skinny

The beating of the dead horse was in reference to the passing of tail numbers via comms. Good on the guy for looking for better ways to do business. As for the RFID test, I've emailed some bros back at EDW to see what came of it. Will update.

I vote an RFID tag near the receptacle that sends all pertinent aircraft information straight to the tanker. Cheap, simple and effective.

You receive gas, pass your tail number to the guys that need it. Lose the attitude, you have zero risk in this transaction. Touche Hog 69. No tail numbers are that awesome. If you want to make your own contact, perhaps you should have joined the navy. Once again, well played sir.

Fair enough. But look at it this way; next time you're on fumes and need a SNAP/BRA to the nearest tanker, AWACS just makes some shit up. Cool? Didn't think so. You're an expert and probably type-A WRT your job just like the vast majority of people in other USAF career fields are. If you don't settle for less than everyone else's best most accurate work possible, why should anyone else. If my job says I'm required to get a damn tail number, then I'm gonna do all I can to get that number. If that means looking at the receptacle in day VMC and hoping it's stenciled on there, asking the CO or AC to look out their windows, or worst case asking the rcvr to pass via boom interphone or other means, then you better believe I'm gonna do it. As petty as it may seem to you, it's still someone's requirement. No one's asking you to fly with a reflective belt on, just give me six digits and don't make your own contact (Hogs/Bones). That's it. Edit to add, where the fuck do you find these videos? Well played.

There have been many times in my experience when a wing has come back and said, we don't have that tail number assigned here so take your fuel bill and shove it up your ass. And they are well within their right to do so. THAT is why they need a tail number. So that the tankers OG/WG doesn't take the cost up the poop chute. DoDAAC's help, tail flashes help, but the tail number is the bottom line best way to ensure the money comes from the correct pot.

Don't take this the wrong way but, how did you as a "cyber operator" get tagged to write an AFI regarding the billing for any type of aircraft refueling?

True. Also, some had to write memos stating why they did NOT want them.

Top grad in 12-02 got and wanted an RC. On the flip side, I had heard a bottom third guy dropped a 15.

Crown - Heard from one of the instructors down here (P-Cola) that HC drops to DM are highly unlikely D2 the J-model swap and training for currently assigned crewmembers. How accurate is this?

No no, it wasn't needless to say. Given the shenanigans that have been pulled in the past to include the most recent tobacco ban, it is not beyond the realm of possibility that some dipshit would let something like that fly.

Incredibly false. HC-130J's will be keeping Navs on the crew. Nobody just "gets" a UPT slot regardless of the situation regardless of being able to "qualify" for one.

Don't bother watching the race. Crash occurred in the first 2 laps and the remainder of the broadcast is just painful to sit through. Images of folks in the paddock, family members and friends utterly gutted over what had just happened.

RIP Super Sic

Mine. Houblonmonstre Tripel IPA Extract kit from Northern Brewer. This was my second batch with this kit and it's better than the first. One month primary, two weeks secondary and two weeks in the bottle. Great Belgian flavor with a hint of hops. Overall, 8/10. Not a bad ABV either....

12-01 Drop B-1 Dyess U-28 Hurlburt AC-130 Nav Cannon MC-130 Nav Kadena E-3 Tinker B-1 Dyess RC-135 Offutt F-15E SJ F-15E SJ B-52 Barksdale E-8 Warner-Robins C-130 Yokota MC-130W Nav Cannon B-1 Dyess B-52 Barksdale B-52 Barksdale RC-135 Offutt EC-130 Nav DM MC-130 Nav Mildenhall RC-135 Offutt

^^^Where's that dislike button again?^^^

You're right. It won't help "much". However what it does help with won't carry you through to the end. The best thing you get out of prior boom experience is largely big picture oriented. SA is the first on that comes to mind. Comms next. Comms will be fair off the bat but it doesn't take long to be on par with everyone else. The number one critique out of T-6 here in Pensacola was that I had great big picture SA but I needed to work more on refining the details. So for the first 6-9 sorties, it may help you but it won't be long until you're on the same level as everyone else in your class. The only other thing I'll say WRT boom duties (135 specifically) is that there are some who wake up for AR and the descent check and then there are those that will sit in the jump seat every opportunity they get and learn as much as they can about what the two pilots in the seats are doing. IIRC our MQF had 2 questions regarding IAP. One was what does the barb on an IAP mean and the other was which of the following are precision approaches. Hardly in depth 217 level knowledge going on there. Sure I knew that a barb depicted a procedure turn, but that was the extent of it. Couldn't have told you how to fly the damn thing. Overall, yeah I think it helps to a point. But in the end, you're going to have to work just as hard as everyone else and then be able to humble yourself when you're not doing as well as you hoped you would be.

Negative. We will have to wait until they are 50+ years old before we start soliciting bids for KC-Y.

The fact you could even find all their numbers is quite the feat by itself! Ramstein finance used to list the most erroneous phone numbers to avoid having to pick up the phone and actually interact with people....maybe even help them out.

FIFY

I think particulars are still privileged info. But I would say it's probably safe to remove the question mark from the thread title.

Exactly the info I was looking for. Thanks Crown. When you are home, what can you expect? JTFEX, RF, etc? And I can only assume that the majority of your deployed time is spent sitting alert? Safe assumption? What's a rough estimate of annual flight time? It sounds like the dwell is pretty much the same as the other airframes I'm contemplating but no big deal there. I'm excited to be back on the road and a 1:1 is what I was used to in the 135.

Holding short Rwy 17 at Grand Forks on our way to support a Coronet to Hickam when we got recalled by command post to the squadron. This was the AC's first TDY in the left seat and he was sure he screwed something up and was getting violated before we even left the ground. Began to notice all the SPs in full battle rattle and magnet signs on vehicles showing THREATCON DELTA. No idea what was going on. Spent the next hour in the squadron watching the events unfold until we were handed a TAAN radio and told to go to billeting to assume A-Alert UFN. A few hours later we were rolling down the runway with 180 Klbs to act as XAR over major metropolitan areas. We were told by ATC we were cleared direct anywhere we wanted to go. Surreal feelings ensued. Landed about 11 hours later to find that the old alert facility had been brought out of moth balls and went back into crew rest. About 3 weeks later, the only jets that were on the ramp were 2 can birds and a single FMC jet.

Thread revival... Can anyone offer some insight on current status of the J-model? I read in a press release from Lockheed that IOC is fragged for this year. True? More specifically, if ACC is keeping the Nav, what kind of Nav suite is the J equipped with? I also read that the J eliminates the FE position. Does the Nav pick up any additional in-flight duties? Good community? Pros v Cons? Lastly, what's the current dwell time/ops tempo (if able)? Many thanks in advance, cheers....