C17Driver

You're right. It is getting back to the sustainable ops tempo. But you know how it works...the word filters down to the UPT studs and they hear they are going to get to fly 1000 hours per year and not do office work. Then they show up and it's not like that. They are flying maybe once every month and a half (operationally) and then they are being asked to do "volunteer" stuff around the squadron the rest of the time. [ 06. December 2006, 13:59: Message edited by: C17Driver ]

It has helped a lot in the way that guys are home lots more. However, in some ways, it has now swung the other way. Don't come to the C-17 community expecting to get 600 - 900 hours per year. It's probably closer to 400 to 500. The upgrade pace has also dropped drastically (since guys aren't getting the hours). Overall, the deployment change of last summer has probably been a good thing for the community. Guys are home more often and the schedule is more predictable.

Into the Mouth of the Cat; The Story of Lance Sijan, Hero of Vietnam by Malcolm McConnell

The pilots in my squadron are being told to expect 4 year tours (with exceptions made as long as you have more than 3 years TOS).

T-37: My IP (DO at the time) and I rode the bus out to our row and started our preflight checks. I started to climb into the jet and looked over and noticed he didn't have a chute. I waited a little bit to see if he would notice. After he climbed in and sat down, I asked if he always flew without a chute. --Of course it didn't come up in the debrief.

No way! For C-17 guys, the "air refueling" basics they teach at UPT are about the most you are going to get until you get to your flying squadron flying an operational mission. With no "training" those new copilots would be worthless for their first couple night AR's over the black sea at night in and out of the WX. At least now they at least know what IP, CP, etc. mean and the importance of being precise.

Which makes sense. If you're thinking about what you should have been taught on the ground when you're up flying, then you aren't thinking about flying the jet. And don't forget about TIMING!

You said it. As far as what it entails, it means the AF has you if they want you. If they decide they don't, then it can be broken, by them.

UAV.

Either one is only as good as you make it.

Wikipedia says it does both (http://en.wikipedia.org/wiki/Strategic_airlift). But it is all semantics. C-130 lovers say it doesn't do tactical, but C-17s operate in theatre and fly airdrop missions just like they do. C-5 lovers say it's not strategic because it can't haul enough. Whatever. Who cares. [ 03. September 2006, 19:45: Message edited by: C17Driver ]

"2"

NO! Whoever the Pilot on that crew was that told you it was the loads job to take care of the stuff in the back should be taken out back and shot. In many cases, no one is upstairs on C-17 crews when loading is taking place (if engines are shutdown of course). There are emergency APU shutdown panels in the cargo hold (no need for someone to monitor that damn thing on the flight deck). The more common reason to leave someone (just one) upstairs is to monitor radios (mostly command post) so we can hear that our mission is slipped, or cnx, or changed, or delayed... Same goes for the crews that I am on. [ 01. September 2006, 19:48: Message edited by: C17Driver ]

Not all Heavy platforms require gloves to be worn. I only wear gloves for the walk-a-round and when helping the LM's in the back of the plane. 2c-17v3 6.1.2.2. It is recommended that primary crewmembers wear Nomex gloves during engine start, takeoff, and landing.

Yes, there are lots of people that go into UPT NOT wanting to fly fighters. I got my first choice.

Never (not even when deadheading) [ 13. August 2006, 22:56: Message edited by: C17Driver ]

I have a buddy that just reported they have ice makers in the DFAC...

And I'll add again (since it got deleted)...Sometimes it is better to PM other "heavy" drivers...

Common misperception put out by the '130 mafia.

I'm not sure about other's, but in the past year I've had to fly an MLS approach during a checkride (annual instrument/qual) and on a REC ride prior to my operational mission evaluation. So while MLS's aren't used much, Pilots' of aircraft that have the required equipment should have a basic knowledge of how to fly them.

Cragspider said: This isn't true. Not all strike eagle WSO's go to Randolph prior to going to F-15E's.

yes

Check out the last paragraph. Apparently the T-38 is being replaced by the T-6 now... by Tech. Sgt. Cecilio M. Ricardo Jr. Air Force Print News 7/23/2006 - SHEPPARD AIR FORCE BASE, Texas (AFPN) -- United States and European pilots may have language barriers but at the Euro-NATO Joint Jet Pilot Training wing, they all speak the same language -- avionics. In the 55-week ENJJPT program, approximately 250 American and European students earn their wings yearly. Of those graduating, about 65 percent are American pilots and the remainder are European. The integrated training of U.S. and European forces prepares NATO pilots for real-world operations. "We train like we fight -- with a coalition flavor in training which translates into a seamless working environment in the field," said Col. Jeff Kendall, 80th Fighter Wing commander. In 1974, the NATO alliance created the ENJJPT program to overcome poor weather conditions and restricted airspace in Europe. NATO and the U.S. decided that Sheppard Air Force Base, Texas, could offer the best combination of good flying weather and adequate training airspace, plus it had growth potential. In its top two positions, the ENJJPT wing has a U.S. Air Force wing commander and a German air force operations group commander. As an example of this integrated structure, an American student pilot may have a Norwegian instructor, a Dutch flight commander, an Italian section commander, a German operations officer and a Danish squadron commander. "A line of trust between NATO pilots forms because of this training environment," Colonel Kendall said. "All NATO pilots come through this program," said Capt. Lars Holten, who attended as a student in 1994. After flying an F-16 Fighting Falcon for 10 years and serving in Afghanistan, Captain Holten is now an instructor with the ENJJPT program. "What makes ENJJPT different is the diverse perspectives and techniques I learn from my international friends," said 1st Lt. Stephen Thomas. Armed with real-world pilot experience, clear weather, modern facilities and training jets such as the T-37 Tweet and T-38 Talon, the ENJJPT wing sends most of its students into weapon systems aircraft -- bombers and fighters. What really sets this Texas facility apart are its state-of-the-art flight simulators, providing unique tactical, weather and emergency scenarios. "Our simulators save the Air Force money while providing invaluable training," said Lt. Col. Jeff Roach. An upcoming upgrade to the ENJJPT arsenal will be the replacement of the T-38 Talon trainer with the T-6 Texan in 2008. [ 04. August 2006, 05:44: Message edited by: Toro ]

Yes, you most likely will (if you have more than 120 days of supervision).

You get Federal Taxes back (not Medicare or FICA). I've never received Hazardous Duty Incentive Pay...But you will receive HFP... Depending on where you are deploying too, you will either set up the Combat Zone Tax Exclusion (CZTE) on-site, or you'll have to wait until you file a voucher. When I file my voucher, I list in the remarks section: HFP/CZTE for (list location and date) The "returned taxes" will show up as a deduction, but then should be listed as an entitlement also. Good luck, our finance shop is always forgetting to credit us with our HFP/CZTE...lots of phone calls and emails. [ 25. June 2006, 11:48: Message edited by: C17Driver ]