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SPAWNmaster last won the day on January 20 2018

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About SPAWNmaster

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    Crew Dawg

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    HH-60G Pilot

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  1. Good inputs, thanks! Assumptions in my calculus include being a career FO and/or only taking jobs where the contracts mitigate the typical QOL concerns that stem from stagnation. I think the offset of such downsides also include the ULCC's inherent resilience against recessions and the like plus the continued upward mobility towards legacies where the gaps are most advertised. In other words, I can see the point about stagnation but hopefully it's not as bad as it could be. Food for thought though. Thanks again!
  2. Ok fair enough. I just figured the folks who this applies to know exactly what it means. Thanks for feedback and look forward to connecting with anyone who can reach out. edit: spelling/words
  3. Hey all. I'm a guard dude. Building time at my first 121 gig (regional) and have my apps out to the majors. Frontier just announced a hiring window and I'm wondering if we have anyone from there on these forums that I could talk to. Me: Civilian chief pilot and DO experience, obviously Air Force pilot, speak multiple languages, over a decade of civilian work experience including management at successful startups (including one to IPO). So I'm a fairly driven guy with some unique experiences. However I'm still pretty low time and the Legacy's won't give me the time of day. Again, mainly looking to talk to Frontier guys right now to learn more about how I maximize my app during the window. But I'm also open to talking to anyone from Jetblue or Spirit as well. Thanks bruhs (and brahs)!
  4. I had a VLPAD app that was routed and approved through NGB and had a job lined up for my desired active duty assignment. All the stars were aligned but at the 11th hour I was told the program was not approving apps even for guard guys. This was as of September ish. FYSA
  5. It's not about being tracked, it's about see and avoid which is the issue in GA. Agree combat aircraft in highly controlled operating areas don't really need it especially with TCAS (or similar) plus a ADSB-in puck make it a moot point.
  6. Copy all, sounds quick. My service commitment situation is similar to what you had asked about further upstream in this thread. What ended up being the answer re UPT flying commitment release, ADSC etc?
  7. I just started working the VLPAD process and looking for a little gouge to facilitate app routing, NGB side of things, etc. I'm a Guard dude with an assignment already lined up, and my local leadership is supportive (as is AFPC) so now just need to get paperwork rolling through the wickets. My questions are: 1) How long did it take for your TAG to endorse the recommendation MFR? 2) What is the right way to communicate the intent up to NGB so there are no surprise "no's" later on? Do I need my DOT or leadership to notify A1 to grease the wheel? 3) Any gotchas or things you would have wished you knew if you had to do it over again? I'm really impressed with the VLPAD team - they are responsive, supportive and have a clear process outlined. However, I also know enough about the Guard side of things to know that it may not be as straight forward of a process as advertised. I appreciate any additional information based on experience. Cheers
  8. They are adding FLIR, hoist and 2 x M240's for one thing. I don't know what other sensors or defensive systems will be added on top but you can imagine the regular stock of sensors. Plus the wiring, the mounts, the ammo, etc. All this eats into useful load, but more importantly alters the CG. The fact the bid was accepted means obviously someone thought they will pull it off but we know how things worked out in 60 land with all the add-on afterthoughts and years of upgrades (wiring that gets added not replaced) so I thought it was worth mentioning.
  9. Both SK and Sierra were pretty steeply undercut and SK already made a protest. I'm not convinced there will be another one. I do think the 139 is a great tool for the job and significant boost in capability over the N models. Dual FADECs, modern glass, systems integration (CDU/FMS/VXP/IVHMS type technology but newer). All 90's era production is an entirely new generation ahead of the 60 and at least two over the Huey. Also a good pedigree, over 1000 ships produced and Boeing+Philly supply chain. I think the automation will save lots of greenback on human factors and maintenance upkeep. My hangup is on the addition of the mission equipment. Just look at how much of a pig the 60 is loaded up and the fact we fly it 6,000lbs overgross into OBS. Can the 139 hold up and support the mission without all the ancillary issues related over time remains to be seen. Looks like a great deal for the AFGS community.
  10. There's no shortcuts dude! Also, learning itself is not a stressful activity. If there is anything I have learned so far it is that your IPs will always rise to the challenge of inducing stress and push you to your edges. You are only raising the bar by trying to skip ahead. Getting your hands on gouge and pubs ahead of time (the 11-248 or whatever it is they use these days) is probably time well spent but nothing you can do in the civilian world flying wise will approximate the structure of a military training program. Maybe hire an instructor that likes to yell at students and tell him to beat you with a stick every time you are off parameters? That might get you pretty close.
  11. Pointy noses are not in my wheel house so I have to ask - what is the intended service life hour limit for the T-38A's? I ask because in the H-60 world we are flying 12,000+ hour machines that were designed for 6,000 hours and are now showing structural cracks, etc. We also fly them 5,000+ lbs (30%) over the original max gross weight and max perform our E-M charts every day so it's a real wonder we aren't seeing worse issues IMHO.
  12. I used to be a Naviator fan, but this is not even a question anymore. With every release FF is dominating the market on features (engine out glide rings, real time IFR clearance release and filing through the app, bull cuts, geo plates, AHRS backup etc. could go on all day). The real question is what size iPad which there are tons of recent threads from other pilots on reddit/r/flying discussing as much. Personally the 9.7" works best for me. I can wear it on my knee but it's also big enough to operate essentially as an MFD on a yoke mount or window mount. Mini is too small IMHO, while the Pros are overkill and too large.
  13. You get that anyways now. Full rate meals and up to max locality for lodging. So what’s the benefit?
  14. Anyone know what the actual benefit to a letter of non-A is now? Some finance dude tried to tell me it's only good to get off base during TDY but my sub-par JTR knowledge made me question that. Now I'm curious...
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