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  1. I don't recommend enlisting with the primary intent of becoming a pilot. Enlisting *can* help give you an edge on the hiring boards; however, there are a lot of other pieces to the puzzle to consider. There are a lot of *what ifs* to mull over as well. Say, you enlist and later on down the road become medically DQ'd from ever flying--seen that happen a number of times--are you prepared to accept that potential reality? You also need to understand once you enlist and graduate technical training, the USAF will have influence over your life. Even in the Guard/Reserve. Your personal career goals a
  2. It's organizationally dependent. Most (if not all) of the airlines carrying pax don't care. Airlines carrying boxes are a different story. (I think UPS specifically uses the hiring stipulation you're referring to.) Generally speaking though, that 1000 or so hours of Turbine time PIC you'll log from a UPT tour won't hurt your application. No matter who you're trying to fly for.
  3. Active duty. I interviewed with several Guard and Reserve units in my late 20s. Age never really appeared to be the issue. I just wasn't competitive enough with my civilian flight time/creds. I was a lowly PPL with 110 hours and some instrument training often competing against dudes/dudettes who were corporate pilots, air-ambulance drivers, crop-dusters, seasoned regional airline FOs, etc. The breadth of aviation and life experience I encountered at the last fighter unit I rushed/interviewed with was absolutely insane (and motivating). The unit is paying for your UPT slot so hiring boards wan
  4. I got hired at 28 (almost 29) with similar numbers. I didn't start UPT until 30 due to complications/delays in acquiring a needed waiver. It can be done. If flying for the USAF is your goal, stay the course. Keep trying. Your question resonates with me as I asked myself the same question. I also started looking into the Army's WOFT program in the event I didn't picked up by the Air Force. (I have two friends who are Apache drivers, one current (a WO) and one former (was commissioned). They like/liked it, so I figured that was a viable alternative.) That said, if you end up going Army, I will e
  5. I am in currently in UPT, or was, rather. I am currently on med-hold. I was originally diagnosed with Shoulder Impingement Syndrome because I had significant loss of ROM in my right arm. Several months of pretty intense PT and two injections failed to yield adequate restoration of ROM. An Army surgeon later diagnosed the cause of my SIS due to "Adhesive Capsulitus" or what's more commonly known as Frozen Shoulder. I was referred for and received surgery 1 Feb. Post surgical findings indicated significant scar tissue build up and bone spurs (for some reason the bone spurs were never reported
  6. Had an interesting conversation with an IP who has a friend "in the 'know'". This is basically third-hand information, so I apologize in advance if something was lost in translation if you happen to have more detailed intel. He mentioned the Air Force is "considering" standing up a program whereby recently separated military aviators who graduated from Air Force UPT or Naval Primary would be recruited to continue federal service as a civilian T-6 IP? Interestingly enough, he also mentioned that under the auspices of this program, "highly-qualified" civilian accessions 'might' be eligible too.

    Gun Talk

    Whiteman allows carry and conceal. I'm not sure about carrying in buildings though. The policy went to effect right after I left.
  8. "Though your commitment is 10 years so maybe getting jaded now isn't the best idea =P" I definitely didn't mean to come off as jaded. Just a little surprised. And like Nunya said, it really doesn't matter. One of the duties I had in my civilian job involved trend analysis--just noticing a trend, that's all. Was curious to see if anyone else had experienced something similar or if I'm simply reading too much into it. I'd say it's safe to say that everyone in my class is here because the Air Force offers a very unique mission set and type of flying you can't do anywhere else. Thanks for the
  9. Since starting UPT I've noticed a pretty steady berating of the airline industry by the staff. Just about every briefing I attended as an APT'er or now while in Phase 1 has included shots fired at the airlines--specifically, the pilots themselves. Everyone from my flight commander on up has said something at some point: airline pilots are "puppets" or "bus drivers", military pilots are "much better trained in all aspects of flying" and if you wanted to fly for the airlines, "you wouldn't have come here". We have a lot of guard/reserve guys in our class and most, if not all of them, have said t
  10. That's actually pretty cool. I didn't realize it was even possible to work that few days per month at an airline? I take it that your example is cited from personal experience?
  11. How would someone with active duty and reserve service accurately calculate their TAFMS time? Prior to commissioning, I served four years on active duty and five years in the reserve component. When I in-processed at Laughlin about three months ago, I discovered what I thought to be a discrepancy on the DD-214 issued to me prior to departing OTS. It reads that I have 7.5 years of TAFMS. I brought it up with the MPF here and they started a CMS case. That case made its way to AFPC and they confirmed that I have accumulated 7.5 years of TAFMS. I did complete two long formal training schools and a
  12. I have heard the same with regard to 15 year ADSCs for UPT commitments. Eight on AD with seven years in the ARC? What guarantee would there be of finding a home with a reserve unit? Would that be on you? Or AFPC? What guarantees might transitioning personnel have for actually being released to the ARC once their eight year ADSCs were fulfilled? Would that scope of language be built into the initial service commitment contracts I wonder? If not, and such a policy were implemented, I see a whole lot of future conversations going something like this: Pilot: My eight year ADSC is
  13. Duck, If management loses this game of Russian Roulette, which I'm somewhat inclined to believe is inevitable, what happens? Do you personally think Big Blue might actually resort to more dramatic methods of pilot retention...such as Stop Loss? I mean, how much worse does it have to get before some sort of action needs to be taken? This is madness.
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