bagasticks

here's mine and the old lady's from last year, i shoot a Matthew's switchback XT, her's is a Matthew's Mustang, both carbon express arrows and Montec G5 broadheads shot at the family farm in KS.

double tap to the cock-holster. . . . Excellent job frogmen!

not sticking up for the Q-3'd at hand, but what kind of tool-bag EP pulls a motor before S1 on a AC checkride in the sim. . . . . let me guess, KLTS? Sim checkrides are retarded, for such bafoonery, EP's can dial up a "hook" with the press of a button. let's see I'll give this dude 25 kt crosswinds, 200' ceilings and 2 engines out on one wing and send him around because that is an accurate measure of one's ability to employ an MWS. . we have EP sims annually to practice dial-a-death type stuff, all that is required for an AC checkride (EP wise) is an EFTOC and a 3 engine go, so why would a so called "big picture EP" take it upon himself to add to that profile unless he was fishing for a taco.

i certainly think the ANG/AFRC have more "fishing from the company dock" type shenanigans than the active duty just due to the arrangement and the ability to build long-term relationships, pick your tdy partners, hire whoever you want (i've seen more than one dumb hot chick hired for tdy use only), and the ability to isolate behavior from mother AF.. I can say that having flown with both the ANG and AFRC (and AD), neither is better than the other and both are "looser" than the AD. it is what it is, sometimes you're the dog, sometimes you're the fire-plug. ..

it's all cute until you're in an orange jump suit on youtube getting your wig split. . . maybe i'm old-fashioned. .

I've only been riding for a few years, i'm conservative MSF trained, and ride a harley slow so; knock on wood, no accident yet, however. . . .I've been in the military for awhile now (17 yrs), and i'll share what i've experienced through close friends, coworkers. 3 deaths, all 3 involving other cars, 1 was speeding(excessively)and car was turning around on an on-ramp in the dark and he t-boned them. One was a young Marine that worked for me, and bought a sportbike with no experience, and layed it down into oncoming traffic (sharp curve) after about 40 miles of total time. 3rd was sitting a stop light and an old lady bumped him in the ass (sts)at about 5mph and he hit his head on the pavement, died after about 90 days of coma. . .helmet would have saved his ass for sure, his bike wasnt even damaged. I know SEVERAL dudes that have had minor lay downs etc. and all involved cars either pulling out in front of them or merging into them. We also had a guy hit a deer last year and f-ed him up good. I swore for years that I would never ride one of these death traps, even though i've always wanted one. Our D.O. calls riders P.O.D's (possible organ donors). i finally decided that I could die any minute for any number of reasons and that i wasnt going to spend my life worrying, when i could be living. . . As a result i took up motorcylces, cocaine, filthy hookers, walking after dark without a reflective belt, and swimming in deep water, while drunk. . . . actually just motorcycles, but i suspect hookers and blow would be fun. i wouldn't give my bike up now for anything, i love it. . be careful. .

working for an avionics manufacturer, and having marketed several, and used several EFB's/GPS's in all sizes of military airframes, to include ipads, garmins, airgators, iphones, etc. I can attest that most larger than a GPSMAP496/Aera/Iphone are uselesss in a fighter for the reasons mentioned above. It is not practical to have something that big strapped to your leg, jammed in the ejection seat, controls etc.. Heavies can potentially transition continents so a need for electronic pubs is a great. Pointy nose dudes, i supect, carry only 1 or 2 approach vols.. We worked with some canopy rail mounting options on the A-10 (where the maplight above the throttles is) and the bigger efb's were not acceptable due to canopy jettison considerations and they blocked the left 3rd of the instrument panel. The ipads is feraking awesome on crew airplanes though, I've been using mine since the app came out.. I like the GPSMAP696 better though because it has worldwide jepp plates, gps, and most importantly NEXRAD, metars, tafs, etc.. . . .but it wont surf youporn :(

pretty sure that dude hands out towels at the gym on base. . warrior for sure. .

This had to have happened at KLTS, that's the only place where this kind of checkride retardedness is acceptable.. There are too many EP's/IP's/EB's/IB's there that have never operated outside of the sanitized training environment.

not a med dude, just wanted to encourage you to fight the good fight and dont rest until you're happy. There's a waiver for everything.

she missed like half a f-ing verse!

I just chuckled at the satisfaction it would bring me if i started carrying pepper spray to the deid and when approached, just sprayed the aggressor, and than carried about on my way to the caddilac. . .

out doing the Lord's work. . .i like it.

all of the above billets are "mx officers". We had one MOS'd mx officer and he was an lt, basically the AMO's exec. There was also some mx officers that were CWO's in ordie, and avionics because those 2 shops were way too big for one pilot to manage while maintaining all currencies etc, the CWO's reported to the "pilot in charge" though. Most of these Mx CWO's (maybe all of them) were enlisted maintainers that got selected by the squadron on a board to be promoted. Keep in mind there is no MX group or squadron. There is a MAG/CAG (think wing) and then the flying squadrons (MX included).

I know it's been stated, and flamed before. . but. .there is not a rift between mx and ops in the navy/usmc air wing (there is at times tension but everyone is on the same page) Mx officer (AMO) = pilot (04), reports to CC line shack (flight line)OIC = pilot (03), reports to AMO airframe OIC = you guessed it. . pilot (03), reports to AMO Avionics OIC = same Ordies OIC = same seat shop = same mx control (admin/sched types) = same QA = same it works. . everyone is on the same sheet, same objective, etc. . etc . . It wasnt unusual to see a pilot loading mk 82's with his boys after supper, sure beat hell out of scheduling or training. big blue will never do it because everyone thinks they're the reason for the season.. I can only speak for USMC, but everyone in the organization knew that warheads on foreheads was the only reason we converted oxygen.

1500 ish, a little more if it was 30.06. . just an educated guess, certainly do a little research on some dedicated Garand sites.

execellent post and spot on. . Unfortunately in the herb community (atleast in the AFRC/ANG) everything hangs on stan/evals subjective interpretation of the regs during evals to rack and stack. Every squadron i've been in since departing the pointy-nose commune has had a "chief pilot" although not necessarily an OGV dude. This dude is usually the guy that has final say in hiring boards etc. and is usually a senior dude. He is also much like a pilot-union rep and handles "greivances". Someone mentioned above and I agree it probably rolled down from all the airline bubbas to ang/afrc. My biggest problem with SEFEs is that more often than not, they are overly focused on useless minutia and not nearly as concerned with measuring safe,effective mission employment. WAY too many downgrades going on in the herb community that are not based on anything beyond personal techniques/interpretation (you'd think it was baptist sunday school). Alot of SEFE's (on the ANG/AFRC heavy side anyways) that dont even own tan flight suits and have no earthly idea how to employ their MWS beyond the local area.

RIP..

Godspeed my brother. . . and as mentioned above. . the RRVFPA has stepped up to take care of another fallen bro's family, if your not member and you fly, you should look into joining. They are an aging fraternity and can always use some young blood. (you dont have to be a pointy-nose dude to be a part of it either) https://www.river-rats.org/index.php

Get a 696 or an Aera 510. . .If you have any doubts about the capability, shoot me a pm and I'll let you demo either, or both. we had the 695/696 eval'd at wright-patt and they are approved. battery will last 9 hours with the backlight down and equipped with 100k topo it has almost as much resolution as google-earth. Also has geo-referenced world-wide approach plates. Can't go wrong with the trusty 496 either, they've been buzzing around in mil-aircarft for years. .

You make an excellent point and I'll contribute. . Last Halloween, costume party at the muff (AUAB). Absolute drunken, multi-national party that in 16 years of mil aviation, was among the top 10 i've attended. . . . Always a good time to be had at that place. Bad news is, i heard the muff is no more? .

you're right! below taken from the -1: 1. windows, flight instruments, and airmanship - disregard, while looking down at FMS keypad (P,CP) 2. DIR softkey - press (P,CP) 3. fix - enter into scratchpad, ie. FAG069/69 (P,CP) 4. ENT softkey - press (P,CP) 5. Nutsack - resume thumbing (one's own) restlessly for the rest of the flight (P,CP)

all good points. . . but, i'm betting Olds would have used an FMS/NAV database if equipped. My theory on clubs and base-boozing, is that it all went to crap when the DUI's and ID checks came to. I can remember when the clubs on base would bus folks (read: towny-skanks)in and there would be a line around the joint to get in. The sky-cops would even take a drunk to his room, no questions asked. Fast Forward 15 years. .at UPT some dudes i know got pickled out in town and made the call to walk instead of drive back to base, got picked up for public intoxication and nearly removed from training until some reservist IP called BS. . As far as the original intent of this thread: I would like to bring back the barracks-rats of yesteryear, its been a long time since i've been walking the halls in billeting 0600 only to be greeted by some old dirty-leg battle-skank exiting the(only)locker room after her morning/crap and shower. . .anyone else remember these girls, true gems, that lived in the barracks and just moved from room to room?

It was certainly a bad approach, both given and performed. Flying into OSH sucks and is always busy, I broke out at Ripon twice last week just trying to fit a Baron into the sequence with some smaller (slower) traffic. They stack everyone 1/2 mile in trail and literally have 3 airplanes on the runway at a time by landing them on 3 different color painted circles. Jack was told to perch abeam the tower and stay inside of 27/9, dude in front on the runway and dude right behind him on downwind. He clearly sounded a bit "rushed" in his clearance readback and #2 to land even querried "is N6JR good with that?", tower replied: "affirmative", #2: "I dont think so. . ". . . . Steep idle, overshooting final, late go-around attempt. I used to maintain his CJ1 and if he hadn't switched to the premier, my opinion is he would have been fine as the CJ has a much more forgiving wing (think hershey-bar tweet wing).

ahh tanmanistan, an oasis of 2 dozen golden dudes and a nightly air-tight chic. .