moosepileit

Wyatt Earp’s Revenge. Pre Tombstone. Direct to DVD Release.

Are the terminal procedures on the beta limited to those on the normal NGA website at (CAC): https://aero.geointel.nga.mil/products/digitalaero/terminals.cfm If so, there are lots of fields commonly used not covered.

OLD FIGHTER PILOT A ragged, old, derelict shuffled into a down and dirty bar. Stinking of whiskey and cigarettes, his hands shook as he took the "Piano Player Wanted" sign from the window and handed it to the bartender. "I'd like to apply for the job," he said. "I was an F-4E driver, flying out of Udorn back in ' Nam , but when they retired the Phantom all the thrill was gone, and soon they cashed me in as well. I learned to play the piano at AUSSIE-Club happy hours, so here I am." The barkeep wasn't too sure about this doubtful looking old guy, but it had been quite a while since he had a piano player and business was falling off.. So, why not give him a try. The seedy pilot staggered his way over to the piano while several patrons snickered. By the time he was into his third bar of music, every voice was silenced. What followed was a rhapsody of soaring music unlike anything heard in the bar before. When he finished there wasn't a dry eye in the place. The bartender took the old fighter pilot a beer and asked him the name of the song he had just played? It's called "Drop your Skivvies, Baby, I'm Going Balls To The Wall For You" he said. After a long pull from the beer, leaving it empty, he said "I wrote it myself." The bartender and the crowd winced at the title, but the piano player just went on into a knee-slapping, hand-clapping bit of ragti me that had the place jumping. After he finished, the fighter pilot acknowledged the applause, downed a second proffered mug, and told the crowd the song was called, "Big Boobs Make My Afterburner Light." He then launched into another mesmerizing song and everyone in the room was enthralled. He announced that it was the latest rendition of his song, "Spread 'em Baby, It's Foggy Out Tonight and I Need To See The Centerline", excused himself and headed for the john. When he came out the bartender went over to him and said, "Hey fly boy, the job is yours, but do you know your fly is open and your pecker is hanging out. "Know it?" the old fighter pilot replied, "Hell, I wrote it!"

Seeing as both our airframes are highlights of the recent CRM yearly training, not sure I'd be so quick to cast stones at another's MWS.

The unit is going to have you as a T/R and a civil servant. If your ART application is in progress/process- why worry? Can you line up the Palace Chase to the Traditional Reservist hiring (1288 form process) to meet your desires? The ART side should keep flowing. Now, I was a T/R before an ART for 4 yrs. The ART hiring process is slow and variable.

FG, Reminds me of a story- Dragging Marine equipment to OEF just before Christmas. The escorts didn't realize it was a Reserve keeper msn, meaning we don't crew swap when running out of duty, we crew rest and keep the jet. It's not uber efficient, but if I have to miss a holiday, I would at least like to avoid extra bag drags! There were four custodians for the equipment on 2 jets, deploying for some god awful number of days. We got to crew rest after a long day and I found out the Gunny and his 3 PFCs have no $ or orders or plans for the lodging. I knew there was a barracks somewhere as it was a Navy base, but it was Christmas eve and a quick phone search was no joy. I put them up in a room each for $50 each for the night. Next day our msn slipped due to congestion at the destination. The Gunny and I found the barracks, which were near the rec center. Their deployment orders said nothing about lodging conditions and they had no idea they weren't in for back to back crew changes and quick turns all the way to OEF from the east coast. When we dropped them off, I told the Gunny they could pay me back IF they ever got lodging fixed on their orders, knowing that wouldn't happen. I'm sure it's some kind of writeoff, but knew there wasn't any way to get the $ back from uncle sugar w/ a barracks technically available. The base had a decent chow hall, turkey dinner and places for them to hang out. One of my favorite Christmas gifts I've ever given was knowing those grunts were taken care of before heading in country. Best gift received was the thanks from the Gunny.

OTFs are harder to clean. GSA has plenty of auto openers. I like Benchmade.

Found a Waco Museum T-Shirt in perfect shade of desert tan. Emblems on front and back are both easily hidden when in compliance and proudly displayed when sporting the flight suit arms around the waist tie-off or Zipper to the belly look. Have 10 hours in a 1931 QCF-2 from Creve Couer, MO to the Bartlesville, OK, gig and back. Damn thing's prop was worth more than my Pitts! So, I have a bunch of new black rag stock. Goes w/ all my cut up airline shirts. No lint, work well in the garage and hangar. Pro Super- as an ex FCC and Pro Supe- Copilots and FCCs are interchangeable.

I am not zipping my leg pocket even if I have to leave one cap in it and wear another.

Low on a flyby? What could go wrong?

Ten+ years ago when I considered the U-2, the issue was you became an ACC asset w/ potential follow-ons of heavies- J-Stars, etc. Is that a valid consideration today? Getting to fly T-38s and U-2s might be worth the later billets. You are potentially leaving your MAJCOM, for better or worse, correct?

200 rds is a good break in. Well done. Interested to hear how well magazine holds slide back after last round fired. That feature is specific to the TCP in this class weapon. LCP has a manual slide lockback only and P3AT has neither. Crimson Trace should be great for any of them.

Nice thread drift. At least in AMC... Every A-coded line slug A/C on a crew jet is an instructor and evaluator. Unfortunately, some take too long to figure that out. AMC has always seemed to me to want your career to include MWS IP time, as best I can tell. Lots of commanders have been EPs- so that's an easy joke to make. Can you fly respectably from both seats, talk while doing so, run a sortie somewhat logically, brief and debrief the way you're supposed to? Great, on paper it's easy to be an IP. Doesn't mean you'll be good. I think it's where your students/upgrades go that matters. If you can apply the Vol 2 you could be an EP. If only it was just that easy. I know I still haven't flown the perfect pro-sortie, mission, or checkride. I've seen some come damn close. Those are good days. Back to reality- new C-17 SIB is out on AFSAS.

As soon as you see the 31 Dec 2010 LES post on Mypay, you are good to go for cranking up TSP for 2011. Note, you can only do 2 interfund transfers a month, if you want to do any managing. Also, try and be all done for 2011 before the 1 Dec paycheck for contributions. If 14% does that for you, great, may need a few more percent. TSPtalk.com is a pretty good free website on TSP ins and outs. Daily preview at tsptalk.com/comments.html

Sweet! Secret, as you may have figured out- partnerships work best w/ about 3, one that is the MX guy- either IA or at least A&P. One is the more silent partner, doesn't add much but doesn't fly much, the third is the bookkeeper/parts runner that keeps the MX guy happy. Hope it works well for ya'll, congrats!

ANR is NOT authorized in the C-17. It failed the one test done by AMC 33d Test folks years back and has been back-burner, but actively slow-leaked since. No love from any SPO. The CAWS/betty has an issue as do the intercom panels at a tech. acceptance/Boeing level. Document your hearing loss over the years. Only use the issued C-17 DC headset, period. Yes, some ANRs do work and were even bought and given out. Not iaw afi/t.o.- just well intentioned use of plasma screen $..... I have an older Peltor ANR from my Pitts that seemed to work great w/ just a cord adapter. Ask your DOV for status, Next update in spring...

Huggy, I couldn't find much. I met Brent at the AAA fly-in in Blakesburg, Iowa, he has a little on them below. He ran the show and still had time to teach me how to rope trick a sticky valve on my C-85. https://www.antiqueairfield.com/types/Interstate/feature.html Wiki has a decent writeup, looks nice in L-6 config/paint. My first concern is it looks to have really poor visibility from either seat. Equally, I'm guessing the type is mild steel, not chromoly. A prebuy would almost need icepicks to x-rays. A funky Rearwin would be cool w/ a Ken Royce radial, otherwise, folks say the Champ flies nicer than the Cub- I've only flown Clipwing cubs, SuperCubs towing and Citabrias and up from ACA line. I really like the clipwing cub if you want tandem, classic and LSA. I don't know if a type club exists for the Interstates. Good luck, I'm on barnstormers every day, myself...

The Pasta bar at Ramstein and other commissaries in Europe. I hear they just all got closed.

The ACE (aerobatic competency evaluation) or "level" card program was interesting to experience. 800', 500' 250' and ground up were the levels back in my day. I think they want to add one more. You start at 800' AGL as your floor, fly a certain number of shows per year, then MAY move down, based on flying in front of your ACE. You may train with, know or be friends with the ACE, or just fly in front of them once. The FAA issues the level card, but does not evaluate- The International Council on Airshows ACE is the StanEval pilot, the FAA is the SELO. At the show, the FAA has a MX rep check your plane/logs and the ops rep checks your certs and gets you read in on the waiver along w/ the Air Boss. The "Don't do nuthin Dumb" is up to you. Multiple Choice- When in doubt, always go w/ C.

IF we could code ACARS/AOC w/ "training in progress" it would help the MFOQA folks figure out which data is relevant to which powerpoint slide in their template. I read the stuff the retired gent from CHS puts out to AMC each time around, then try and translate it for commanders. The slides don't break an unstable mission crew's data at the same airfield that has training sorties into "training" or "operational". You guys know when the AWODS recorders are hooked up to your plane, right? (cables coming out of the vent doors in the large avionics bay access doors)...

You can ask your base Boeing field reps- they'll take or make the time to fill you in on all the ways data can be peeled from a C-17 in the proper forum. Just fly safely w/in the standards. The data has no context of reality outside the jet, unless correlated w/ the CVR and the rest of the story... Can't wait til they start recording our HUDs. Maybe they'll add FLIR/EVS (that we could use real time inflight and on the ground) that would really help us out.

In the spirit of hard working trash haulers everywhere, Thomas Beaumont got my vote- 64 year old custodial worker....

Disclaimer- I'm not King Air typed. I would NOT have guessed you could go into a 737 type/ATP mill from ACC and not the King Air mill. Really? How did SWA and Continental get to hire all those ACC bros w/ 737 types otherwise? Maybe a rep from a FlightSafety 737 school could hint to King Air school that you can probably figure out the control inputs and theory just fine in the allocated hours. (I know they are different companies under different FAA inspectors, yada yada ). Or, throw away the info packet, show up and see if the economy improved overnight and there's now a line of folks ready to replace your un-qualified self. I wouldn't waste the time unless you can find the actual author of the info packet. Better yet, speak with one of the designees that would actually administer the checkride removing the limitation. A "no" from them might actually stick, and a "yes" today can be a "no" tomorrow.... But, you knew that... Where's the icon for hitting yourself w/ a hammer?

Civil Aircraft Landing Permits (DD 2401s) went to the Pentagon. With them you waive the right to sue if anything goes wrong, and you ack. that amn snuffy may drive into you parked airplane with his SF Car while distracted. If YOU do something wrong, they may come after you. You prove insurance, enter the equipment type, wait a bit- then commute to work and get into airshows the fun way. Having access to a safe place to park and fuel is not guaranteed.

Owned a 180 HP S1S for 12 years and 500 hours. 160hp is ok if you are FAA std 5-10 and 170# w/ your 15# chute on. 1/2 the value is the engine/prop, the other 1/2 is the airframe. Lyc's only go about 10 years before you have to worry about camshaft rot (sits above the crank in the air and rusts). I suggest a 5 yr since OH and about 300 hours since overhaul- that way you know if the motor's any good and should still show no wear- PM if you want details in pain- lucky for me, other's pain- I had a great motor. Empty weight is the next value- 800# or less is optimal, light is good. There are 2 fuselage lengths- the S1C or basic short fuselage- limit to also Std FAA sizes. The "long" or real S1S cockpit is longer- I am 6'1 and 230 in a chute and was ok w/ 3/4 tank of gas for acro w&b envelope. The type of prop and battery location are the biggest impacts you can change to W&B. Prop- fixed pitch is fine- you should get 125kt cruise at 2350 rpm w/ 76x60 prop if 180HP and a 1700' vertical line from a 180 MPH 2700 rpm 4 g pull. Round wings and 4 ailerons- need a little push inverted vs upright, but less than anything else under $100k. You can trim it out, but most trim for nuetral pitch at 170-180 mph so you know when to pull after downlines. Spins- inverted is safer than upright- recovers quicker- get plenty of training- you won't like it at first, but a hammerspin can kill you, as will the crossover from upright to inverted. Bill Finagin on the East Coast by Annapolis is fine, again, PM for others or get on the IAC acro news list exploder. Roll rate- 240 deg/sec, better when snapping- you'll be the limiting factor for the first few hundred hours if you want gradeable quality. Paint- polyurethanes are hard to repair and when they start to crack and craze there is little you can do. The tailwheel part- well- I enjoyed the heck out of it- learned on 35' wide blacktop in an S2A, but started years back in gliders- stick, rudder, rudder, rudder.. Solo in an S1 is more fun than the S2s- they are all like trucks compared to the S1, though they may be really big 260+hp trucks. Front seat in an S2A or B is good training, but you really wear the S1s. Back seat S2 flying is not a great S1 simulator, but S2Bs and Cs do rock in their own way. Feel free to PM.