BFM this

30" google search. The only pointy-nosed 4thMAW (USMCR) squadron left. As of 7 years ago, when I left USMCR, the only way into the pilots seat was through AD.

Great info, thanks. I put the question to the registrar's office directly. They replied along the lines of: "No, Silly, you can't get TWO master's. DUH!" The reply I sent back went something along the lines of: -I'm trying to game the system, not get two master's. -I know I'm not the first to come up with this idea, and I'll bet you're wise to it. -Will I be allowed to game the system? It's guys like me who probably got you that Leadership Concentration course right off the bat. YW.

This seemed like the most appropriate thread to revive for this question: I'd like to start work toward ACSC Online Master's (the goal being to do the PME/Master's in one vul). Unfortunately, I'm not eligible. Air University is offering an OLMP in a Leadership Concentration for which I am eligible. That course has the same Core Courses as the Joint Warfare Concentration (ACSC). So my question is: Can I start work in the one Concentration, then transfer to the other once eligible? The variable would be in what order the courses are completed and if I have any control over that. IE, if I can start with the Core Courses only, most of that work will be done when I'm eligible to do the Concentration Courses (ACSC vice Leadership). If they are "striped", then I'm doing a bunch of course work (Leadership Concentration) that doesn't gain ground toward the goal (I'll just get my Masters elsewhere and do ACSC when that time comes). Just tryin to get ahead of the game a little. Sidebar: anyone completed either OLMP? Feedback/review?

Since somone mentioned Rosie Roads: NAS Bermuda! Or, in keeping with this thread's track: Kindley AFB.

Maybe those layers of insulation that he had while on AD are gone. 12 pages of this thread; does anyone think that any substantial fraction of the info here made it to his ears while he had stars on his shoulder? My bet is that he prob still doesn't accept his image yet, but the gears might be turning. Or like Hacker pointed out, he prob hired someone who is whispering: "Dude, tone it the fuck down already!" in his ear.

What year chickenhawk? I lost an engine in a 68 model, on a moonless night, S&L 7500'. Had some time, tried a throttle burst, which seemed to get a bit of a response, then I tried the primer, which gave me 2-3 second bursts of power; enough to get me up over a final glide to the nearest field. The motor suddenly woke back up as I was rolling out on final, but by that time I was as good as checked into the nearest motel... Mechanic said it was likely vapor lock (which made little to no sense).

Need to start a new thread, stickied, of "Classic First Posts".

Yes, but true to AF tradition, the t-clones have a cast of thousands lugging how many barney's worth of stuff while the blues have *A* herk...

I've taken the time to paraphrase this sentiment on every post deployment "Are You Going to Off Yourself? Survey" that I get sent. I know that it isn't going to go anywhere, but like a near-beer, I can pretend for a moment. Edit: spell check is your friend.

anyone notice in that slideshow that they intend to start stamping out new CH-53's? Interesting...

Moody just implemented a all-vest all-the-time policy a short time ago. To a lot of safety conscious riders here, this new policy sets the rider/safety/command relationship back a solid decade. I've got a 10# custom armor leather jacket with far more reflective material built in than any vest on the market (cause I had it custom made). Acording to the new policy, I can leave that hanging in my closet b/c it's not a vest. The Icon Mil-Spec backpack is ok, as long as (I'm not making this shit up) it has it's own vest wrapped around it. Reflective belt around a backpack is a no-go. BL is that DOD sets the baseline, and from there ymmv based on how much your local command hates motorcycles (cause most do). \\rant off\\

The 38 is a lot of things, slow not being one of them. For pattern and transition work, no prob. Ain't nothin chasin that girl once she was off the leash, though.

You've got a sick mind.

Not really a true revival. I think this was a derailment snipped from the "Track Select/Assignment" thread a few days ago, and pasted, more appropriately, here. The mods really need some sort of chat window to keep the SA flowin.

Gringo, First off, my vote on your original question is "FVCK YEAH!". You've already explored most of the why's and how-to's so I won't belabour the issue, but I'll add something to consider. It's been a while since GA in this country (or anywhere for that matter) has had an experience base in conventional gear primary flight trainig. The school that you are looking at may have some CFI's that are experienced TW instructors, but they may have never taken a stud from 0-PPL in TW. I had a student walk through the door when I was teaching at an FBO that wanted to do the same as you. Luckily (since I was the only TW-CFI there) I got the job. But he and I fought an uphill battle with issues that the typical trike pilot doesn't have to deal with on the way to a checkride. Checkride day: It was the chief pilot from the university I'd been attending that came over to give the ride. After he opens the guy's logbook, he paused, and raised an eyebrow in my direction... Needless to say, we went well over the 40 hour goal (and well over the 55 hour average) to PPL. Worth it? In hindsight, I'm not so sure. To him, well, he could afford it (he was retired) and it's what he wanted to do. He's gone on to his retirement dream job flight instructing at Ohio State. fwiw

Jarheadboom: 96-0202. And I wasn't even there... CrewReport: two posts earlier, based on discussion in this thread, the number is playing Waldo in the picture you provided as well. C'mon, you can do it... For those that have been trumpeting on the 18yo just out of training = IB FAIL. But if you're satisfied with that... For those that ask why this is important to us, 2 reasons: 1) most of my trips to the boom were just a welcome change of scenery during my last depolyment. A chance to stow the pod and fill a piddle pack. Ocaisionally though, I didn't have you up hot mic b/c I was working three radios and plugging grids while you were looking for the next cloud. Ever wondered why you heard my voice talking to Wizard while plugged? 2) you've got your 18yo baby boom, I've got my just out of MQT wm. I'm trying to hammer radio discipline into him while you want to fill out a travel voucher over the radio. This is an important skill that may save someone's life someday (read turning a TIC into a controlled bad-guy killing environment post above). Before the flames, I'd like to recognize the crews that get it: To the pilot who unexpectedly rolled out one afternoon while I was on the boom. "Understand you wanted to turn back uptrack?" "Yeah, but the sun is in another 20 degrees, so we're rolling out till you're complete" I nearly cried. To the pilot who figured out how to do a 200fpm tobbagin when that's all that I needed and 300fpm would've put us in the clouds. To those who insist I disco before you'll start a tb: To all those who give TCAS SA based on bearing instead of "I show you at my 10 o'clock" And my all time favorite: thank you to the booms who refrain from starting a metronome with the boom just after I start forward to contact. WTF is that, anyway? You understand I'm flying vis-refs, right?

Top-3 in the fighter world is the term for squadron supervision during flying ops. The OG puts a SOF in the tower, the FS/CC puts typically a Flt/CC or ADO at the desk (referred to as Top-3). Job comes with expectation to get verbally crushed every few tours.

It's easier to sell a cake that has some frosting and decorations on it. I really don't think the "swearing", "outbursts", "public humiliation", and """assault""" charges are what got this Captain canned. Those were just the easy to digest illustrative points that made good copy for the editors at Time and the reading public. My gut feeling is that some folks with quite a bit of collective officer rating and mentoring experience might have, for once, done the right thing before others' mistakes turned into a mishap investigation at worst. Of course, I could definately be wrong.

And therein lies the debate...

The word AFSAS is not privileged or classified. Recommending a look in AFSAS with the help of your FSO is not a foul. Those that would say so are only on a break from thier "calling" of multiple 365's to the Died...

This is total BS! Why is it that any time we try to get to the business of bashing Died bufoonery, there's always some idiot that's got to go around critiquing "forum etiquette" and "intertnet skilz", and "grammar". Leave us forum pros alone to tell Died stories damnit!

Wow, this thread sure went ugly early...no pun. Vetter, I got to be the designated-LPA attendee to an airshow a while back. NS, put 7 body-bag sized duffels into one pod. Some keys to success: -Don't jam pack the bag to capacity. You don't have to under pack to the point that you ask yourself "why didn't I just bring a jansport?", just leave enough room to manipulate the bag thru the door. Any bags with frames or rigid structure (sts) are not ideal. -If for some reason, you end up doing an airshow or being the designated "hey, bro, can you throw this in your pod for me?"-guy, the key here is to get the first couple of bags all the way in the extreme fore and aft spaces of the pod. Typically leaves room for at least three more in the main middle section of the pod, depending. -As mentioned, pods are dirty, this won't be the bag you'll use on your future legislative fellowship... -That said, try to have a two-pod standard as much as possible. This will allow your crew chief to direct all mx stuff to one pod, so that you can have the other. Single pod jets end up being a food fight btw you and super when you get to the jet. -Pods also have sharp edges, so heavy canvas is preferred for larger bags, but the Northface referenced earlier should do fine if it's small enough to fit through the door cleanly. -BOOZE needs to stand upright, preferably in a plastic bag (or several). Standing upright ensures that any pressure release is only air. The plastic bag is for just in case. If you can get your stuff packed around the booze, that should help with stability. You should be good for your planned LATN, but I'd avoid the inverted stab demos for this leg... I put booze toward the back since the jet spends most of the flight in a slightly nose high att (again, just in case). -As always, hit-n-run should be the last bag in if you don't use the crows nest.

Translation: It's Tuesday morning and Scoobs' liver still hasn't cleaned up from Alabama's win...

What happened to the pin? This thread is a cautionary tale that should be preserved. I'm thinking of printing it and putting it in a binder labeled 3.1-SHOE

I'd be willing to bet Billy Mitchell used that phrase during his CM.