot of time, and the clinics all seem to be short staffed. Plus, they already ask in your PHA show much you workout, both strength training and cardio, and tell you if you're meeting the recommended amounts of workouts per week. They can point you to a dietician, or back to the HAWC. Or you could get a weird flight doc who is convinced all your ills are due to diet, and that you absolutely need to follow the Paleo diet only to fix your issues. Sent from my SM-G960U using Tapatalk

I don't think putting fitness tests under the need group really makes sense. I don't go to the doctor to get advice on how to lift or improve aerobic fitness-if I want that guidance, I'd go to a personal trainer. Remember, the flight doc is the one who will try to solve all problems with 800mg of Motrin, if you even get to see a doctor and not a NP or PA. I can see BMI assessment moving to the med group though. The real question is what is it fitness test really measuring? My job invoices going from one chair (office) to another chair that moves a little faster (the jet) and sitting their for extended periods of time. Doing squats and deadlifts have about about as much functional relevance to my job as the current test. If I were King for a day? Pushups, situps, run. 33%/33%/34%. BMI can be left to the PHA. Simple test, no need for special equipment, can be practiced pretty much anywhere. Maybe have a few options for the aerobic portion like the Navy has (run/bike/swim). Battlefield airmen keep their functional tests as AFSC specific events. Sent from my SM-G960U using Tapatalk

The "squadron posters" style has been around for a while (nearly a century...), But squadron posters made it cool again for military aviation Sent from my SM-G960U using Tapatalk

If only there could be access to cheap to rent aircraft available for military members who want to learn to fly, and maybe even their dependents. Maybe some sort of club of flying? Probably just crazy talk. Sent from my SM-G960U using Tapatalk

Disagree. Knowing how the (spatial orientation, etc) questions are asked and how to answer them will only improve your score and reduce the stress of testing. Sent from my SM-G960U using Tapatalk