LookieRookie

I'm sure that was the smoothest happening in the world.

It's more expensive from the brief I saw actually for everyone to go T-X. But the brief still had it has the top choice.

T-38 numbers for CBM makes sense since they are barely treading water with their student requirements.

2 on getting checked. A guy I knew got Type 1 Diabetes from a viral infection while he was in b-course. Not worth risking your life to stay in the jet.

We're back to the annual T-1/T-38 dick measuring. Having flown both aircraft there's no argument that the T-38 requires more stick and rudder skills, but that wasn't the point of the T-1. FWIW, this disagreement will be moot in the next decade though because there will be another T-X buy to replace the T-1 and we're going back to Generalized UPT (GUPT). That's the official name. After T-6s some guys will go to Rucker but after that there will be an advanced phase track select.

Meh, the T-50 will end up doing a homeland defense mission and the AF will buy A-29s for light attack.

Not sending royalties to Embraer by way of SNC. The AT-6 does the same thing with Pilatus.

Just make everyone go T-38s again and bring back the attrition!

The AF had testing done for ejection seat EFB in the MB T-38 seat. It didn't stay on and posed a "hazard" with the knee board. Funny thing is in the same report they tested another kneeboard with the IFG and checklist attached to it and came to the same conclusion.

Let me guess, the only way to get $35k is to select the 13 year contract.

The T-100 is back in the mix. https://www.defensenews.com/articles/leonardo-goes-it-alone-on-tx-bid

In other news, Raytheon and Northrop both dropped out.

What does a FAIP have to do with a T-1 direct? Non T-38 UPT guys go to B-2 after their first tour.

U-2 crossflows come with around 1000 hours from another MWS. T-38 directs go to PIT and act as IPs. A T-1 direct wouldn't be able to go to PIT and wouldn't get the "IP" experience. At least that's the reasoning I was told.

I don't think B-2s will go to T-1s since the directs usually get qual'd as T-38A IPs first to build hours.

The 1st endorsement for officers should be the wing CC.

It's a voluntary program.

We have a TDART on our UMD. It's a GS-12 pilot position. For a 2d Lt straight out of FTU it's not a bad gig. 40 hour work weeks and controlled queep levels. Edit: It's vacant as well and we're still hiring ARTs.

@CrateOfThunder just for your own sanity check, AFPC stats as of 23 Jan 17. A grand total of 0 11Fs have taken the 11F VLPAD.

Your functional will have the billets.

It's VLPAD now. It is title 10 so it's USERRA. I doubt you'll get the bonus. In case you haven't checked out the mypers link https://mypers.af.mil/app/answers/detail/a_id/30624/kw/VLPAD/p/16%2C17

There's a T-38 TX syllabus (F-V5A-P) that qualifies non T-38 UPT guys for IFF. You can find it on here https://www.my.af.mil/etcacourses/default1.asp And in AFI 11-401 Table 2.1 line 9 & paragraph 2.3.1 you should be good to go since you did comparable training. In fact, some USAF C-130 bubbas only did navy training back when the C-12/T-44 pipeline was open. T-34 at Whiting then to Corpus. AETC A3 looks to be the final approval authority though.

Look in the 11-402

The engine is an unscoreable bomb.

i heard Otis is going full up so we can have Texans buzzing Martha's Vineyard Edit: On a serious note, there is an official brief developed to restart UPT at Moody. The premise however was AFTER A-29's left. Since A-29's are staying now with Lebanon starting up training who knows. There were a few COAs: 1. Full T-6 Squadron only 2. 49 FTS leaves CBM and becomes split T-38 IFF/T-6. One DO over each a/c. 3. IFF squadron and T-6 squadron and OSS with a GSU Flying Training Group belonging to 14 FTW. The idea is that UPT is a full T-6 squadron (1/2 regular base production) short. Now where they planned to get the IPs, jets, parts, etc... I have no idea.