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Showing content with the highest reputation since 11/12/2017 in all areas

  1. 24 points
    A colleague who is F22 pilot for the Virginia ANG had honor of flying a Phantom at Eglin. He flew the aircraft we had at the reunion. Here is the F-22 pilot’s thoughts on flying the F-4: I flew your jet a couple days ago (see attached). I had a little trouble getting the engines started, so I climbed out and shoveled some more coal in the back; after that she fired right up. Ground ops were uneventful, although I couldn’t figure out why the cockpit smelled like body odor, Jack Daniels and cigars…and that was BEFORE I got in it! By the way, what’s with the no slip crap on top of the intakes, it’s like you have permanent icing conditions due to that spray on rhino truck bed liner on top of the aircraft. It’s no wonder you needed so much coal (I mean thrust) to get airborne. Take off scared the sh*t out of me. I lit the burners at brick one and 2 miles and 45 minutes later we were ready to rotate. After barely clearing the tree tops, the gear came up and I climbed away at a VERY impressive 2 degrees nose high. In case you don’t remember, “Trim” is your friend in the F-4 (pretty sure it’s also a good friend on the ground too). Once I got her up to speed and a moderate altitude, we were ready for the G-Ex. Two G-turn’s later and I’m sinking like a rock…the F-4’s energy seems to bleed like Holyfield’s ear in the Tyson fight! After the G-Ex it was time to do a little Advanced Handling Characteristics (AHC) and by “advanced handling” I mean the same crap the Wright Brothers were doing back in 1903…just trying to keep it airborne. The jet flies much like my old man’s station wagon used to drive…You turn the wheel (push the stick) a few inches and nothing happens, then all of a sudden the steering kicks in, inertia takes over, and all HELL breaks loose! You’re pretty much along for the ride at that point and only gravity has a real say in your lift vector placement. “Checking 6” was really quite easy…. because you CAN’T! Scratch that off the list of “Sh*t I need to do to keep myself alive in combat today”. Breathing, however, was surprisingly easy in the F-4 when compared to that of the F-22 (thank you Lockheed)…LOX works, who knew! I think I may have burned my legs a bit from the steam pouring out from behind the gauges. Where are my 6 mini-flat screen TV’s, I’m lost without my HD jet displays (editors note: actually, I’m an analog guy stuck in a digital world too…I really do like the “steam driven” gauges). After the AHC, I decided to take her up high and do a supersonic MACH run, and by “high” I mean “where never lark nor even eagle flew”; but not much higher, a foot or two maybe. I mean, we weren’t up there high-fiving Jesus like we do in the Raptor, but it was respectable. It only took me the width of the Gulf of Mexico to get the thing turned around while above the Mach. After the Mach run we dropped to the deck and did 600 kts at 500’; a ratllin’ and shakin’ we will go…. I though all the rivets were going to pop out. Reference previous station wagon analogy! Very quickly we were out of gas and headed home. As I brought the jet up initial, I couldn’t help but think that the boys who took this thing into combat had to have some pretty big brass you know whats! My first F-4 landing was a little rough; sub-standard really by Air Force measure… but apparently “best seen to date” according to the Navy guys. Did you know that there’s no such thing as an aerobrake in the F-4? As soon as the main gear touches down, the nose comes slamming down to the runway with all the force of a meteor hitting the earth….I guess the F-4 aerobrake technique is to dissipate energy via denting the runway. Despite an apparently “decent” landing, stopping was a whole different problem. I reached down and pulled the handle to deploy the drogue chute…at which point a large solid mass of canvas, 550 cord, metal weights and cables fell out and began bouncing down the runway; chasing me like a lost puppy and FOD’ing out the whole runway. Perfect. I mashed down on the breaks and I’m pretty sure at this point the jet just started laughing at me. Why didn’t you warn me that I needed a shuttle landing strip to get this damn thing stopped? All kidding aside, VERY COOL jet! Must have been a kick to fly back when you were in Vietnam! Just kidding!
  2. 12 points
  3. 11 points
  4. 9 points
    Schwartz. Back with the emphasis on masters degrees, the TAMI-21 saga, Blues Monday, etc that devastated the force long term. The people that flourished during his reign and guidance now have serious placement and access in the actual decision making portions of the chain.
  5. 9 points
    If you truly want to rain hate, reconsider AFSOC as your #1 priority.
  6. 9 points
    I thought the F-4 was pretty cool when I flew it in the Seventies. Baumholder AAR track in Germany at 230 kts:
  7. 9 points
    Being a commander is not a requirement. If you're not interested in performing all of the usual duties for all of your subordinates who are serving in lawful capacities, then just don't be a commander. It would be pandemonium amongst the ranks if the first gay commander only signed certs for gay spouses, and they would be rightly upset.
  8. 9 points
    Ok, you asked. Fedex 777. Mission is to make the company billions and for me grab some of the crumbs to the tune of $250K a year as a co-pilot(First Officer). Typically work 12-14 days per month either all at once with the rest of the month off or week-on, week-off. Much of that work time is soft time (i.e. not actual flying hours). Typically, I'm paid for 80-90 flight hours each month, but it's rare for me to actually have air under my ass for more than 50 hours each month. Since I'm an FO, many trip are as a relief pilot which involves deadheading around the planet in business or first class to various locations where I will meet up with the crew and act as the "free agent" third or fourth pilot on a long haul flight and then part ways. For the last 10 years straight, I've made the highest level in American Airline's frequent flyer program annually and have 1.5 million miles to use for family leisure travel. I can choose how I orchestrate my passenger deadhead flights using the company money available and any extra $$ is available for various travel expenses incurred in conjunction with any trip. Next month, I will be picked up at my house by a limo (paid for by Fedex) and driven to O'hare to begin my journey to Tokyo. My trip is due to start on a Thursday but since I'm not going to follow the deadhead schedule, I will stay home on day one getting paid. Friday, I will fly from O'hare to Tokyo in a lay flat business class seat sipping single malt and maybe catch a movie. From there, I'll take the bullet train to Osaka and have about 48 hours off before I have to work. My only flight on this trip is a 4-hour leg from Osaka to Guangzhou, China. Once I arrive in China, I'm done. I have a quick 12-hour layover and then I'm scheduled for 3 day deadhead sequence to get back to Memphis. Since I don't want to go to Memphis, I'm going to stick with the original plan of a private car driving me to Hong Kong which will get me to my first flight out. Thanks to my frequent flyer status, American has upgraded me from business to first class on my HKG to DFW flight. Once at DFW, I'll hang in the lounge until my flight back to O'hare. Once back to Chicago, another limo will take me home, dropping me off on Wednesday, 5 days after I was picked up. Since I shaved some time off my trip home by deviating, I'll be on the clock for almost 24 hours after I get home. For my trouble, I'll have about 30K more frequent flyer miles and my paycheck will be about $10K fatter (before taxes). Now the rest of the story........ About the time I'm landing in China after the 4.0 from Osaka, my family will be doing the Christmas morning routine. Being an almost empty nester, that's okay and gives someone with little ones a shot at being home. Hardly as noble as it sounds. I'm just a lazy MFer. Getting paid 10-grand to deadhead in style back and forth from Asia so that I can fly a single 4 hour flight is a fair trade off. That trip plus another for the first 6 days of Dec make up my month. So, that's one snap-shot of the Fedex 777 thing. Believe it or not, I've had better months, but this will definitely be a good one. The bad ones can be tough but with a little seniority, the good far outweighs the bad. Our bad doesn't hold a candle to the long days those of you still doing the job for big blue deal with. So, when you decide to bail, come on over - the water's fine. I usually get a paid commute via private car and first class international deadhead every month. There's lots of "Q" in the QOL and I definitely recommend it. Also, WTF is a "stewardess"?
  9. 8 points
    Moose, the weapon in question is DA/SA and the defense argued that it was stolen while in SA mode and the light trigger pull of 4.4 lbs contributed to the gun “accidentally discharging.” Anytime the trigger is squeezed, it is no longer an accident and becomes negligence in my opinion, but many folks still consider it an accident if they squeeze the trigger and something they don’t like happens. NS— firearms definitely do not regularly discharge accidentally. Mechanical failures causing a discharge are extremely rare, but you might be of the camp who considers it an accident if you squeeze the trigger and recive an unintended outcome. My general take on this trial is that we don’t know what evidence the jury heard to reach their outcome. However, that so many liberals I know are pleased this guy escaped a murder conviction has forever turned me off to their opinions on gun control. Here we have a multiple time felon, illegal immigrant, with a stolen police weapon who kills an innocent person with the stolen weapon. If one cannot support a criminal conviction in this instance, we have a philosophical disagreement that can never be bridged and nothing left to talk about regarding gun control.
  10. 8 points
    When everyone is the tip of the spear, you realize you are fighting with a frisbee.
  11. 8 points
    BTW Prince Saleem needs more cigarette breaks and 12 more 87 rides. He's on the 2 year UPT program. Also he won't make formal brief Monday because he's got some Tinder dates in Dallas on Sunday and he doesn't want to drive his Maserati back in the dark. He may make 3rd go if Allah wills it. As-salamu alaykamu vanilla face.
  12. 8 points
    Since when has the AF cared about later?
  13. 8 points
  14. 8 points
  15. 8 points
    In general I agree with you but..... We are not a secular democracy, we are a constitutional republic, God and Creator are all over the Declaration of Independence, and if the writers wanted the separation in there I believe they would have put it there, at least 6 people signed both. The ones that wrote about it in letters wrote about separation of religion, not from religion. I would also argue that a one persons rights are not more important than another persons. All that being said the military is a different animal, those higher ranking than another can tell you to shut up and color.
  16. 8 points
    Unless you fly the Eagle. Still rockin the fix to fix because they won't upgrade us to GPS. [whining] Every time we go cross country (ANG so XC for all my friends!!) it's the same story. "Jazz01, cleared direct BISBY" "Jazz1, unable - need a vector, a navaid or the lat/long" "Oh, ok, um... Jazz01 cleared direct FTBOL then." "ugh.... Jazz1 unable FTBOL - I don't have GPS, cannot go to a GPS point" "Uhhhh, well lets see, uh....Jazz1 fly heading 260" "260, Jazz1" "Jazz1 contact Memphis on 124.8..." "(doh!) Jazz1 still needs a Uniform freq..." [/whining]
  17. 7 points
    If Top Gun 2 generated buzz, then, of course, another in the genre will too... 12 O'clock Nigh Scene 1: Delta FO Harry Stovall, having parked his 787 at Heathrow, kills part of his 20 hour layover with a stroll down some shop streets near The City in London. Suddenly, he spots a model of an F-15C in the window in a junk shop...cue harp music and wavy focus camera... Scene 2: Then Captain Harry "Burner" Stovall is the reluctant wing exec and is slaving away at his desk awaiting the arrival of the new wing king after the previous one had been fired for boning SSgt Yummy Britches in the staff car. The door bangs open and in walks Col Frank Savage, fresh off his Air Staff tour (prior to that he'd flown the Eagle for one tour at Eglin, then had a career of exec/school/exec/school/command, to the Air Staff and now here at RAF Archbury). Stovall stands up to acknowledge the O-6. Who immediately berates Stovall for having the fun meter morale patch, his flight cap visible in his leg pocket, and his zipper slightly below his name tag. "Captain, I want to see the personnel folders of every pilot in this wing immediately." Scene 3: That evening in the Club bar, Stovall is at the bar trying to not badmouth the new commander as the bros gather 'round looking for gouge. When in bursts Savage himself, proclaiming "This bar is closed. All pilots will muster in the wing auditorium at 0700 tomorrow morning." The crowd files out grumbling unintelligibly... Scene 4: The next morning, at 0700, the auditorium is called to attention and in strides Savage, his Chief, and Stovall. Savage ascends the stage, dramatically pulls the cord to the curtain covering the big board, to reveal...The Plan "Gentlemen, effective immediately, every single one of you will reset your clock on all the ancillary CBTs the Air Force and DoD have mandated. You will complete this no later than a week from today. I will not tolerate sloppy uniforms or sloppy green dots." Raising his hand the OG asks, "Sir, that will take nearly 70 hours even if we group take all the on-line tests and the like. We are supposed to deploy for the Baltic Ops mission next week and had some LFEs scheduled with the Brits over the Wash." "Col Cobb, if I want your opinion, I will give it to you. That's all, gentlemen. Dismissed." Scene 5: A week later: "Stovall, why am I seeing all these 7-day opts?" "Dunno, sir. Here's mine..."
  18. 7 points
    Correct. I'm purely an AETC instructor and Recce guy. When I was teaching UPT studs, we weren't teaching them to be "fighter pilots" in 4th and 5th generation fighters. We were giving them the foundation that would bring them success in their follow-on assignment... whether it was a 4+ gen fighter... or a B-1, B-52... or as a FAIP. Our goal was to get them to earn their wings. Not to be a dick, but it seems you don't have 7 years in AETC, 4000 hours in the T-38, a solid understanding of what the UPT syllabus is supposed to do, and how to execute it with a 22 year old with less than 100 hours of flying time when you get him. When teaching said 22 year old how to fly the T-38 in formation, we worked on basic station keeping, the rock-bottom-basics of maneuvering, and a myriad of other basic tasks that would have you rolling your eyes in boredom. But those building blocks are what the CAF has asked AETC to give them in the product that we graduate. Stanley understands that when he parks the throttle(s) in the northwest quadrant, the fuel flow goes up. When he becomes your FTU student or MQ wingman, you can emphasize just how much he actually loses in his afterburning fighter. In UPT, we are also unable to teach him about 20 mile tactical spread using a data link. Or anything that has to do with using a radar. YOU will have to do that. I'm busy teaching him how to put the thing-on-the-thing-on-the-thing; do a loop; master a 30 knot rejoin; have the SA to monitor his jet; and... yes... do Ops Checks. You see, those Ops Checks are a building block item, and the FTU will no doubt add more to that regimen of discipline. As BeerMan says, we don't use the afterburner much in UPT. And certainly not enough to make a difference in their follow-on FTU performance... no matter if it is a fighter, attack, or bomber platform. I have no idea how you derive that the fact we have an AB in the T-38 changes the quality of the UPT graduate. But let's say the T-50 gets selected as our follow-on trainer: do you think the UPT syllabus will have them tapping burner regularly because they need 17,000 lbs of thrust on a student sortie? One final point. The French fly the Rafale, the Brits fly the Typhoon, and the Canadians and Aussies fly the Hornet. None of them use an AB-equipped aircraft in their UPT syllabus. Somehow, they manage to make it work. I'm thinking that, if DoD gives us a great trainer with no AB, we will do just fine.
  19. 7 points
    No, we actually didn’t. One of our guys killed a dude on his own. “We” didn’t have “our guys” do jack shit. Please, for the love of God, don’t ever be a commander of anything. I cannot stand narcissistic leadership that convinces itself that it must solve all problems with asinine micromanagement and mass punishment. Your mentality of “having to do something” causes one to make irrational and emotional decisions that do much more harm than good. Real leaders are much more thoughtful and intelligent than this. This type of leadership has much more to do with the pilot retention crisis than any other single factor. Incidents like these happen when you have 100k people in your organization. You don’t punish the 99.999% when 0.001% screw up. Unless you’re a dumbass. Then go right ahead, this Lt Gen will probably just secured his fourth star for this brave stand.
  20. 7 points
    I've been at United for eleven years this month. Currently a 737 Captain at LAX. Held the left seat at nine years and currently am sitting reserve at home in SoCal. I flew the 737, 757, 767 and very briefly, the 787. I have loved every minute of this job. Great coworkers, generous pay and benefits, more time off than anybody I can think of that actually has a job. My former 787 FO peeps on reserve have all grown Grizzly Adams beards. I flew with plenty of prior service folks when I was in the right seat, but it's been a real pleasure to work with a younger generation who are a little bit closer to my age, fresh off their military careers and not yet bitter and angry with the industry. And with the leadership we currently have, I am cautiously optimistic they never will! I have been very fortunate to fly with consistently high quality folks from all aviation backgrounds. I am grateful I upgraded as soon as I could. Even with the temporary commute I did to SFO and the vagrancies of life on reserve, it's been a total pleasure to be in command again and set the tone at work. I can highly recommend the ECIC prep, it really took the stress off and allowed me to just concentrate on communicating. Spend the time and money, it's worth the peace of mind and there's way too much money at stake to leave things to chance and not to come loaded for bear. Checked and Set is an excellent resource too, Charlie Venema is just as sharp as Aaron. Anybody who's got a question about UAL they'd like answered should feel free to drop me a PM. If you're in LA, let me know, we'll get together and I'll give you the fifty cent tour of the flight office. I'm immensely proud of our company and our relationship with veterans. In addition to former military pilots, I've flown with former NAVs, FEs, controllers, tank company commanders, Delta force, black-shoe navy submarine commanders, grunts and even shoe clerks. Haven't had a bad day yet.
  21. 6 points
    Thats a keg, you should go to timeout.
  22. 6 points
    For all the newbies watching this thread, find yourself an IP in the know on the U-28 as well if you’re looking for a sweet mission. If you’re wanting to fly a Raptor so you can show all those jerks from high school how cool you are now, then by all means go that direction. If you’re truly wanting to kill terrorists for God, Mom, and Apple Pie, give it a look.
  23. 6 points
    Enlisted Pilots? We already have a program where motivated E's can become pilots, it's called OTS. It works too. I know because I'm one of them. If an E thinks going to college while working is too tough....then pilot training will be impossible.
  24. 6 points
    The problem is not about production, it is CLEARLY a retention issue. If the AF produced 2,000 pilots next year, they would still be massively foooked. Look at the timeline, after a year of UPT (maybe less with the insane ideas floating around), Survival School, IFF, RTU...best case you get a crap ton of green barely qualified folks in 22-24 months from start date. How long to get them MR, seasoned...or would you just start throwing them into the fight like Kamikaze pilots in WWII. Retention is the issue up and down the timeline, you need seasoned folks to stay around at warfighters, instructors, and LEADERS.
  25. 6 points
    Not saying that or implying that military pilot training is the only way to become a great pilot What I am saying is that it is PATHETIC that a military institution historically based on airpower with a 132 billion dollar budget, 12,600 pilots, 5 bases dedicated to pilot training and over 1,000 training aircraft and access to enormous amounts of data that was foretelling this problem can not figure a way out.
  26. 6 points
    Yeah, but 89 of those days were spent arguing about the difference between an aileron roll and a barrel roll.
  27. 6 points
  28. 6 points
    I have been with this board since shortly after its inception - I joined as a young Captain and tapered off after retiring two years ago as a Lt Col. Due to my departure and shrinking level of current USAF knowledge, my contributions to this board have diminished. But it occurred to me after a PM from a board member that myself and others in my situation still have a valuable contribution to those who are looking towards a post-AF career. So I'm starting this thread as a specific Q&A for airline hiring, with emphasis on direct connection to guys working for the airlines who can mentor and assist. I am not posting this in the "Leaving the Air Force for the Airlines" thread because I want this to be less bitching and more informational. For those who currently fly, please chime in and provide credentials. Ideally we can provide an accurate picture of what it's like for our specific airlines. I'll start. American Airlines DFW 737 First Officer. Feb 2016 hire, previously MIA based. The grass is definitely greener - no queep, no work once you're done. On reserve, 12/13 days off a month and guarantee pay of 73-76 hours a month as a reserve pilot (higher pay as a lineholder). Commuting blows ass, first year pay ain't great, but 2nd year pay is equivalent to my retirement pay as an O-5. Some of the work rules aren't great, but from a relative perspective of 20 years in the Air Force, this is a sweet gig.
  29. 6 points
    You're right. It's fine for commanders to treat people differently because of their personal religious beliefs. Thanks for putting this all to rest.
  30. 6 points
    Lotsa hate from these boyos...
  31. 6 points
  32. 5 points
    So let's see just how many different possible solutions the AF can come up with to sidestep fixing the actual retention issues.
  33. 5 points
    As tech increases, you need to keep platforms that have ease of expansion, excess generator and ECS output and minimal carriage restrictions alive. When the 69lb brain trusts make the death-star-turn-it-on-and-you-auto-win system (likely first fielded in a pod) we can't afford to spend $690B and wait 15 years (ala aim-9x) to get it on a Raptor or 35. There's some pretty cool crap already out there, integration on the 5th gen is a monster. At the unclass level, the whole idea and execution of RCS reduction (I won't call it stealth for 4th gen) has advanced considerably. Can't turn an Eagle, Hornet or Falcon into a Raptor but you can bring those threat wez's into something more manageable - particularly if we actually put some interest in offensive EA game. Hi/lo mix still makes sense from a lot of perspectives - a lot of the monetary pain we see right now comes from the significant gap in fundage towards sustainment of 4th gen during the 90's and 00's. Chickens have come home to roost in that department so instead of upgrading mission stuff we're buying new wings for multiple platforms and finally trying to figure out just how many hours we can really fly these things.
  34. 5 points
    They are called missles, not hittles
  35. 5 points
    Staff: “The reason guys are leaving is the huge pay gap between the Airlines and what we can pay!” General: “I have a great idea. Let’s widen the gap even more by making enlisted pilots!” *All others in room stand and applaud in unison* Just a scene from a play I am working on.
  36. 5 points
    Once had a girl tell me anything can be a d!ldo if you are brave enough.
  37. 5 points
    Word. So here's another story for ya. So there I was as an attached flyer, watching the flt/cc give the cats the formal release spiel. Some shit went down in San Antone I wasn't privy to the weekend prior, and they got straight up Shawshank'd into "flight room CAP". Nobody goes anywhere without an alibi, and pack a lunch. So fast forward to the next day right around 1100ish and I'm about to brief my kid when I see the flt/cc go over to a couple of studs motioning and arguing with Prince S. on the center table: flt/cc: "Where you think you're going man?" Pr. S: "Uh, Silver Wings zzir" flt/cc: "No you're not, what did I tell all of you yesterday about bringing in lunch with ya?" Pr. S: "Oh yes zzir, but zzir, you see...I don't have a wife, so I don't have anybody to make me lunch...." The collective room: I had to bury my face to contain my laughing outburst. I'll never forget the pregnant pause from the flt/cc. Truly didn't see it coming. It was truly a #thuglife moment, and the sincerity and nonchalance with which he said that was Epic... and the day I realized this goddamn place had jumped the shark. Fast forward more years than I care to remember or admit to, and I feel like the Houston WTF reporter. 50% of my daily grind is spent on this ME nonsense, but somehow we're all tapped out of 38 domestic production up in here though, but DTS ain't gonna unfornicate itself either. And now this mickey mouse business about zero-to-hero? Holy Mary and Joseph on a donkey. Like the man said:
  38. 5 points
    The T-38 is TIRED, that is a given, it must be replaced NOW. That being said, I don't think a 9G $30 MILLION trainer is the answer. Having been forced to look at the "numbers" as a OSD staff weenie, I am not convinced a pseudo F-16 will hold up and bear the fruit you want. Most current fighters are programmed to fly 250 hours a year at horrible FH costs (F-16 = $22,000 an hour, F-15 +$41,000 and hour, F-22 = $68,000 an hour), and I truly wonder if this aircraft can sustain 500-600 hours a year. I fully understand that folks going to fighters particularly 5th gen aircraft need to develop the ability to maneuver dynamically under high G, but I wonder is that a function of UPT or IFF? Most of the bomber folks going through UPT track through T-38's, why in the world do they need a 9G trainer other than the cool factor? If I were as you suggest king for a day, I would likely have several aircraft in the mix including a jet like Scorpion that has a 7G envelope and has business jet like efficiency AND reliability. I would beef up IFF and make it longer while equipping them with a jet like the T-50 in a program the truly develops fight pilots, not a top off of UPT skills for everyone. One of the constant bitches I hear on here is guys need time in the seat. You will not surge a jet like the T-50 and we certainly can't afford 1,000 of them to make the numbers good. If we bought something like Scorpion at a cost of less than $20 million that can EASILY fly 1,000+ hours a year at less than $10,000 a flight hour you now have the ability to build airmanship and experience. The other thing about a jet like Scorpion, you can easily put a radar in it and software that mimics what is found in our 5th gen jets. The young SNAPs can now go fly for hours practicing the muscle memory required to employ today's high end capabilities. Think about it, on a standard 5th gen training sortie how often are dudes flying high aspect BFM? And how often are they driving around in the bozosphere at 3-4 G practicing long range employment or air to ground weapons employment. Again, I am NOT saying we don;t need a high-end 9G capable trainer for our fighter folks, I just don't think we need that as part of the UPT program. We need a paradigm shift that allows us to train the best aviators in the world within the economic constraints we are dealing with.
  39. 5 points
    the navy should worry about not running their ships aground and into other shipping traffic instead of getting beta-cucked by a cock in the sky
  40. 5 points
    OTS 1803 9 Jan - 9 Mar Laughlin UPT starting 24 April Into the pipeline I go!
  41. 4 points
  42. 4 points
  43. 4 points
    The new guys we are getting out of FTU can barely fly as it is! They get 6ish flights and take a checkride. Then show up back home and get 6-9 more flights. That is obviously with the full-up T-1 syllabus. Typical USAF thinking...save hours on a $1000/hr jet...only to spend more hours on a $10,000/hr jet a few months down the road. Idiots.
  44. 4 points
    If they can put Army Rotary Wing in the airspace, they can put a low tech CAS solution in the airspace. And we did....been there, got the T-shirt. Put CAP and SEAD in the air and tell the people that might make things complicated “go ahead bro... we love proving just how good AMRAAM and HARM are.” The authors point reads like an advertisement for more 5th gen solutions to A-10/U-28/Predator problems. We don’t all need to be contingency capable for the knock down fight with the Russians. There was a reason for the Hi-Low mix, and this makes it out like we will completely ignore the Hi part of the equation which when you look at how we supported Raptor and Lightning while wholesale abandoning stuff the 4.5 gen fighters need like the loss of Raven, Weasel, etc we did exactly the opposite.
  45. 4 points
    Attention any lurking senior leaders: get your shit together, go to congress, and stand on their desks until they give you $600m annually for aircrew bonuses. That's $100k more for 6k dudes. All of the harebrained ideas above will cost you way more than that; $600m is only enough to get 600 unqualified wingmen/copilots vs getting thousands of experienced guys to stay. Dont make this hard.
  46. 4 points
    I flew with him as a young nav and ran into him again as a 38 stud at DLF. I saw him in the hall not 15 minutes before we stepped to fly on Monday and we talked about hopefully flying 4-ship together for old times sake. One of the most gregarious, over the top, talk your ear off for hours larger than life guys I've ever known. F*ck, this one hurts. I'll miss you brother.
  47. 4 points
    Gotta do a full penetration afterwards.
  48. 4 points
    Passive aggressive and blown out of proportion. Nice touch.
  49. 4 points
    Oh, well if your after F-15s only the rules are slightly different. Make sure you bring something special for the crew chiefs and tell your current boyfriend not to get too jealous.
  50. 4 points
    So my question is, why are we doing certificates or anything like that for anyone? How does this make us a more effective and efficient fighting force. If my wife ever got a certificate of appreciation from the AF, I’m sure she would think to herself, “this is all great, but doesn’t erase all the times I have been treated like I don’t matter at all. I would rather they just focus on doing their primary job so my husband can come home at a decent hour every now and then.” I don’t know exactly what she would think, because I never ask her for her opinion anyways, but this is my best guess for what she would think.
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