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EvilEagle last won the day on December 25 2018

EvilEagle had the most liked content!

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About EvilEagle

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    Flight Lead
  • Birthday 10/15/1977

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    flying, motorcycles

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  1. And you know this from your vast experience flying in the military? I disagree with the statement that humans can't breathe on the moon. Of course I've never been there, but I've thought about it my whole life and I think I know better than the guys who worked their ass off to get there. They say you can't breathe, but I know I will be able to; they just don't have my level of dedication and desire to breathe.
  2. Agree that units will interpret differently; I'm just passing along info here. That's what A1 told me and as a commander that's how I will use the reg. Hopefully others will as well.
  3. Ok, so what does that mean for any other drill that you don't want to come in for? For example, crew member returns from a deployment two weeks before a UTA. He/she does his "PMCR" that we don't really get, but sometimes we do have a week of orders after we return, and now this person wants out of UTA because they haven't been home for the last 4-5 weekends. This isn't a family emergency. The individual isn't going to get paid for not showing up. What constitutes an "excusal". I can tell you my unit excuses people all the time and not just for family emergencies. This. Any drill needs commander approval to RUTA/RD but there is no limit (other than the specific case for getting paid but not showing up that I mentioned).
  4. I was just up at NGB last week putting sticks in eyeballs about the AF-IT/DRRS/ARTS/SORTS soup-sandwich of reporting that we are saddled with. While I was there we had a talk with some folks in A1 about RUTAs and AFTPs. I had heard there was only one approved per year - she (Col Doyle) broke out the ANGI and read verbatim that the one per year was an "excused absence" - which she went on to define as a family emergency that commanders can excuse people **AND THEY STILL GET PAID**. I've never heard of that nor do I intend to do a lot of approving of those absences but the important part is that as long as the CC feels the RUTA/RD is valid, press!
  5. When I call guys to offer the job I give them a window to make a commitment. (usually 30 days or so) I expect people are interviewing at other places. Once someone commits you can bet your bottom dollar that if they have a change of heart I'll be calling their new commander to inform him of that persons lack of moral fiber (and I've had calls about people the other way as well). Just be honest, if you are good enough to get the job it won't matter. Knowing that we weren't someone's first choice wouldn't stop me from offering them a job if they were the best candidate.
  6. No chance as far as I’ve seen in the 19 years I’ve been flying jets in the USAF. Stick with the civilian career, sounds like it’s going well. You’ll be on with a major in no time.
  7. Remember, ENJJPT does not guarantee fighters or bombers anymore. The studs we send to ENJJPT have had a higher washout rate in the RTU in the last 6-9 years. It's not what everyone makes it out to be. Wherever you go, just work your ass off and be #1.
  8. I'm not going to fully answer that because this guy might be interviewing at my unit one day and I don't want to hear my answer thrown back at me. However if you think about it logically you'll find two things: 1) All his other scores are great - why the one low one? It's not a little lower, it's a LOT lower. Why is that? 2) Why even have verbal on the test? Maybe because (especially for fighters) you spend your entire career giving and receiving briefs, internalizing that information immediately and formulating a plan for what's going to happen when $h!t hits the fan. Airborne you have to know and comprehend quickly a vast amount of info that is only given verbally. To me it seems obvious why a fighter pilot would need a high verbal score. DG'd at UPT - congrats. If you are on the way to a fighter you'll soon figure out that UPT was bush-league and likely the easiest 12 months of your next 10 years. It gets harder, not easier.
  9. Be ready to answer why your verbal score is so low. That'd be the first thing I'd ask if you were rushing my squadron.
  10. I'd say that depends on the board, how challenging your degree program was, what extra curriculars you had going on then, etc. 3.3 isn't bad, but if you have a degree in Civics or something with a 3.3 and got 99's across the board on the AFOQT you just weren't trying in college. However if it was Engineering Physics.... BL: Probably competitive in most places I'm familiar with.
  11. The reason most fighter units don’t go for age waivers has very little to do with the hassle of doing the waiver or the likelihood of it being approved (it’s high). Most dont go after them because the track record for people who start training late in life to become fighter pilots is very poor. There are exceptions to everything but in general starting after 30 has increased likelihood that you’ll struggle as a FP. Units have to want to take a gamble on you in favor of someone with comparable or better scores and is younger; it’s an uphill fight IMO.
  12. I was a part timer who commuted to the airline. I disagree that 6 is the absolute upper limit. Some month require more, some could require less. I think it also has to do with the pilot and their proficiency. You are are required to maintain RAP which is 6 sorties; if you aren’t CMR you aren’t doing anything for the squadron. If you also sit a day of alert how can you expect to work less than 6 days and get all that done? Double turning every time you fly and skipping out on the debrief is an excellent way to let your skill set atrophy to the point of being a no-load. Personally that’s not acceptable to me because I’m a fighter pilot and that’s not how we roll. As a commander, I keep a close eye on anyone min-running it to ensure they aren’t becoming dangerous in the jet and are able to keep a reasonable amount of proficiency. A 2500 hour IP can probably do it in 4-5 days a month; a 400 hour 4E likely not.
  13. Definitely depends on the squadron and airframe. "beyond ridiculous" is in the eye of the beer-holder. For our squadron we ask that they make RAP (6 sorties - so probably 5ish days) and sit a day of alert. Some months more, some less depending on how much we are TDY. Definitely makes it easier to live near your ANG unit and commute to the airline IMO. I flew the line for a year commuting from Nola to NYC and it wasn't that bad (lucky that I had a line straight away). It can be busy though when you are junior and have low density trips with the airline. Also depends a bit on how you bid. If you put all your mil leave in before the bids you will likely work more because they'll fit trips between your mil days. If you wait till your schedule drops then decide which trip you don't want and drop it via mil leave you can control QOL. Which one pays better will probably change after about year 2. As always YMMV.
  14. Yes, it legal to do. Whether your unit has any resources to give you is another issue. Temp AGR is the easiest way to go.
  15. Email 122fspilothiring@gmail.com We are looking for the same thing every squadron is looking for - the best possible candidate to send to UPT.
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