Buddy Spike

i know but thats not my point. My point is that we are one dimensionally concerned. We are dragging BONEs from the Bone yard all the while replacing a tier 2 fighter. Lets not forget we have NO replacement for the a-10 either. Priorities seem a bit out of whack.

Also, what's are the field of view limitations of standard aviation NVGs? (Not the PNVGs)

Anyone know the FARs regarding civilian use of Night Vision Goggles?

Any word on whether this DVD is out yet or not?

LOL! That's funny stuff.

Invalid item now.. but it sounds like it'd be cool to have. Would make a nice yard ornament for our flight club. :eek:

For those of you that don't know:

They may help you do better on the hand-eye coordination stuff, but they will not help your overall score.

Fighters have pittle packs.

Does anyone know where I can find a comprehensive unit of all Air Refueling Squadrons with contact info (preferably DOS, OSF/OSS, or the DO)? Any help would be much appreciated.

Get a membership to a gym.

The unit I work for just picked up a guy with a similar situation. He started out as a pilot select for a heavy unit. When drop time came, he was sitting at the top of his class in tweets. With a little help from his UPT squadron commander, and a little luck, he's now at IFF. [ 05. August 2004, 20:02: Message edited by: Sierra Hotel ]

It can't be logged, so it wouldn't help the PCSM at all.

The only way to do that is to get dual time with a flight instructor.

All fighter pilots drive Ferrari 550 Maranellos. Airlift guys drive SUVs. This is standard, carry on.

Both arms.. The standards aren't that tough..

I got my tailwheel in a Pitts S-2A... It's not so bad... Fun little plane..

This is exactly why I think the validity of that test and PCSM scores in general should be called into question. :rolleyes:

Here's some good info: http://www.njatla.ang.af.mil/UPT/Upt.htm

It sounded to me like the guy in the back seat had some authority during the flight.. A guy on an incentive ride wouldn't be working the radios or telling the front seater what to do with regard to power and who to talk to (Frankfurt). I figured it was an IP or another pilot.. :confused: I'd love to hear the full story on this (and the aftermath).

If you get picked up by an AFRES unit, ask about becoming an ART (Air Reserve Technician). It's actually a GS job, but you're still flying regularly.

What happens if your unit (like reserve or guard) gives you a callsign before they even send you to UPT? Do you bring that with you to UPT?

No. The CAP offers only "rides" for cadets to participate in. The CAP aircraft can't be used for primary training. Once you have your PPL, it can be used for all other training - and it's all free (just pay the ridiculously low rental cost).

I don't know if you're talking about me (here being this board), but from talking to IPs at the Belle Chasse airshow and comparing notes, I'd imagine the L-39 is a good bit more controllable. However, you have to compare apples to apples. The L-39 is more comparable to the T-37 than the T-38. It's a single turbofan jet: Vso: 89kts, Clean: 100kts, approach speed is 110kts. Cruise is just over 300kts. It flies like a Cessna (I went from 172s/152s directly into the L-39 and had no problem landing it my first time).

I was thinking the same thing. It's nice to help a fellow aviator (potential) out, but let's not give any unfair advantages here. [ 07 October 2003, 08:03: Message edited by: Sierra Hotel ]