Bergman

At least in the previous administration (anyone remember Felix Hooks! ) they would review them for completeness, then check all the qualifying details...PCSM, AFOQT, etc to make sure the people selected met the minimum ANG standards. From there, they would determine if a waiver was needed and then write a staff summary sheet and start it in the waiver loop, which is a 90-150 day process it seems. Of course, not everyone needs a waiver, so those that are otheriwse eligible and have everything (AETC approved flight physical seems to be a common holdup) they approve it and give out the dates. IIRC, they were processing them first-come, first-served but that was a couple of years ago now. Don't know how the "new" guy is handling it (sts). We had one guy who was waiting on a vision waiver and passed the age limit while his package was at NGB, so they just re-wrote the SSS and added a caveat for the age limit. Having seen that process...doesn't sound like they give priority to age-critical folks, as there is always a backlog of age-critical folks so none of the young pups would ever get a class date if that was the case.

True enough. If you are a Texas resident, living outside of Texas, there is a different form to complete where you, as the vehicle owner, perform and certify the "Safety Check" So that works out pretty well. It's really an easy process to register/renew out of state, especially now that all the forms are available on-line. Something like $56/yr for a truck, IIRC which isn't the cheapest but not too bad. Just one more 'plus' for switching to Texas residency.

First question...IS SHE HOT?!?? Second, you answered your own question. You are in college and not officers yet. Sounds good to me...just be smart about it. Don't get caught banging the admiral's daughter in the Det or in the closet at the AAS meeting and you'll be fine. Discretion is the better part of valor. On a side note...why is it that, in general, AFROTC cadets are soooo friggin' uptight? It was that way when I was in ROTC and it sounds like it hasn't changed much. Not trying to point fingers at anyone in particular, just marveling at how wrapped around the axle people get in ROTC. Thankfully, most of those folks go on to enjoy careers in the shoe-clerk AFSCs...

BOTH. Well, sort of. At UPT the "classroom" instruction is all done by contract instructors (basically retired IPs). The FAIPS (and all IPs) instruct the students in the flight room, but it's not "academics" or "classroom" in the traditional sense (i.e. no written tests on what they teach) [excludes EPQs of course]. FAIPs will also fly with students on a daily basis, proably more than the other IPs in fact.

Ditto that for the heavy world. With 3 squadrons manning every jet on every sortie (that has since changed. Used to be pilots/navs from 38th, EWOs from 343d, and comm guys from 97th) on the RC-135, everyone pretty much knew each other and got along well (except for PAB) but other than TDY drinking binges or the occasional party (college world series!!) we didn't hang out with "them" all that much due to the squadrons being a mile apart.

Each track will have at least 1 DG, but I believe the flying scores from both Phase II and III are used to compute who earns the award.

It seems to vary quite a bit...my class had 5 of 28 that were married, while the class ahead of us had 12 of 24. In my experience, I would say the average appeared to be about 1/3 of each class.

TOBOGGAN!

Here's mine....got it 3 months after my Nav wings. Spent the next 4 years restoring it to its current glory. It's worth double what I have in it, so it's been a good investment and a helluva lotta fun. [ 23. January 2005, 23:32: Message edited by: Bergman ]

Stearmann, et al. Thanks again for the info! I am finding out that I have just scratched the surface on this whole topic. My vast 69.0 hours (good stopping point, eh?) of GA time was in -172s and Cherokees and I don't have much experience beyond that. Lots to learn about the various costs, so I appreciate your input. Either way it will be a hard sell (sts) as the wifey doesn't care to fly GA. Perhaps she'll see my point of view eventually... :D

Thanks for the replies! Don't know if I could swing a Glasair...pretty pricey kits. What about the availability of Cubs? Seems that the few around (for sale on-line, at least) are fully restored and quite expensive for what you're getting.

The plane would be for my own use...no instruction, just a fun-flying airplane with light acro capability. All of this is just a pipe dream, of course (as PAB pointed out) because you can't possibly afford an airplane and have kids! But it makes for interesting discussion. I really like Van's RV-8 and I also love building stuff (I'm a vertern of many muscle car projects) so that seems the logical choice. But that puts off your flying by 4-5 years. However, the outstanding performance and satisfaction from having built it yourself has got to be immense. Vans and the Cozy (canard) builders seem to have a good web ring union. Haven't been able to find much on the Christen Eagle, which is disappointing because it's such a beautiful airplane. Anyone around here built an airplane??! Love the T-6 pics! Even if you could afford the purchase price, the fuel bill would kill you! What do you guys think of $30-$40k for a Citabria just to get into airplane ownership? Your not going to set any speed records, but seems like it'd be pretty fun to fly (coming from someone who has never flown tail dragger).

I've been surfing some GA websites lately and wondered about the cost of ownershi, maintenance, and operation cost for a few different airplanes. Anyone with any experience out there? Specifically, I'm talking about Bellanca Decathalon and/or Citabria, Christen Eagle II, and the various Pitts models. Any other good aerobatic GA airplanes I'm leaving out? How about the Van's RV-series?

Not a problem! I just wanted to quell any panic amongst the newbies before it reached fever-pitch. As to the Vanguard discussion, you're right. ANG units had better find a smart way out of this on their own, othewise it's not going to be pretty. While I am of course biased toward the "The more flying units the better!" philosophy, anyone with a brain can see that the writing is on the wall for many flying units. I don't have the numbers in front of me, but I image that , at any give time, there weren't large numbers of ANG assets in place for OIF/OEF. It sounds like the majority of units have pulled their time 'in the box' (sts) but does that justify a standing force of 40 FWs?

Before everyone breaks out in a panic (AGAIN) here is the link to the official BRAC info: http://www.defenselink.mil/brac/ A few excerpts from the "Timeline" portion: May 16, 05 Secretary of Defense Recommendations. Not later than this date, the Secretary must publish in the Federal Register and transmit to the congressional defense committees and the Commission, a list of the military installations that the Secretary recommends for closure or realignment. Sep 8, 05 Commission's Recommendations. Not later than this date, the Commission must transmit to the President "a report containing its findings and conclusions based on a review and analysis of the Secretary's recommendations." Sep 23, 05 President's Approval or Disapproval of Commission Recommendations. Not later than this date, the President shall transmit to the Commission and to the Congress, "a report containing the President's approval or disapproval of the Commission's recommendations."

The AF DOESN'T let them call you at work. I don't know how they justify it, but it seems like accepted practice with them. They also shouldn't be using squadron recall rosters to find new clients. Whoever gives them a copy should be shot! :mad:

Yeah, still got it. It is lost on the former TAC guys at my unit, however. I did take some heat for wearing it at the club. It worked out OK...he was only the Deputy OG. :D

I think it's more like Instructor Pay or Alert Pay.

Go rent Dr. Strangelove! "Gentlemen, you can't fight in here...this is the war room!"

I am sure it can be done. A couple of thoughts: 1) I would get hired by your "new" unit before telling your current unit what you are up to. Don't put it past some folks to torpedo you with another unit out of spite. 2) Where are you going to find the time, during UPT, to find/interview with another ANG unit? Perhaps you will get lucky and just call an OG/CC and be hired, but more than likely they will want you to interview in person (although many units do phone interviews as well). Of course, if your "new" unit is in your hometown and/or state they might bend the rules for you. 3) Many ANG units will be wary of you trying to switch before giving your current unit any return on their investment. It doesn't give a sense of loyalty to a unit if you're trying to switch mid-UPT. 4) You had better be doing well in UPT to even consider this (unless you're in -38s looking for a heavy unit, i.e. you aren't doing well enough to fly fighters but still want your wings). If you're not doing well in T-37s or T-1s, your best bet will be with your current unit. No other unit will want to inherit someone else's problem child. I hope this isn't your case, but if it is...something to think about.

Sounds about right. IIRC it's 75% of your initial ADSC, so 7.5 years of the 10. The 10 year ADSC starts the day you get your wings. So after a casual job and UPT you're looking at 11-12 years total commitment to the active duty (unless you are allowed to Palace Chase). It's been mentioned a few times in other threads, but right now the Palace Chase program is going like crazy...guys being let go (to the ANG) after only 2-3 years on active duty. Of course, 2 years ago it was nearly impossible to Palace Chase. Go figure.

I had this discussion with our Career Enhancements Superintendant (SMSGt type) a couple of months ago. According to her, you get the "full-time" retirement as soon as your retirement points/365=20 years. So if it takes 27 years to get to that point, between prior AD, UPT, MPA tours or whatever, then that's fine. But you will still get the full time retirement. I can email her for the reference if you like, although I believe her as she's given me good gouge before (saved me from the ROPMA board to Major and then helped expedite my PV promo). Which brings up a relevant question...have you pinned on yet PAB?!

Not a problem. AMS is the ANG equivalent of OTS and is just a 6 week TDY so no need to move the family. It's the standard yelling, physical fitness, academics, etc that you woudl expect from a commissioning source. From there you'd have to PCS for UPT/FWQ. Your FTU would be a TDY if you go heavies (C-17, -5, -135) or most likely a PCS for fighters.

I don't have a reference handy to support this opinion, but my gut feeling is that you will NOT be able to direct-commission into the ANG/AF. Only medical and legal folks can get away with that, I believe. Having said that, the commissioning program for the ANG is the good 'ol Academy of Miliary Science (AMS) in Knoxville, TN. It's a 6 week class that send you on your way as a 2Lt ready for fixed wing qual. My best guess is that's what they'll have you do, assuming you get hired by an ANG unit. [ 25. December 2004, 23:38: Message edited by: Bergman ]

I don't know about the rest of the Navy's golf courses, but Pensacola's is pretty nice. Right on the water and pretty cheap, IIRC. The O'Club there used to be pretty sweet as well...lots of free/cheap beer and pizza is always a good thing!