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pilot

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About pilot

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    Crew Dawg

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  1. I may wait to see how the MAX fiasco plays out.
  2. Rated board = already have wings. If you are picked up by AFRC unsponsored, you will need to rush reserve units. Fighter, heavy, whatever. You need to find a home. You'll likely be tracked heavies if you don’t find a fighter home (and there aren’t many in the reserves). Once you get to UPT if you still don’t have a home, the reserve LNO at the base will try to help you find one.
  3. The Air Force is using the new uniform that the army switched over to.
  4. I met a guard fighter guy getting an MBA full time at a top tier B school and guest flying with another guard unit close by his school. Obviously that’s a shorter time commitment than Law/Med school tho. I can’t imagine doing either of those while being a guard pilot. Sounds like a lot of work.
  5. I thought it was a little weird when we went from black boots to tan boots with bags in the army. Got used to it fairly quickly though. And the coyote brown is a little better with a bag than the tan. When I first saw green boots in the AF I thought they were odd looking as hell, but got used to that too.
  6. AD, ANG, and AFRC guys all get issued 3 bags, 2 jackets, some other random stuff, and a pair of flight boots, on day 1 or 2, at least at the UPT base I’m at. I would spend exactly $0 dollars on boots for UPT.
  7. Rated means already a military pilot. There are rated boards and UPT boards. Rated boards are for people current/qualified in the jet, or who just need a transition course, and UPT boards are for dudes off the street.
  8. Or you can just do the ATP written and take your ATP practical in conjunction with your initial checkride/type ride at a 121 carrier if/when they offer that. Currently that’s done at all the regionals, but not the majors (which is why most mil fixed wing guys end up doing the ATP ride in a light twin), but I see the same thing happening at majors before I see the FAA changing the rule to MilComp the ATP.
  9. Short answer: a military flight school syllabus is different than a pt 61/141 syllabus. But the end result is a mil pilot can do a comp written test and get a commercial/instrument rating for the category/class/type in which he is rated in the military (rated meaning he’s finished the flight school program and earned wings).
  10. A guy in my airline crashpad was a guard or reserve guy teaching at the osprey schoolhouse. Doubtful there's a UPT option to go to ospreys in the ARC, but figured I'd throw that out there anyway.
  11. Apparently it isn’t just the KC46 with QC issues and tools left on/in planes. “Workers have filed nearly a dozen whistle-blower claims and safety complaints with federal regulators, describing issues like defective manufacturing, debris left on planes and pressure to not report violations.” https://www.nytimes.com/2019/04/20/business/boeing-dreamliner-production-problems.html not a good look for Boeing
  12. I never met a single airline pilot who wishes he could have a worse seniority number . I'm half joking, but in the OP's situation if he gets an AD pilot slot, he won't be at the airlines for another 14 years if he goes active duty, probably closer to 15-17 depending on how long his break in service is and to finish out his 20. If he continues on the straight civilian route he'll be at a regional in 3-4 years and a major in probably 5-8 with the current retirement situation and projected hiring. That is literally millions and millions of dollars of opportunity cost. To the OP, I think it all depends on what you want to do. If you want to fly in the military, that will be the longer road at this point to flying in the majors. The flying is way more fun in the military, but there is exponentially more BS associated with it. The camaraderie and friendships are way better in the military. The sense of accomplishment and service are better in the military. The medical benefits are better in the military. The guaranteed retirement is better in the military. The QOL is exponentially better in the airlines (unless you value weekends and holidays off, then the military is a little better until you have some seniority at an airline). The pay is better at airlines (perhaps minus regional pay, but that has increased so much now and upgrades are generally quick now, so it's probably a wash). The flying in the airlines is just a J-O-B...it isn't exactly fun flying. Follow a line and A/P is on 99% of the time. Military flying is way more fun, but can also become a J-O-B. I think your best bet might be to press with your degree/flying plan, get your CFI/ATP, get a regional job, and along the way rush guard/reserve units. This will be the best compromise to allow you to do what you want (fly in the military) while still allowing yourself to build a longer lasting, higher paying airline career. I've never met a guard or reserve pilot who said they wished they went active duty. I've also never met a guard or reserve pilot who did OTS who wished they'd done ROTC. I wouldn't mess with OTS or ROTC, frankly. If you rush guard/reserve flying units, you are applying for a part time flying gig, in a known airframe at a known location, with some full time orders available for training and possibly a full time gig later on. The gamble there is actually getting hired. They can be competitive...but if you are competitive for an OTS or ROTC pilot slot, you're probably competitive at a guard/res unit.
  13. Where did it say anything about landing config? I didn’t see it but I may have missed it. A low setting of flaps at 6k’ is very normal.
  14. pilot

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