The military loves acronyms abbreviations and special lingo unique to themselves. The aviation community loves to use them too. But everyone likes to be special and have their own.

Have you ever heard someone talking about something obviously technical but using so many terms, acronyms and such that it almost sounded like a foreign language? Well this isn’t a Rosetta Stone, but it might be a simple primer for those who aren’t fluent in the language of aviation/Navy/military to understand what those of us who are fluent are saying.

The reasons behind why they are used are all the same. Ultimately its just to save time, either in writing or in speech.  So now the next time one of your pilot friends talks about how they were IMC going into a particular air field, you’ll understand.  Or when you see that Soldier, Sailor, Marine or Airman in the airport, you can actually go up to him/her greet them using their correct title and thank them for their service. I know I appreciate it someone knows my rank and what I do, so will they.

While perhaps not as ‘exciting’ as some other topics, there are enough questions I’ve received about this area that I thought a good glossary might help make things easier for future reference. 🙂

Feel free to comment with your own ‘spoonful of the soup’ that I might have missed, to make a comment or just to ask a question.

Aviation

VOR – VHF Omnidirectional Radio Range: type of radio navigation
DME– Distance Measuring Equipment: measures distance between delay of VHF/UHF signals of aircraft and receiver to aid in navigation
VHF – Very High Frequency: radio frequency range between 30MHz to 300MHz
ILS – Instrument Landing System: ground based instrument approach system providing precise guidance
IMC – Instrument Meteorological Conditions: in flight conditions where visual navigation is not possible
IFR – Instrument Flight Rules: regulations for flying aircraft by instrument navigation only
VFR – Visual Flight Rules: regulations for flying aircraft by navigating using visual reference to the ground
FAF – Final Approach Fix: point in space where final approach begins
PFD – Primary Flight Display: a CRT or LCD display with flight information
MFD – Multi-Function Display: a CRT or LCD display with knobs to display various flight related info (typically used in parallel with a PFD)
GPS – Global Positioning System: free navigation system made up of 24-32 satellites in orbit
RVR – Runway Visual Range: the distance over which a pilot can see the surface of the runway and measured in feet, used for making landing decisions in instrument approaches.
VR – Rotation Speed: calculated speed at which an  aircraft’s nose will lift off the ground
V1 – Take-off Decision Speed: decision speed that once passed, means take-off is imminent
VREF – Reference Landing Speed: Landing reference speed
UTC – Coordinated Universal Time: standard time based on International Atomic Time; equivalent to GMT
GMT – Greenwich Mean Time: used as the Universal Time zone for coordinated time globally
PAX – Passenger: term for manifested passenger(s)

Navy

RON – Rest Over Night: term used in calculating total trip length. Rest Over 1 Night (RO1N)
SELRES – Selected Reservist: traditional ‘weekend warrior’; not full time
AWM – Awaiting Maintenance: term used to indicate that a job has not been initiated
AWP – Awaiting Parts: term used to indicate that parts have been ordered
CNX – Cancelled: mission or activity that was scheduled has been canceled
RMP – Reserve Maintenance Period: 4 hour block of time for a SELRES; used for maintenance related training
AT – Annual Training: ‘two weeks’; the block of time where a SELFES goes on temporary active duty and does training or suppliments active forces
ADT – Active Duty Training: additional training period (temporary active duty) for schools, missions, etc
AFTP – Aircrew Flight Training Period: 8 hour block of time for a SELRES; used for flight related training/mission
TACAN – Tactical Air Navigation: system used by military aircraft; more accurate version of VOR/DME
AWOL – Absent Without Official Leave: a deserter; unauthorized absence for more than 30 days
UA – Unauthorized Absence: being absent from duty/training without proper authority
AA – Authorized Absence: being absent from duty/training with permission
RESKED – Rescheduled drill: changing the time of a training period for a SELRES
CO – Commanding Officer: commissioned officer; ultimately responsible for the condition, training and readiness of a squadron, unit or ship
XO – Executive Officer: commissioned officer; assists the CO in maintaining the condition, training and readiness of a squadron, unit or ship
NAS – Naval Air Station: aviation base that houses aircraft, equipment and support groups that support the Navy’s air missions
IYAOYAS- If You Ain’t Ordinance You Ain’t Sh#t: the motto for the Aviation Ordinance community (never was an ‘ordie’ but they are some of the hardest working folks around)

Military Enlisted Ranks

Everyone seems to always want to know what the heck the titles are for the enlisted ranks of all the branches, so here’s a simple chart with the abbreviations and symbols so its easy to compare.

	Army	Navy		Air Force	Marine Corps
E-1	No insignia			No insignia	No insignia
	Private (PV1)	Seaman Recruit (SR)		Airman Basic (AB)	Private (PVT)
E-2
	Private (PV2)	Seaman Apprentice (SA)		Airman (Amn)	Private First Class (PFC)
E-3
	Private First Class (PFC)	Seaman (SN)		Airman First Class (A1C)	Lance Corporal (LCpl)
E-4
	Specialist (SPC)	Petty Officer Third Class (PO3)		Senior Airman (SrA)	Corporal (Cpl)
	Corporal (CPL)
E-5
	Sergeant (SGT)	Petty Officer Second Class (PO2)		Staff Sergeant (SSgt)	Sergeant (Sgt)
E-6
	Staff Sergeant (SSG)	Petty Officer First Class (PO1)		Technical Sergeant (TSgt)	Staff Sergeant (SSgt)
E-7		(collar & cover device)
	Sergeant First Class (SFC)	Chief Petty Officer (CPO)		Master Sergeant	Gunnery Sergeant (GySgt)
				First Sergeant (Master Sergeant)
E-8		(collar & cover device)
	Master Sergeant (MSG)	Senior Chief Petty Officer (SCPO)		Senior Master Sergeant (SMSgt)	Master Sergeant (MSgt)
	First Sergeant (1SG)			First Sergeant (Senior Master Sergeant)	First Sergeant (1stSgt)
E-9		(collar & cover device)
	Sergeant Major (SGM)	Master Chief Petty Officer (MCPO)		Chief Master Sergeant (CMSgt)	Master Gunnery Sergeant (MGySgt)
	Command Sergeant Major (CSM)			First Sergeant (Chief Master Sergeant)	Sergeant Major (SgtMaj)
				Command Chief Master Sergeant
Senior Enlisted Rep		(collar & cover device)
	Sgt. Major of the Army (SMA)	Master Chief Petty Officer of the Navy (MCPON)		Chief Master Sergeant of the Air Force (CMAF)	Sgt. Major of the Marine Corps (SgtMajMC)

If you’re an instrument pilot, you’ve definitely got to have a sense of humor when you look at the approach plates and notice the different names for fix points at airports across the United States. If you’re not a pilot that statement may sound like geeky humor. And perhaps it is. But since I hope to both educate and entertain the folks who read this blog, here’s a little dose of both.

For my non-pilot readers out there, let me first give you a crash course on what a fix is and why they give them names. *Don’t worry, there won’t be a test*

Without turning this post into a lesson on instrument approaches, (especially since I’m not a CFII) I’ll just focus on the basics.

Aircraft have equipment that provide the pilots aid in navigation by measuring the distance away from airports and more specifically the runways allowing them to land. Instrument landing system (ILS) published approaches allow pilots to remain clear of each others aircraft (in coordination with ATC), fixed obstacles (like terrain and radio antennas) and ultimately aid in navigating to the touchdown zone on a runway. Along the glide path to land, pilots use fix points or ‘fixes’ to measure that they are at the correct decent rate, heading and course to land on the runway. The fixes are about 3 nautical miles apart and the last fix (called the final approach fix) is typically around 3.9NM from the threshold of the runway.

So now that you’ve sort of got an understanding on what they are, I know you’re asking “so what’s so funny about that, it just sounds complicated?” Well that’s the point. Pilots like things to be as simple as possible. Fixes are given five letter names to make keeping track of which one the aircraft is going to be at next very easy to remember. If they were assigned numbers that would be confusing, but instead they are given names that are simple and sound different enough from each other to avoid confusion. This is where the humor comes in.

As an example, at the Kansas City International Airport, the ILS approach to runway 1R has a bunch of fixes that definitely remind you you’re landing at Kansas City (known around the world for having some of the best barbecue *sorry Texas*).

ILS for 1R at MCI

If you look at the approach plate above you will see SPICY, BARBQ, TERKY, SMOKE and RIBBS are the fix points when on a ILS approach to 1R in MCI. There are so many more.

Some fixes out of Boston

Outside of Boston’s Logan International (BOS) there are several that are funny ones, DRUNK (allegedly in honor of Senator Ted Kennedy), CELTS, and BOSOX.

GIJOE going into Ft. Leonardwood, MO

Or one that always makes me laugh, GIJOE going into Ft. Leonardwood, MO.

Others that I’ve seen are CRAZY, MEEOW, TEXAN, HUMPP, WOODI, etc…I hear them, laugh and forget to write down where I heard them.

So here’s where I’d like to get feedback from my pilot readers out there. What are some of the funniest ones you’ve heard?

I’ve been asked a bunch of times about what do Aircrewmen in the Navy that is different from what airline flight attendants do? While there are some similarities in training, Navy Aircrew are subjected to a lot more in-depth training due mostly to the environment we spend a lot of time operating over (trans-oceanic flights). The positions we man have some similarities to the airlines but are different in scope. The Navy has enlisted aircrew in most of their large fixed wing aircraft and all of their helicopters. But since my experience is in fixed wing, logistics aircraft, and that is what is the most similar to the airlines, that’s what I’ll talk about.

For the sake of comparison, let’s look at a 737-700 for a major airline vs. a Navy C-40A.



















The airline’s 737 entire crew consists of 2 pilots, and 3 crew members in the main cabin (FAA regulations require a flight attendant for every 50 passengers). Their focus is to get passengers and soft loaded cargo (baggage) to their destinations as quickly and safely as possible. They fly to airports that have maintenance support and are regular routes to various fixed based operators. Their schedules are fixed and rarely will divert to a different location (typically caused by adverse weather). Ultimately the goal of the airline is to generate revenue.

Cargo Door Open

The aircraft I fly in is a C-40A. The C-40A is essentially a mutant version of the 737-700 series (with a large cargo door on the left side). We fly with a minimum crew of 2 pilots, one Crew Chief (Flight Engineer) and 2-3 crew members in the main cabin/main deck cargo area (FAA regulations requirements for 50 passengers per crew member are the same). However the reason the crew may only have 2 instead of three is that the C-40 can be converted to carry a combination of passengers and palletized cargo. The lead member of the cabin crew is the Loadmaster who’s responsible for loading the palletized cargo, passengers and soft cargo (baggage), calculating the weight and balance of the aircraft, and assists the pilots in calculating performance for take-off. He/she acts also acts as the lead flight attendant. The other cabin crew member(s) are 2nd Loadmasters assist the Loadmaster as required and are responsible for the comfort and safety of the passengers.

Crew Chief's view

So you might ask, OK so why the 3rd person in the cockpit? The Crew Chief is the system’s expert, the safety observer and the en-route maintenance worker on the aircraft. He/she is responsible for ensuring the aircraft is safe, airworthy, maintained and additionally acts as the 3rd pair of eyes and ears in the cockpit and is an integral part handling any emergency procedure. The Navy keeps that 3rd person their because unlike the airlines, we fly our 737s (C-40’s) all over the world, much farther than and with a greater load. We also do not fly regular routes, nor do we fly into fixed based operators with maintenance support. So you guessed it, when it breaks, the Crew Chief is the one who fixes it so the mission can get accomplished.

Preflight Inspection/Maintenance

Unlike the airlines, our focus isn’t on revenue, but rather getting passengers, cargo, and baggage where they need to be safely and on time. We can be called at a moment’s notice to transport what’s required to just about any destination in the world. Last minute tasking or changes to the itinerary aren’t uncommon. The original mission may have been scheduled to pick up a lift in California and take them to Hawaii. Due to operational requirement, the mission may get modified to take that lift to Alaska or perhaps pick up additional folks along the way. It happens frequently.

At first glance it might seem very disorganized but our mission is to serve the fleet. When their mission plans change, so do ours. The unofficial mantra for logistics aircrew is ‘Semper Gumby’ (always flexible). Being adaptable and flexible is the name of our game.

Because of the great distances we cover over the ocean, all flight crew members (pilot, flight officer or enlisted crewman) must be trained in survival swimming and water egress as well as general aviation physiology. All Navy Aircrew go through Naval Air Crew Candidate School (NACCS) in Pensacola, FL and are required to go through recurrent training every for years at an Aviation Survival Swimming and Physiology (Swim & Phys) training facility.  Unlike our civilian counterparts, aircrewmen must be excellent swimmers, and be able to egress underwater through several different devices.  They also must go through the hyperbaric chamber and be exposed to the effects of hypoxia.  Airline flight attendants don’t go through this type of training.  In fact most airline pilots don’t either. 

So here are the typical apparatus that a Navy Aircrewman must navigate through to initially get qualified to fly (and re-qualify to maintain their flight status).  The first device is called the hyperbaric chamber.  If you’ve seen the movie ‘An Officer and A Gentleman’ the scene where they are playing patty cake or working on other simple problems is quite accurate.  This device exposes a person to the affects of what its like to be in an oxygen depleted environment and teaches them how to recognize the signs of hypoxia (light-headedness, disorientation, lack of concentration, and greatly diminished sensory perception) and the steps they must take to correct the situation (donning an oxygen mask and returning their blood O2 level back to normal). A lot of folks like this part of the training. You can get feel pretty silly and laugh a lot due to the lack of O2.

The part that many start to get nervous about are the water egress training devices. The first of the devices is the gunbelt trainer or the underwater logic trainer. This is designed to simulate being able to unlock doors and open latches in order to egress out of an aircraft. Training like this keeps people from panicking when faced with a problem underwater where they must think logically in order to accomplish their task. The video below shows an example.

The device that creates fear in most is the Helo Dunker. This device simulates what happens to an aircraft when lands on water and submerges. (since helicopters are very top heavy, they typically flip over and sink, but the same can happen in fixed wing aircraft especially if the wings are separated from the fuselage). The crew member must ride this device 4 times. The first time, they are to egress through the closest exit. That may be the door, a window that must be opened or whatever. Its pretty easy. The 2nd ride, everyone changes places and this time everyone must leave through the same exit. This is where people can start to panic. Humans can hold their breath a lot longer than they think they can. Exiting this apparatus only takes less than 20 seconds, but the first time, it can seem like eternity if you’re the last person out. The 3rd ride everyone changes seats again and this time they are wearing goggles blacked out to simulate nighttime or no visibility while they exit through the closest exit. This requires you to remember where you are, and keep a reference point with one of your hands so you can count your way past seats and feel your way out. The last ride is blindfolded and everyone goes out the same exit. This is where many people panic. My first time I went through this, I got kicked in the face by a person who trying to get out and began to panic when they lost their grip, got lost and had to be pulled out. (If you have to get pulled out, you’ve got 2 more chances to ride it and exit successfully or you are dropped from the program).

The whole evolution is monitored by safety observers and divers who can pull someone up within seconds, but for the initial training session, it can be daunting.

After the last ride in the dunker, the crew member must swim to an inflated raft and run through series of tasks until they are to be rescued by a helicopter (simulated). The person must swim to the strop that the helicopter will drop, wrap it around themselves, ensure they aren’t tangled in the lines and be lifted up. (Boy can this give you a major wedgie).

The basic requirements for someone to enter the training are that they must be physically fit, pass a flight physical and be able to pass a class 2 swim test prior to going to the school. The standards are the same for all members regardless of if they are active duty, reserve, their gender, etc. The ocean doesn’t care about those things…thing thing that matters is if you’ve received the training to help you be able to survive a ‘bad day’.

So the next time you’re on a commercial flight, pay attention to when the flight attendants say “the aircraft has 6 clearly marked emergency exits, your nearest exit may be behind you”. Actually make sure you know where you’re closest exit is because in the cold, darkness of submerged water, it’s not a good time to figure it out.

So I get a lot of questions about my job in the Navy Reserve, what the missions are like, etc. So I decided to cover the questions I get asked the most.

So you’re in the military right? What do you do?
I’m a Crew Chief on C-40A aircraft and fly people and cargo all over the world in support of the fleet.
Flying huh…so you’re in the Air Force right?
Um, no. I’m in the Navy.
I thought only the Air Force flew cargo aircraft.

The Navy Reserve has the largest air wing in the entire service. Commander Fleet Logistics Support Wing (CFLSW) oversees the operation of 15 Navy logistic squadrons who fly C-9, C-12, C-20, C-37, C-40, and C-130 aircraft all over the world in support of the fleet and other units. The Reserve logistic capability (made up of Full Time Reservists and Selected Reservists) make up 100% of the Navy’s airlift capability.

So you do it part time, so you’re in the Guard right?
Nope, I’m a Navy Reservist.

Under Title 10 of the United States Code Each branch of the Armed Services has an Active component and a Reserve component. A lot of confusion comes from understanding the differences between the Reserve and the Guard. The Army and Air Force have both a Reserve force as well a Guard force. Both serve in a supplemental capacity to the Active forces, but how they are governed are the major difference. Reserve forces are funded by the federal government primarily and who ultimately report to the Commander in Chief. The Guard cab have unique missions/responsibilities to the State government, receiving much of their funding through the State and report directly to the Governor. (Guard vs. Reserve in more detail)

So how close are you to being able to retire?
I just passed my 15th year. I will be eligible to retire in 5 more or can stay for 9 total before I’m subjected to the high year tenure regulations have to leave.
That will be sweet, so then you start receiving your retirement pay right?
Nope unfortunately Reservist’s don’t start receiving pay until they have reached age 60 or less (depending on the number of day’s they’ve been mobilized).

For years there has been a lot of discussion about the regulations surrounding Reserve retirement.  The incentive for staying on active duty was that upon completion of 20 good years, you would start receiving a percentage of your active duty pay for the rest of your life.  The pay and allowances for Reserve retirees has always been age 60.  However recently some changes in the law have decreased the age for receiving pay based upon the amount of time serving in a mobilized status (for every 90 days spent mobilized the age is decreased by 3 months starting for service after Jan 28, 2008).  Many attempts to pass a bill to reduce the age for retirement the Reserve have unfortunately been met without success.  Here is more information for folks who are considering the Reserve/Guard and want to better understand the retirement benefits.

If you have additional questions you’d like to discuss, feel free to leave feedback or send me an email.

The carpenter prefers to use the right tools. The surgeon won’t perform an operation without the right instrument, and a professional road warrior makes sure that his/her gear is going to hold up for the long haul. Its important to make sure you have the right equipment for the right circumstances. I don’t mind spending a little more when I know I’m going to get my money’s worth and hate to have to buy something twice. Now I’m not being compensated by any of the companies who manufacture the gear I use (nor am I particularly loyal to a brand) but I don’t mind sharing my experiences with the gear that I’ve found has worked well for me.

Traveling a lot takes its toll on a person but the brunt of the abuse really is taken out on the gear you bring with you. I went through 4 rolling suitcases before I found one that worked for me. I ended up going with the choice of professional flight crews with a Stealth 22″ suitcase from LuggageWorks. This suitcase has a professional grade nylon shell, a steel frame, wheels like roller blades and is certified to fit in the overhead compartment of the 737 (that means that its perfect for carry on). Definitely not cheap, but I’ve been dragging it around for 4 years now and it still looks new.

My second challenge has been finding a backpack that can last as long as I can while carrying a laptop inside, a headset, iPod, my accessory pouch and more. I went through about 5 backpacks (most of them gave up the ghost when it came to the straps not being able to handle any decent amount of weight) before I found the one I currently use. Its called T.H.E. PACK by SpecOpsBrand. Not only has it been tough, but its expandable with pouches that can be connected to the loops outside. (I’ve got a couple small pouches I use to carry things I need frequently like chewing gum, lip balm, or to carry pocket change). Inside I use another SpecOps Brand product called the Pack-Rat to organize all my portable electronics, accessories, Japanese cell phone, memory sticks for my camera, etc. This also makes going through airport security much less problematic since everything is organized for the tech’s to view with the scanning machine.

My last recommendation is more of a luxury than a requirement but leaves me feeling much more relaxed after long flights but also serves a dual purpose in my role for the Navy. I carry a set of noise canceling headphones from Bose called the Quiet Comfort 2. These are fantastic headphones for long flights where I’m flying as a passenger and want to listen to my iPod without having to crank up the volume over the constant drone of the engines and wind noise (hearing protection is important). But they serve a dual purpose. Thanks to a nifty invention from a retired SWA pilot called the uFlyMike, they can be quickly adapted to a aviation headset for when I’m in the cockpit doing my job.

Another drill weekend has come upon on the calendar and now is where I get to show what its like (or rather practice what I preach).

The time line actually started last night…so let me start there:

Thursday
19:10 – Checked in online with SWA (cheapest flight from KC to SD) to get my ticket. Early bird gets the worm as they say or more specifically early check-in gets you a low ‘A’ group boarding number.

21:45 – Start packing. Making sure to include enough clothing for each day, Navy PT gear and any additional uniform items that I will need.
*HINT* I think ahead and clean my uniform before I leave San Diego to go home. I return it to my locker at the squadron so its clean, pressed and ready to go for the next time I’m there. This saves space in my luggage and prevents me from having to check bags which saves time.

Friday
06:30 – Check emails received from the squadron and view the weekend schedule to ensure I’ve packed any additional items that might be needed.

08:20 – At the the office. Today’s plan is to make sure I’ve got all my civilian work finished or at a good stopping place until I return.  All my colleagues have been reminded of my impending absence.

Work through lunch in order to leave a little early.

16:00 – Head out of the office for home.

17:00 – Arrive home, print out tickets, collect baggage and depart for the airport.

18:00 – Arrive at airport for 19:10 departure. (KC connection through PHX and on to SAN)

21:45 – Land at SAN and depart for rental car place.

22:30 – Arrive at NAS to collect my uniform for the next day and head back to barracks room.

23:00 – Go to bed in anticipation for a 06:00 wake up and let the festivities begin.

Keeping family, civilian employment and military obligations is a tough balancing act.

Most of us work a regular 8-5, 40+ hour a week job for our civilian employer. If your job is like mine is that 40+ quickly turns into 50+ at the blink of an eye. While that can be stressful, in itself, throw into the mix family obligations, school, and reserve duty and you’ve got some plate spinning going on.

Spinning plates are the best analogy for how I make it work. To spin a plate the performer gets it going quick enough on the stick to keep it self-sustaining for a bit and walks to another. Reservists have to do much the same thing with all of our personal responsibilities. To do that it takes planning, organization and understanding from our support network (family, employers, friends).

While I am far from perfect (yeah, I’ve had some plates wobble or slip) this is the best way I’ve learned to keep everything in balance:

• Develop a method to keep yourself organized and up date
  I am a MAJOR advocate of smartphones/PDAs.  My feeble brain is only able to hold so much, but by keeping my dates synchronized with my work computer I keep everyone in the loop.  My friends and family refer to my PDA phone as “my brain” which is quite accurate.  So some might ask, about what happens if I lost the phone.  Sure I’d be annoyed, but I’m very careful to sync every day and backup once a week.  So its just a matter of getting a replacement and rolling on at that point.
• Involve your support network in the experience
  This is more important than most people realize.  Letting family know when you will be gone and when you expect to return seems like common sense, but the rest of your support network should know too.  That doesn’t mean you violate OPSEC regulations and share a bunch of details just give the pertinent info.  And here is a good tip, when you travel, take a camera and when you return share those photos and the experiences with your family and co-workers.  They not only get to see what you do, but how you’re able to support the nation because of their support.  It helps ease tensions from creeping up from your absence from work when others can see why.  It might sound silly but everyone wants to be on a winning team and feel like through their support of you, they’re making a contribution.

• Don’t take things for granted
  Just because you are a reservist, doesn’t mean you are above the law or get a free pass. Its important to be gracious to your support network and let them know how much you appreciate their support in letting you continue to do what you do. And when you mess up, (cause it can happen from time to time) be magnanimous about it and own up to it.  Find solutions to the problems instead of perpetuating them.

That is the most common question I get asked.

The answer isn’t so simple. Since my background in the Navy is in aviation, the answer would be “not here in Kansas”. There is a local reserve center but it is comprised of reserve Surface Warfare, Intel and Naval Construction units. No aviation jobs (especially no flying jobs). For years I commuted to Ft. Worth, TX to a squadron and a couple years ago transferred to a squadron in San Diego, CA.

I perform a job that not everyone can do, in a career field that is undermanned. I directly support the active duty fleet in a logistics capacity. Simply put, I get the ‘guns & butter’ and the war fighters where they need to be safely and on time.

This is the beginning of a journey.  A journey that has several purposes. The first is to inform those who share similar experiences with me. Those that commute long distances in support of this great nation.  The second is to educate those who believe that a reservist’s job is one weekend a month and two weeks out of the year.  It is my intent to entertain and enlighten you.  So I hope you keep checking back frequently.