TreeA10

Every situation is different. I've seen leaders step up to help their people and I've seen managers ignore the issue and not make a decision. Planning ahead as much as possible to cover problems while you are TDY helps. Day to day, this also applies to coordinating with supervisors/leadership and letting them know of your situation. Approach them with solutions or suggestions to solve your problem. Do not start the conversation by asking them to solve your problem. Finally, and this is the really hard part, if whatever is going on in your life is going to prevent, distract, or impair your ability to safely execute your job and may result in injury or death to you or others, make the very difficult decision to not strap into the jet, turn the wrench, etc.

So you look down upon those of faith, particularly those in the southern states......well, bless your heart.

This also applies to the world of commercial aviation. I've flown with a lot of civilian guys that have said "I would have flown in the AF/Navy/etc but didn't get selected because of eyes/ears/drawdown/got cheated/etc." Some don't hold a grudge, some don't like military guys. I had one civilian guy say he didn't like fighter guys in particular because of the outsized ego. So I guess it is safe to say you are going to find disgruntled pilots across the board from a variety of backgrounds.

When I attended SOS many years ago, I had been a classroom instructor and Emceed graduation ceremonies. I wasn't nervous speaking. However, I had to present a prepared briefing prepared by someone else. It was horribly written but we had to give it as is with no changes. So, it sucks no matter what you do. Our section leader critiques my performance and says I need to do better. My response to his comments was "FedEx couldn't deliver this speech." Idiot.

Instead of EKIA, you could rewrite that into the current PC language of the day. "Improved the lives of women and same sex couples by providing kinetic education with a 100% guaranteed non-recidivism rate."

I'm not sure how this fits in perfecting our skills of killing people and breaking their stuff or intimidates those who we might want to modify their behavior. How absolutely ridiculous.

As an example, on the 737-800, we start the GPS and then the FMS system asks for starting coordinates. After imputing those coordinates, the next page has a REQUEST prompt, press the button for that line and the FMS will, via ACARS, go get your flight plan, winds, weight/balance/cruise info, and finally Takeoff data. All you have to do is press the LOAD key and the EXECUTE as each piece of data is brought in. I guess someone could mess with that data but we verify all of that against paperwork after we load the computer. Once airborne, the only data that might be requested and input into the FMS is WINDS updates if you end up at a cruising altitude different than planned.

How does the networking profiles with larger formations work regarding training? A simple thumbs up or down will suffice. The F-35 sim was pretty frigging impressive but I never got to see multiple sims working together. The LM guys put together a sim profile of an F-35 doing CAS for me but their version of CAS and my version of CAS weren't exactly in the same ballpark.

300+ seems about right. I ended up with 1200 in the T-38 in a little over 3 years and 2900 in the Hawg in 15 with only 6 years active, 2 years full time Reserve and the rest part time. Working F-35 issues for the Reserves before I retired, I was astounded by the number of sims required. Sitting in a briefing at Hill, some dudes are briefing their plan and saying the sims will run from 9-5. Some of my Reserve buddies and I start cranking numbers...#sims*#pilots*#sims*hours required per sim and figure that they'll need to run from 5am to midnight assuming 100% sim status. That was a few years back that's old data.

Apparently the problem is due to the Bible, the Constitution, and the Declaration of Independence. https://dailycaller.com/2015/04/13/defense-department-the-bible-constitution-and-declaration-of-independence-all-perpetuate-sexism/

Slow rate apparently created vibration that cracked bulkheads.

Geez, sounds like a blast from the past, circa 1987-ish. FAR guys did 4 ship tactical formation work and TTB guys did more low level and navigation work in the 38. That was a change from everybody flying the same syllabus after a mid-air at Columbus killed 3 during a 4-ship rejoin from a tac formation.

General Holmes: [...] The A-10 is always going to be cheaper to operate than an F-35 will be, and I would stipulate that. The question is that in the environments of the future, can it get there. And so what we are trying to do is make sure that we have a way to support soldiers in the future as well that may be operating in a place where there are sophisticated surface-to-air defenses. We estimated that the loss rate of the A-10 in the Fulda Gap scenarios back in the 1970’s was really, really high. They were not going to last through the conflict and they were going to take a really high attrition rate. And if you looked at the places that they employed in the first Iraq War, if they got up into a sophisticated ground threat, they took a pretty good beating. It is a tough airplane and they were able to fly a lot of those home with the damage they took, but they could not fly them again. And so they could not support ground troops the next day because of the damage that they took. Yes, not flying home is a better indication of combat capability. Hard to argue with that twisted logic. An engine wrapped in a fuel tank protected by thin aluminum or composite is much more survivable.

If someone ever has to jettison their jet and walk home, I'm pretty sure they want a Hawgdriver or another entity who understands the difference between CSAR, FAC-A, and CAS vs proving gravity works by throwing high explosives at the ground.

Awesome story! Must be a New Orleans thing. Years ago, we went wandering into Navy New Orleans with a 4 ship and stayed downtown on Bourbon Street. We started the fight as a 4 ship at Pat O'Briens. It devolved into separate 2 ships and, at some point, single man rules. There was beignets, a blonde, a horrendous redecorating of the bathroom by my wingman in Hurricane reddish orange chunky stuff, a hotel fire alarm, a really nasty hangover, and the question of whether I could climb up the ladder and not puke. We also flew to Patrick but it was a very quiet, no bullshitting on the radio, just trying to get through the flight kind of trip.

More from JQP. https://www.jqpublicblog.com/throwing-off-the-cas-yoke-part-i-shifting-the-rhetoric/

Started flying with the Dave Clark Pro X last month in the 737. Same front end as the 727 so lots of air rush noise over jet at speeds above 290-ish or .78-ish. Very lightweight, excellent noise reduction. Just replaced my first set of batteries after 50 or so hours of flying. Switches in the battery pack for Stereo/Mono and Auto Off (turns headset off after 5 minutes of no use and unplugged. Headset also has Bluetooth so great for pairing to phone or iPad for books/music/calls.

Hope your liver fared better.

Can't figure out what you could survive with that "Shelter In Place" kit. Zombie apocalypse? No. Islamofacist invasion? No. Guest appearance on SAPR brief after a BYOB (bring your own baby oil) and willing blonde experience with the plastic sheets? No..but you would get a lot of high 5's.

Did you hire the same I.T. guys that worked for the IRS?

Friday night bar Olympics. Shame it's gone.

No requirement to carry something like a Hyperjuice battery?

When we were going to buy 700+ Raptors, some of those squadrons were going to have air-to-ground as a primary mission, IIRC.

We have Reservists IPs in the F-22 and A-10 school house. Not sure about the F-16 because I never worked that.

Must be the rape songs.