Jughead

Not necessarily--depends on how your Sq/CC reads 11-202V1, which is where that "new Form 8 makes the old Form 8 expire" rule comes from: That exception is where your commander can authorize you to fly in your "old" aircraft after IQT/MQT and before you deploy (assuming you're otherwise still qualified in the airplane): Yes, there's room to interpret this as n/a (since you're "deploying" not "PCSing." That's why I say it boils down to what your CC wants to do. BL, several folks who have gone the MC-12 route have flown their original aircraft after IQT and before deploying, based on this exception. BTW, if you really want to barracks lawyer this one, you could also argue that the MC-12 isn't an MDS, so the para 2.2 criteria don't apply....

I think pictures would help those of us who haven't been to the Deid lately understand better....

I can't comment on whether there's any real difference between the two once you're out--but there are likely differences on when/what timeline you actually separate. IIRC, the 7-day opt requires you to separate w/in 6 months or upon completion of your ADSC, whichever is later; and, most voluntary separation actions require 6 months notice. Depending on when your ADSC was up and when you planned to get out, these overlapping rules could affect your choices (so make sure you understand how each will work in regards to what you want to do). Good luck!

Probably more to do with "public endangerment" [improper use of emergency equipment] and/or improper entry into the airport security area.... "2" to grabbing the beer on the way out the door...!

Any tanker toad who's been to the desert is pre-qualified in this event....

I have seen exactly that. Twice to (different) coworkers, and a few more times to a "do you know so-and-so...?" To make matters worse, on one of the directly-observed times, the language in question was Spanish--hardly a difficult fill. The location was South America somewhere (Honduras, maybe?), and the individual in question was going to be heading to IP upgrade in about two weeks. No amount of work on the OG's part (I don't know if it went higher than that) made even a dent in the process, to include offering up another qualified individual who was a volunteer. Once that train started moving, there was no stopping it (at least not at the O-6 OG level). That's about 13 years ago now, so YMMV these days.... I'm not saying it always happens the hard way--I'm just saying it *can*. I've also seen it the way you describe, and to be fair, that does seem to be the preferred method. Factor all that into any risk/reward equation you do for the monthly paycheck, but keep in mind that you *can* be forced to go wherever/whenever, as dictated by needs of the Air Force. And, if you think about it, that capability is exactly why you get paid for language proficiency in the first place....

I can't say that I'm happy to have a story to add to this thread, but I've just been inducted into this particular club.... SO... I'm currently in the middle of PCSing. For my last month or so at a certain AFB near Shreveport, LA, I've been staying in billeting. I have an enclosed motorcycle trailer that I use when PCSing--primarily for hauling the bikes to the new location, but it's also pretty handy for moving other stuff around and warehousing anything I don't feel like carting indoors. At the direction of the billeting desk, I parked it in the lot near the TLFs (where, at any given time for at least as long as I've been stationed here, there are around a dozen or so trailers, boats, moving vans, etc. in the lot from folks PCSing in/out). About a week and half after parking it there, I go by to check on things--and find a "Notice of Abandoned Vehicle" taped to the trailer. Huh?? The notice says I'll be towed in 72 hours (which period had already passed). I call the number on the form (LE Desk), explain to the cop who answers that I'm PCSing, staying in Billeting, parking where I was told do so (along w/ all the other folks in similar circumstances), and that my trailer most certainly was NOT abandoned. He tells me no problem, please call the "Investigative Division" on Monday (this was Friday evening), they'll be able to clear it up. OK, so is my trailer OK where it is until then? "Yes," I'm told. So, I use the trailer a couple of times over the weekend, but I don't move it. Monday rolls around, I call the Investigative Division--you already know where this is going, right?--only to be told that my trailer was towed "about 20 minutes ago." I hit the roof and end up on the phone w/ the (civilian) Investigative Division Chief: - I want to know why I was towed, when I had specific direction from the LE Desk to wait until Monday. "We never got that information." - Why didn't you contact me? "We tried, but we apparently have bad numbers for you on the Alpha roster." [which is true enough--my office moved while I was deployed, and my home/cell number had the last four of my (old) office number transposed into it; I'd no idea it was screwed up] - Well, you didn't "try" very hard! There are any number of other ways to track me down! "Well, we have to go by what's on the Alpha roster" - Really? That's the best "investigating" that the "Investigative Division" can do? So, I can go rob the commissary, secure in the knowledge that you'll never find me since the Alpha roster is inaccurate? [no answer] - OK, what led you to believe that my trailer--in good condition, a current [indeed, renewed within the last month] registration, locked, no flat tires, no weeds growing up around it, and parked in the TLF lot--was "abandoned"? "Well, base regulation blah-blah-blah defines any non-driveable vehicle as 'abandoned' after 72 hours, and it had been longer than that since the notice was put up." - You mean the notice I called about last Friday? [no answer] - Where am I *supposed* to park while I'm a Billeting resident? "Well, the Outdoor Rec has an RV lot..." Bottom line, it cost me $160 to ransom [exactly the correct word!] it back from the towing company. I've got a claim in w/ Legal for that (which came as no surprise to them--I'm one of about a half-dozen folks who "abandoned" their vehicles in the TLF lot and were towed that day, evidently). I won't hold my breath. If it gets denied, I'll appeal; if that gets denied, I'll file an IG complaint; when that goes nowhere... I'll drop it, as no longer worth my time/effort. Thanks, SFS, for the wonderful service you provide....

Who? answered that pretty thoroughly (much more details than I knew) and I have nothing to add to that part. However, keep in mind the flip side to the coin--the AF's side of the bargain, if you will. Once you're identified as possessing the specific skill level in a specific language, you're on the hook for any must-fill billets (long or short tour, accompanied or unaccompanied, TDY/deployment, or otherwise) that require those skills. Are there any places in the world, where Spanish is the predominant language and where we have a military presence (even a single LNO), to where you DON'T want to be tagged to go (potentially--even likely--on little or no-notice)...? How do you feel about leaving your current airframe/job/community? I've seen it happen. Your current AFSC/functional/commander/career path/personal desires/TOS/anything else won't mean a damn thing if you get tagged. I know several folks with native-speaker levels of fluency in some high-demand languages (including Arabic) who do not test for that exact reason--the risk (likelihood) of being summarily grabbed and sent to a shithole location, all other considerations be damned, is just too great. Be sure the risk is worth it to you for whatever pay amount you can potentially get....

What're you doing, bucking for Dad of the Year...? Nicely done--enjoy the rides!

Just for clarity, keep in mind that 1,500 total hours is the required number (FAA) for an ATP. The 1,000 hour min (and I believe that is also total hours, not PIC) is FSI's company policy for awarding the type cert (which is BS, but what are you gonna do?). Otherwise, others have already answered the basics. I just left Balad, it was a pretty good deployment. I'd thought I'd heard from some of the newer arrivals before I left that the pendulum had swung (again) and that FSI was once again doing the Vmca demo in the sim & deleting the centerline thrust restriction for those students to whom it applied--YMMV, that's rumor-level only. Good luck!

No, sorry. I can only tell you that that is what they (JBB Finance) used/applied when they calculated my max SDP deposit. Since it helped what I wanted to do, I didn't go looking for sources. I speculate that it's the sort of thing spelled out in a policy memo somewhere, since I know the basic reg is pretty vague. Wish I could be more help--good luck!

I'm not FG, but I have some recent JBB experience on exactly this subject.... First of all, evidently the answer you get from them depends on who is at the counter--as you obviously know, do NOT take anything they say for gospel, they don't know their own rules. This answer that you've gotten is substantially different than what I got *and implemented* as recently as December. First, the SDP limit is related to rank only insofar that rank largely determines your pay. My understanding of the limit (the intent, if not clearly spelled out in the letter of the reg) is to make sure that you don't end up depositing more in the SDP than the government can recover from you within a month (next pay cycle) if your check bounces. Viewed that way, TSP should not affect that total. I believe (going from memory here) that the reg also doesn't refer directly to "net" pay, but rather total pay less "mandatory deductions." Those "mandatory" deductions include taxes, eg, but not TSP contributions. Anyway, I got both answers ("TSP is irrelevant for SDP" and "TSP contributions reduce max allowable SDP deposits") from them. I had it easier in that I was able to make it up in two months instead of one (I'm an O-5, so the limit doesn't hurt me as badly), which had the same effective date for interest purposes--so I didn't fight it, I just had to make an additional trip. Another consideration: make sure they're considering all your leave time when calculating your max contribution. I didn't know this, but apparently your leave time (# days x basic pay) is "recoverable," hence it affects the limit. I'm sure FG can get you better specifics, but that was my experience on this. I know they gave me an utterly wrong answer and FG gave me the references I needed to straighten it out. Good luck!

You guys are both right--but you've each only got part of the story. There are no fewer than three forms required: DD2400 (Civil Aircraft Certificate of Insurance): filled out by your insurance company (not you), so depending on your insurer this may or may not be quick. The hassle here is that any permit (DD2401) expires not later than the insurance, and you can't get the permit without valid insurance--so, if you're on an annual renewal insurance (as the overwhelming majority of policies are), you're just about guaranteed to have a gap in your permit from your renewal date until you can get the new paperwork processed. The way to beat this is to get your company to write a 2-year (w/ annual renewal) policy--not common, but most will do it. Why this has to be more complicated than your (equally required) auto insurance for base access is beyond me. DD2401 (Civil Aircraft Landing Permit): easy to fill out, but where to submit it is where the disconnect lies. If you just want to get a single base, the airfield manager can approve it. If you want the flexibility to go to, say, "Any CONUS AFB," then you have to submit to the appropriate office at the Pentagon (not quick). I'm told in theory you can get approval for, say, "Any ACC AFB," but I doubt there's any point if you're going to submit to a HHQ in going for anything less than HAF. Each Service handles things a bit differently. In my experience: Army is easy & quick--send them the paperwork, you'll get an authorization; Air Force is easy but NOT quick; Navy is a PITA. DD2402 (Civil Aircraft Hold Harmless Agreement): just what it sounds like; simple form. In all cases, you'll still need a PPR to land at a military field--that's where the Wing/CC & aero club concerns come in. If the airfield manager doesn't know how (doesn't want) to deal with a small GA aircraft, or if there's CC guidance saying "no," then having the landing permit will do you no good. Bases with aero clubs are exponentially easier on this score, because the airfield manager knows how to deal with you and there's already parking (and probably some amount of servicing) available on the field. You and I may know it's no big deal to push your airplane off the side of the ramp & tie down to some stakes that you brought with you--but that would completely freak out your average AFB airfield manager. You also need to send the forms in separately for all three services (assuming you care to land at Navy and/or Army fields). In other words, if you want a "blanket" mil field authorization, you need three separate (and slightly different) DD2400s from your insurance company (they'll know what to do), and three separate DD2401 & DD2402s. The regs were written before the days of color copiers and still include an assumption that a signature in blue ink guarantees an original signature--and your paperwork WILL be rejected if not signed in blue (you and the ins co, where applicable--again, the ins co knows this). AF & Army rules are straightforward--if you have access to the base in general then you should be able to get the auth number. Navy rules are more along the lines of "if you have business here"--so, if you're going TDY to a NAS, you can probably get the permit (timely, though? I doubt it), but I've had no success getting a blanket one. Once you've got the the auth number, you call ahead for a PPR, then file both the auth & PPR numbers on your flight plan (you can arrive/depart VFR to a military base, but you *must* be on an [activated] flight plan). I usually call flight service en route and get them to call the destination base ops, just to be sure they're expecting me. I flew myself to work a few times while I was in C. Springs (Peterson). Since I had to drive longer just to get to my airplane than I would have to get to work, this wasn't about saving time but about wanting the plane there for after work. Still, it was pretty damn cool pulling up to the aero club ramp, shutting down, going to work--and then doing the reverse at the end of the day!

Discus, glad to see you've succumbed to Multiple Airplane Syndrome with style! I hope to join the ranks of the MAS-afflicted someday, but that will likely be post-Air Force. That Bellanca is beautiful--when I was shopping, I looked at those, but I was scared (perhaps unreasonably) of ragwings for my first airplane.

Everyone I know who flies an RV likes them a LOT, for the same reasons you cite. Do you plan to build it yourself? They certainly have a robust user group!! Me, I love the *concept* of building my own, but I have to suspect I'd be the guy who gets it 15% finished and then it sits in the garage gathering dust--if I have the time to *work* on an airplane, that's time I'd rather spend *flying* an airplane....

REVIVAL I was asked in another thread about my airplane. Since showing off my baby is one of my favorite pastimes, I'm happy to comply, but this seemed a better place to do it. Roxy is a 1990 Socata TB-20 "Trinidad." 4-seat (marketed as 5-seat--true if your backseaters are under age 6, I suppose), retract, constant speed prop, 250HP. I flight plan for 140 true & 12 gph, I typically see 145 KTAS & 11.5 gph. With full tanks (86.2 gal) I can carry 700 pounds (which, interestingly, is exactly 4x 175lb "FAA adults") around 1,000 nm (no wind/no reserve). Ceiling of 20,000' (though, since I haven't bothered w/ O2, I haven't been above 14K). Garmin 530W (W = WAAS capable) & handheld XM WX make it a cross country machine--which is exactly what I use it for. I've been as far east as Martha's Vineyard, as far west as Death Valley, as far north as Oshkosh, and as far south as Key West. I haven't set foot on an airline aside from TDY travel (and then only when beyond Roxy's effective range--I love flying myself TDY & having the AF pay for my flying habit) since I got her, and I can feel the lack of stress adding years to my life. My favorite logbook entry is taking off from Death Valley & landing at Leadville, CO--i.e., the lowest to the highest airports in North America, over 10,000' elevation change--but they're all great entries, at the end of the day. Jughead Airlines is usually open to hitchhikers, so if ever our paths cross you could easily get the chance to log some TB-20 time.... What do YOU fly when you're not at work?? [MODS: I suggest renaming this thread to something like "The General Aviation Thread"; I almost missed it in my search, and from the very first post it's been about more than aerobatic airplanes]

Inside joke...?

https://volokh.com/2010/06/01/sabotage-or-how-dilbert-won-the-war/ I've made no attempt to verify authenticity--but, even if fake, an amusing (& scary!) read.... [Edit: my quoting skills suck; fixed]

I'm stuck at Balad, and I'm in desperate need of beer.... Hook me up?? OK, I'm kidding--great offer, M2.

Not true under all circumstances--perhaps not even "most" circumstances, given that the overwhelming majority of "sold" leave is in lieu of terminal leave (as far as I know). Yes, you lose out on BAH, BAS, etc. on sold leave days. However, let's say you're separation/retirement date is 1 July and you have 30 days of leave. If you separate/retire on 1 June & take the 30 days as terminal leave, you get full pay until 1 July. If you sell the 30 days, you work up until 1 July w/ full pay AND get the 30 days (base pay only) in addition. Another consideration is if you're looking at a civilian job with a government contractor. Normally you cannot be on terminal leave (ie, technically still on active duty) and working in a contract position--so, selling the leave (even at a "reduced" rate) may make complete sense if it allows you to start drawing a paycheck at your new job. I don't know if the same thing applies for govt civilian jobs, but it wouldn't surprise me. That's not to say terminal leave is "bad"--it's hard to place a dollar value on that time off. BL, everyone's situation will be different. EDIT: spelling

Yeah, that's sort of the take-away here. As I say, the $30 itself isn't the issue--I'd be pursing it on principle. However, the chance of making it worse (and getting things to the point where I can't fix things) looms large. <*sigh*>.... As annoyed as I am, I think I need to let this one go. Thanks for all your help--in the bigger picture, this is a clear win!

Perhaps you need to upgrade your room--I'm pretty sure SERE is an aircrew requirement due to the risk of crash/forced landing/shot down/ejection in unfriendly territory, and NOT something that every deployer does. Ask the next shoeclerk who corrects your wear of the reflective belt if they can spell "SERE"....

That's what I've been doing--and, I'm (mostly) happy to report that it's (mostly) all good now. There was some issue w/ getting it credited to 2009 vs 2010, but that's been all worked out--all contributions have been taken & TSP deposits have been made. Thank you again! One remaining issue I'd like your opinion on: in the process of crediting the Nov TSP deposit & back-dating it to 1 Dec, they made a "breakage" charge against my account, based on the difference in value between 1 Dec & when the deposit was finally credited (mid-Jan). By my read of the reg you gave me, that shouldn't have been done: Forwarded that through my home unit Finance and got the following CMS response from DFAS: That's pretty weak sauce, I'd say--it boils down to "sure, that's what the reg says, but we don't do it that way." I also don't appreciate the thinly-veiled threat of negating the entire deposit as an "either/or" choice. The deposit was not "actually deducted" from my pay, and I did "have use of" the funds--either one of which should negate any breakage. Reality check: the amount involved is small, about $30. It's certainly not worth it, in dollars & cents terms, to pursue this--I see that. However, I'm so annoyed at how much of a hassle this has been, over some pretty easy math and following some pretty straightforward rules, that I'm tempted to see it through on principle. So... your thoughts?? You've been 100% spot-on so far, so I'll weigh your input heavily before proceeding. Thanks for any advice. Cheers! PS: I'm starting to hope you're a teetotaler--I don't think I can afford all the I owe you!

If you have any dependent(s), this issue shouldn't apply to you. (I'm assuming that your daughter is "officially" your dependent as far as the AF is concerned--do you get the "with dependents" rate on BAH, family sep pay, etc.?) The key to living off base is not really "married/not married"--it's "with/without dependents." At least, that's how it was back in the day, and I doubt it's changed.

Um... actually, he received that prize in his role as President and from a foreign government (the Nobel Committee is appointed by the Norwegian Parliament). That makes it the NATION'S money, not his.