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About Godfather

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  1. Godfather

    CFI (Certified Flight Instructor) info

    Apparently to get you SE ATP you now must have 50 hours in type. For those of us multi engine babies this isn't an easy thing. Does anybody know about how many hours we received in the T-3a Firefly before it was grounded?
  2. Godfather

    CFI (Certified Flight Instructor) info

    So flash forward 9 months, I finally have my single engine ATP knocked out. Now I need my SE CFI Add On. I can't find any clear guidance on whether a spin endorsement is required for a CFI add on (I have my MEI CFI). Some people have said that it is only required for the initial CFI. Obvisouly I spun in UPT but that isn't documented in my logbook. The local FSDO didn't know. I have no desire to spin with a 22 year old CFI in a 30 year old Cessna. Has anybody come across this problem? GF
  3. Godfather

    CFI (Certified Flight Instructor) info

    Hopefully my future is continuing my careeer at United Airlines until I retire! Thank you for the advice though, I will take a closer look at the SE ATP standards.
  4. Godfather

    CFI (Certified Flight Instructor) info

    As a multi-engine baby I took the mil comp exam and had the MEI and instrument instructor added to my ticket. I also have an mutli-ATP. However, I do not have single engine privileges. Now I must take a single engine add on checkride, either as a commercial or an ATP. I can then take my single engine CFI add on checkride. My question is should I take my single engine add on checkride as a commercial or an ATP? I've reviewed the practical test standards for both and the ATP appears to be much harder since it doesn't have an allowance for additional rating like the commercial does. However, my instructor and shep air both say the ATP checkride is much easier than the commercial?? I also have no need for SE ATP privileges as I'm already at a major, who would ever use that anyway... Thank you, GF
  5. Godfather


    Great, thanks for the info.
  6. Godfather


    I'm coming off invol mob Title X orders soon and I'm being told that I won't be able to make up any of my UTA's from this past year after August 15th. They also tell me I might not be able to make up my UTA's that I missed while mobilized. Does this sound kosher?
  7. Godfather

    Command Pilot Wings & $840/mo Aviator Pay

    Normally I would agree, but finding answers like this at a guard base is nearly impossible Sig.
  8. Godfather

    Command Pilot Wings & $840/mo Aviator Pay

    Jughead, I read the reg and what you said makes sense. The only thing I haven't been able to reconcile is the DNIF >6 months. All my paperwork shows anything greater than 3 months stops the gate progression.
  9. I've been wondering when I would hit the triggers for my command wings and higher aviator pay. A simple google search showed that the wings come at at 15 years as a rated pilot and the pay at more than 14 years since my first flight. Simple enough. However, I was DNIF for 14 months and seperated for 21 months before joining the guard. ARMS is telling me that the non-flying months due to my DNIF and seperation don't count towards the gates and I am not elibile for the pay and wings for a while longer. Everything I've read reinforces the gates I've listed above and don't mention non-flying months counting against me. I've never heard of a non-flying staff tour delaying the wings/pay. Does anybody have any experience with this or can point me to the ARMS reg? Thanks, Godfather
  10. Godfather

    The Foglesong Thread

    I spent a week flying this a$$ around S. America in a C-21 when he was a 3-star. It was a difficult mission from the start due to a hurricane in the Carribean. We stopped off in Aruba for the night and took off the next day. 30 minutes into the flight we got a master caution due to a battery overheat and had to divert back to Aruba for a couple days. He then decided to kick off our interpreter since he was taking up too much space which later caused communication/customs issues in Brazil. Since we had already made Doc so late on his trip he wanted to leave very early in the morning once the jet was fixed. We weren't able to get any food or water prior to the flight. We stopped in Brazil and all they had in the airport to eat was some animal they were cooking on a spit, I passed. On the same day heading towards Bolivia the exec came up and talked to us, we mentioned that it sucked we haven't eaten or had anything to drink in over 10 hours, she said, yeah that sucks. We landed after a long day in Bolivia and found out that Aruba had given Doc, his exec, and the now missing translator a bag of food each, half of which had not been touched! They never bothered to offer us anything despite knowing our situation. A couple days later in Quito, Ecuador the volcano (Agua Pinchincha?) erupted and blew ash west of the field towards our next destination. Doc accused us of already screwing up his trip and that we were going to make this happen. I'm not sure how many rules we broke, but it was a few. We finally reached his next very important stop in Ecuador. His important meeting was with an AT-37 for a joyride. At the end of 7 days he didn't even bother to say thank you or goodbye. He is the epitome of what is wrong with the Air Force and our promotion system.
  11. Godfather

    C-21 information

    After 11 years of flying in the Air Force I found my initial C-21 assignment to be the most rewarding and some of the most challenging of my career. I have no doubt that I helped save lives with the medical evacuation mission. I flew generals, congress, and ambassador's that helped with the other side of the mission. I also flew into runways with mountains at the end of them (no going around), GITMO, Quito, and more countries than in the remaining 8 years of my "operational" side that included special ops flying. C-21's is a great opportunity and I highly recomend it to anybody that is interested.