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Wouldn’t be an aviation forum without people going full rage mode with notional or incomplete data.

I hope this is true! Nothing yells buffoonery like allowing in house flight evaluations to see if you’re safe to fly a multi million dollar airplane, but have a “fitness cell” at each base to administer PT tests because they don’t trust commanders.

I must be getting old and senile because I'm totally fucking lost.

Well this has caused quite of bit of stir amongst the thread... They received between 70-80 hours in the T-6. I'm not implying that this alleviates all the concerns voiced about these folks having in-air experience (versus the 160-200 that a normal UPT stud might get through Phase II & III), but experience at 30hrs vs experience at 80hrs is a non-linear increase in experience level. As far as the CAF folks, they did get specific "IFF Type" instruction in the T-6 from instructors with experience in such. There was a point in their syllabus when the class "tracked" and the training syllabi diverged to accomplish an end result tailored to either CAF or MAF/SOF. I'm not making excuses for these folks not attending IFF but it does show the program has a process to produce a desired end result.

I think these guys used the same production company. Dead ringer for a Kenny Powers video!

Let’s let this play out. And then what happened?

Good point - here's a few other situations I thought of that are sure to cause grief if an in-house requal costs 3 years: 1) MWS pilot gets tagged for non flying 179 or 365. The only way to insure yourself is to take an I/Q checkride right before you leave, so when you come back you aren't unqualified, just non current. That does take sq/cc approval for an out of zone check, and given what I've read in other threads about some sq/CCs, that may be easier said than done. I don't think that would work for your Cessna problem though, because once you get the qual in the Cessna, it voids your previous MWS qual, no matter how current the form 8 (no dual qual for the average joe) 2) MWS female pilot gets pregnant - during her DNIF period, her checkride expires. So does she pick up 3 years just to requal once she pickles? (This can also expand to any pilot who has a long term DNIF) 3) MWS pilot gets a Q3 and is directed to fly X sorties/sims before refly - does this count as an in house requal? Again, who is gonna track down every "RQ INST/QUAL" form 8 and attach an adsc, I have no idea. But it seems like the AF didn't think this one all the way through (shocking). It used to be clear that they were picking and choosing what they wanted to follow - now they just muddied up the waters.

He's gunning for Bendy's drunken poster status.

Any second assignment RPA folks that tack on an extra year or three at the end of their UPT commitment for the privilege of meeting airline hiring mins are chumps. Any three letter contractor will pick them up for equal to or better than airline pay starting on day one. The folks that do take the bait are going to end up eating 365s and other shit deals and never see the flying experience they hoped to get. Not to mention the ops squadrons would be getting inexperienced copilots that are mostly worthless training burdens with no return...as majors...with huge chips on their shoulders. But you know YOLO. Let me know how it goes. AFPC counting on RPA returns to backfill demand is a pretty dubious proposition in my opinion. All those folks are getting out. Ask me how I know.

And then?

Fuck 'em all.

confirm BASIC fighter fundamentals? also confirm INTRODUCTION to fighter fundamentals? not some super secret spec ops 5th gen fighter pilot shit? basic right? like bedrock fundamental principles that have probably applied since eddie rickenbacker? lead, lag, angles, energy management, station keeping, bombing range patterns? if kids do IFF in a 50+ year old jet i'm sure they can get the required learning points out of a T-6 im willing to give it a chance and see the results. some of you guys sound like the navy telling billy Mitchell he could never sink their battleship from the air. rickenbacker and mitchell in one post...my history teacher would be proud.

I prefer manually pinging G2 and the scheduling Lt to improve my schedule. Much more interactive that way.

From what I hear tell, SWA has it pretty good in this regard. Maybe cause all their trips seem to be 3 days it makes it easier to plug and play, dunno. The last part is true. 3-days are the easiest currency to work with in our trip-trading systems and are the majority of what scheduling builds. One of the recent articles from SWAPA had the 2018 breakdown as 9.5% turns, 11.5% 2-days, 64.9% 3-days and 14.1% 4-days (rounded). The 3-day number is actually down a bit, but the 1- and 2-day numbers are up. I've found the 4-day trips to be the hardest to manipulate when tweaking my schedule. However, completely dropping trips (you giving back to the company) is impossible except for mil leave, and vacation drops. Giving away trips (someone else taking a trip from you) is a bit easier, but is highly dependent on the quality of the schedule you were able to bid (weekdays, 3-days, start time, commutability, etc). A lot of guys try to maximize their schedules by "clearing their board" and picking up stuff that pays better and/or playing the premium game - which hasn't been too great lately. But again, success with that is highly dependent on seniority. Just my perspective three years in and coming up on 50% seniority in seat/base.

Meanwhile I’m just sitting here waiting for my DD-214 to post... Au revoir boys!

Those were the days...

FIRST FEB at Dobbins because of drama. My ex tried to commit suicide via gun after I broke it off... yeah. They went deployed, never evaluated ect, huge sweep under the rug. ENJOY! Form 8 :(accused of unhooking myself aft 677- never took place* and tried to unhook another crewmember with doors open* again never took place. 3 loads hooked to 1 location.

I know, situation smells like REALLY OLD CANNED TUNA!!