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You guys obviously don't realize how well the 89th prepares you for an air war!

The Allied Air Component Commander is Lt Gen Jodice who flew F-111s and F-15Es. Who was the MAF guy?

I still don't understand why we can't just assign gas to the receiver's EOG or EFS and be done with it. Every fighter in the desert is based at 1 of 2 places. The Navy planes all fly off the same damn boat. Looking up a tail number will just bring up the fighter's stateside squadron; they don't pay for the gas anyway, right? -135 guys can go ahead and use the totalizer; in the long run the ±500 lbs will average out just fine. KC-10 guys know the offload to ±100 lbs.

Did she also happen to be a Gp/Wg exec? Just curious... Otherwise, we fly nearly every local as a formation and try to make it a large-cell, MX permitting. We feel like we're pretty proficient, and if somebody is unable on an actual mission, that's a fail.

Most handy with foreign guys. Assuming that we bill them - how does that even work? Do they get cheaper Treasury Bills in return? I vote no, it would be an uncontrolled emitter broadcasting tail numbers. KC-10 booms generally relay the offload in the desert. The checklist says the AC is supposed to, but that just adds another guy comm-jamming, so most don't really do it that way. It's just quicker for the boom to transmit the offload when receiver is cleared off.

Alright, enough of the back-and-forth; here are my questions: Can Daddy Mac tell us why we have to do things this way? What can we do to streamline this shit in the near-term? How do these fuel bills get paid? Why do we have to get a tail number for each receiver instead of just their EOG/EFS? Right now it looks like we bill gas to the fighter's home unit instead of the deployed one - that doesn't make any sense at all. Do units turn bills away because the tail number and ARCT doesn't match their records?

Holy shit, here we go again about tail numbers. Like joe1234 said, I've never seen this much antagonizing in Afghanistan. Almost everyone passes the number with no problems, the Navy guys pass it when they check in 50nm out. If a Hog doesn't pass it because he's only on the boom for 2m and he's busy talking on the radio, the boom knows where to look. If the number isn't in the system, assign the gas to somebody else in the same Sq. I haven't heard any 79000069 numbers yet, but that's probably because all of Rainman's disciples have retired by now. Sorry dude, that's just not equivalent. Besides, AWACS doesn't know where anybody is anyway. Ask the tanker what killbox he's in and fly there. If he doesn't know, he's wrong.

Well now's your last chance to go out and barrel roll that -10 before your OGV posts the FCIF. It's been posted on the West side... OK, so the million dollar question is: how did they get caught?

That King Air must have some shitty wiring. DO NOT TURN UPSIDE DOWN

Are they being booted from the MC-12 or totally from flying? Is there a reg that says "no barrel rolls"?

I bet all the required boxes were checked and paperwork signed. We as a service are so focused on satisfying the bureaucratic hoops that we can't see the big picture.

Sometimes I forget what the internet looked like before Adblock.

Flowers was the guy who helped son get through OTS. The father e-mailed the colonel again two days later — this time copying Brig. Gen. Alfred Flowers, the commander of Air Force Officer Accession and Training Schools — to voice his concern that “some junior officers may be driving this train down a track that is irreversible.” “Isn’t the goal to try and graduate these kids?” Poulin wrote, later saying “a bit of leadership could have allowed for glide slope adjustments on the scene.”The colonel wrote Flowers that he was “feeling some pretty serious undue command influence.” Two weeks after being pulled from school, Poulin was back in OTS. Flowers had ordered him reinstated. Poulin graduated from OTS and received his commission in the fall of 2007. When questioned about his decision, Flowers told investigators the documentation — including discrepancies in scoring sheets — didn’t support Poulin’s dismissal, and he believed the OTS leaders acted subjectively. Flowers was steadfast that he was not pressured by Maj. Gen. Poulin to reinstate his son. The OTS leaders, according to testimony from the OTS commander, brought all the paperwork they could find, and “the documentation, as extensive as it is, wasn’t perfect. It rarely is.” “But the bottom line was,” the OTS commander said, “we’re paid to make these subjective decisions on who should be commissioned officers.” Otherwise, one of my fellow OTs got lit up by Flowers one day after walking by without saluting. We got some good laughs out of that one for a while.

Saw the news yesterday, terrible. Looking at the replay, Edwards was lucky he didn't get hurt worse; he caught the front of Marco's bike right on the chin. I've still got the race on DVR but haven't watched it yet; don't know if I will. What a shitty week in motorsports.

IMHO, if a small group of SOF guys really want to (and are able to) go somewhere and turn some really evil dudes into a pile of chum, go for it. Even if we get nothing in return but a trophy for the case. As long as it's not Leeroy Jenkins style, why not? Just call it training; instead of going to the range we can practice on actual assholes. We waste a lot more money on dumber shit than this!

Really sad to see this. He seemed like a really good dude and had 2 kids.

Could an AT-6 take off from one of those LHD ships? Prolly not but I wish somebody would try.

OK, here's something I've never really understood - why do airplanes and their parts cost so much? A brand new 172 costs $274,900. That's the base price for the cheaper model. For a design that hasn't really changed in 50 years and is partially built in Chihuahua, Mexico. The models go up exponentially from there, a Cessna 350, which looks like a fun 2-seat, low-wing plane to fly (despite not being able to go upside down) is $558,200. And then you need to rebuild the engine every 2000 hours for $20,000? The base 172 engine produces 160hp at 2xxx rpm, which is a dramatic 15hp increase over what it produced in 1958. Doesn't sound like the reliability or power has increased much at all. What gives? Is it solely down to economies of scale?

This is what I pictured after reading that:

Well there you go.

Dislike. This thread is awesome.

And why we're at it why don't we outsource all of our cargo and tanker work as well? No, seriously, why don't we?

I'm sure you've seen this already, but here it is for the rest: https://www.dynamicaviation.com/index.php/careers/current-openings/pilots/pilot-for-beechcraft-king-air-90-id475920/ Pay is $580-630 per day for both King Air and Dash 8 guys. Job description says 60-on 60-off. By "International" they probably aren't referring to the Monaco-Mallorca run.

You won't gain any experience from being enlisted that will help you as a pilot. You may be more experienced in AF bullshit, though.

Yeah, I noticed that, too. "Act in Netflix's Best Interest", just like Initech! But, according to this slideshow, it's one of their only policies dealing with day to day ethical decisions. Imagine if our Air Force gave officers even a fraction of that responsibility. Would we abuse it? I don't think it's ideal at all; in fact I think they've gone a little too far in many ways. It's definitely the opposite end of the spectrum from us and I think we could both stand to move closer toward the middle. For sure they could obviously use a little better process for ensuring that a few executives don't "crash the jet". Processes for the critical stuff, delete the rest.