C17Driver

I would not recommend putting all of it in just the S and I funds. The C fund has historically done quite well also. (just remember that historical returns are not always good predictors of future earnings)

I agree with Snake...I would also add that TSP should not be your only investment vehicle. You should max out an IRA first (there are more investment options in an IRA compared to a TSP) and pay off any high interest debt including credit cards and student loans that have high interest. Then work on the TSP and other brokerage accounts/certificate of deposits/savings.

This all depends on how risky you want to be. You can make it real easy on yourself and just put the allocation towards the life cycle funds (which are based on when your plan to retire)...Most younger guys should consider allocating the funds towards the 2040L fund. However, if you don't want to do that, then you should spread it out among the other funds (G, F, C, S, and I). Realize that the G (goverment) and F (Fixed Income) funds traditionaly have low returns due to the low level of risk. I would recommend you distribute a majority (80% or more) among the C, S, and I funds. The description of the funds can be found at www.tsp.gov

WHAP, What's sad is they are now force shaping wx guys...go figure.

TomandFle, In the C-17, the HUD shows TERRAIN flashing along with an aural cue "TERRAIN TERRAIN" (which the loadmasters hate hearing, especially if no one aknowledges it)

joe1234, SA can be degraded for the entire crew (on a crew aircraft) if any of the crew members lack the specific knowledge to perform their job! The best way to combat this lack of SA is to become an expert in your crew qual (for heavy guys). For new guys to an aircraft, that means knowing section II and III of the -1. While flying a tactical arrivel is not the time to wonder what the placard speed is for a full flap, or what Master Caution annucications can be announced and ignored on short final. While SA itself cannot be learned (in my opinion), you can help yourself gain it by saving some brain cells through pure knowledge of your aircraft.

As I said, you aren't making tax free earnings. Some argue you shouldn't put tax free money in the TSP because the earnings from those contributions are taxed. So you get taxed on the earnings when you make the withdraw. Best case would be to deposit tax free money into a Roth IRA.

Not correct. The money that goes in tax free can be withdrawn tax free, but the any growth (earnings) from that tax free money will be taxed as ordinary income.

An FCIF just came out from AMC/TACC (couple weeks ago now) that talked about fuel conservation. Now, when leaving from some locations, if the Aircraft Commander decides more than 10,000 lbs of additional fuel is required (above what's been calculated + some other additions), than we have to get AMC A3 waiver! Talk about micro-managing the mission.

In the C-17, don't expect to have to do boldface except during a checkride and maybe during a currency sim if the boeing instructor decides to through one at you for the fun of it. And we aren't required to memorize Ops limits...but as others have stated, you want to know that stuff that could damage the jet or get you killed.

I also did the two year program. My first semester was spent as a GMC, and second semester as POC but with a requirement to participate in all field training prep activities. Back then (2001 timeframe), there was a 4 week, 5 week, and 7 week FT. The 4 week were for the 3 and 4 year cadets. The 5 week was for the 2 year program cadets and the 7 week was for the 1 year program (the 7 week cadets just showed up two weeks early and finished the last 5 weeks with the 5 week campers). As far as doing well in ROTC, no, it's not hard. Just be committed, listen to your classmates and be ready to learn. It helps if you have some background of some sort in drilling, and other military aspects, etc. but it won't hurt you too bad if you don't. You may also find that when you return from FT, you are on par with your fellow cadets in your year group and have the options to hold any position that they could hold (some of the higher jobs in the wing - if you so choose).

Not to call you out Kermit, but some of your numbers are off... Visual lateral is Wingtip separation (most use 180') #4 in visual would be 12000' aft inline. Number 4's position is the same in visual and in SKE formation.

ID tags are part of the required equipment list for all flights for C-17s. Most guys just put them in the little arm pocket. (11-2C-17v3)

After looking at the picture a little, it looks like they might be in the middle of a formation change. Perhaps from the standard formation to echelon. But I am in no way sticking up for the formation, I can't figure out every aircraft's position either.

BigIron, I concur! Kudos to the maintainers! Last time TCM had a large formation (for the WG/CC going away), they called all the maintainers in from their days off (which they weren't compensated for) and even canx some leave.

And just so there isn't any confusion, C-17s can fly in the weather in formation. (As long as the jets are SKE-TCAS equipped)

No independent SKE scope. The SKE display can be pulled up on any of the 4 primary displays. But most of us prefer the modified jets that have SKE-TCAS overlay.

Hoser, Lost wingman procedures (actually called inadvertant weather penetration) would be based on position in the element and whether or not SKE was in use. (They probably had 6 elements in that picture)

war007afa, I wish it were that easy. Almost though...

It looks like 1 - 8 are in formation but I can't tell what the hell 9 - 17 are doing. Probably still trying to rejoin into position from the initial takeoff.

I'd say most people use the 60:1 rule in some form or another for the items you listed. Today, I use it mostly for descent gradients, and arc to radial lead points in some minor cases. In Phase II, I used it for the same reasons during the instrument phase.

ENJJPTorBust, You do realize there are international students at other UPT bases... [ 21. November 2005, 18:55: Message edited by: C17Driver ]

It'll take some work (double turn, etc), but you'll be able to catch up if you're early enough along in training. If it comes late in the game and you aren't able to catch up, then they'll just wash you back a class and you graduate with them.

C-17: Max fuel w/ER (extended range) tanks: 245,000ish lbs ; w/o ER tanks: 180,000ish lbs Average fuel burn: Most guys use some variation of 20,000 lbs the first hour and 15,000 each additional hour of flight. The APU burns around 400#/hr [ 07. November 2005, 22:59: Message edited by: C17Driver ]

Aces-High, I think it depends on the flight docs and the other organizations that get involved. When I was at Vance several years ago, my buddies that had airsick problems went to the chair first and then they tried the meds.