Duster
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Posts posted by Duster
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Since we are throwing out rumors...
Any rumor if there will be more strike eagles per drop in the near future? Looks like there has only been 1 per class so far.
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PM sent.
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All of this stuff is pure gold. Col. Boyd's tenaciousness alone should be taught to future "warriors", not to mention all of what he was able to accomplish and his outside of the container-type thinking.
This probably goes with out saying (and I know it has been discussed elsewhere on these forums) but I would highly suggest reading the book Boyd: The Fighter Pilot Who Changed the Art of War. Absolutely outstanding read.
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I've run into somewhat of the same problem. I graduated in December but due to a long delay in scheduling from the local base I didn't actually get my FC1A done until about a day or so before commissioning. I also have to get a waiver, which required me to go off base and see some local docs for a check up on a previous condition. Anyways I was informed today that I need to go back and have some blood work done next week. I still haven't technically commissioned and my EAD is coming up in early Feb. Since my FC1A hasn't even left the local base, I expect my EAD, IFS, UNT dates to change. Assuming everything comes back OK, does this cause any real problems other than moving EAD and class dates back? Should I expect to be waiting a while once my FC1A is sent out?
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Read the stats in the Viper assignment handout for Spring '11 VML. I don't recall exactly but for the Fall '10 VML, around 75% of movers who were in a Viper cockpit, moved to another Viper cockpit.
I'd go with truth data before going with the latest bitches/gripes/complaints from the scheduling couch.
Is this pretty typical for all airframes? How about once you leave the cockpit and take something where no flying is involved? Can a majority of guys count on coming back to their original airframe?
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5. IAW AFI 36-2205, CSO AND ABM APPLICANTS APPLYING FOR PILOT TRAINING MUST SERVE A FULL 2 1/2 YEARS OF RESPECTIVE RATED DUTY PRIOR TO SUPT CLASS START DATE BUT MAY APPLY WITH JUST 2 YEARS OF RATED DUTY SO LONG AS THEY CAN FULFILL THE 2 1/2 YEARS BY 30 SEPTEMBER 2010. THE 2 1/2 YEARS RATED DUTY REQUIREMENT BEGINS ON THE DAY THE APPLICANT RECEIVED THEIR INITIAL AERONAUTICAL RATING.
Does this reg apply to navs in the guard or reserves?
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I blame the Navy too... But compared to my bros, I went through pretty quick... I'll still be an LT in my first Ops sq for 8 months. (That's both good and bad...) Compare that to a WSO in my class that just put on Capt while in the B-Course. The new Nav program should even it out. They just got rid of the sensor course too...
This got me to thinking, hasn't the commitment for Nav been only 6 years? Perhaps strike nav is/was different. Figuring you're in a situation where you pin on Captain while you're still in the B-course, doesn't that only put you at maybe a year or so in an ops squadron (assuming you get out at the end of your ADSC)?
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However, I'll throw a caveat in there. I'd say Bones and Strikes might be a little MORE difficult, simply for the fact you will probably only get 1 shot at a board by the time you've finally reached your Ops unit and served 2 yrs TOS. Just throwin' that out there. I have a bro in F-15E's who commissioned with me and just got to his first assignment in May....over 4 years later.
Is that the typical time line for someone going to the Strike Eagle? Or did he get caught up in waiting a long time between class start dates (IFS, UNT, IFF, etc)?
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He probably went to Riddle
Unfortunetly, for (the few of) us (cool) riddle dudes, you are probably right. Riddle deserves all the shit that it gets. There are far too many tools that end up at this school. Warning: for all you high schoolers out there, choose a different school. riddle is not worth the time and money.
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Are nav turned pilots eligible to FAIP?
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Nav to Pilot is not that hard (but you need to do your own legwork). You can apply after 2.5 yrs on any active duty board or Palace Chase into the Guard/Reserves. Worked for me anyway.
Any other nav turned pilot (or those that attempted) care to chime in? Understanding that you can't apply until 2.5 years into your commitment how early is too early to start asking about applying to UPT? In general, are SQ/GP/WG/CC and peers supportive of dudes that want to make the transition? Do many go into nav training wanting to eventually end up at UPT? I realize that mileage may vary greatly here, just curious. Thanks in advance.
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Is the funnel more difficult to employ than the LCOS?
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I don't mean to derail the thread, and I know next to nothing about ACM, but wouldn't this have to be set up for a WVR-type engagement? What advantages does the T-38 have when playing red-air that a viper/eagle wouldn't? (besides size). Thanks.
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when did the tradition of roll call begin? Common in every flying community in the AF?
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They say Eglin has noise complaint and encroachment issues..........Luke's lucky to avoid BRAC.
http://www.azcentral.com/community/westval...15luke1215.html
Apparently, Luke is still in the running to get the F-35.
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In my opinion the F-35B (STOVL variant), is a complete and total waste of money. Why do you need a STOVL aircraft in the US inventory? I can understand the Brits since they only have carriers that support STOVL aircraft, but even for them I think it is a waste. The airplane is already underpowered and under armed. I think the money that went to designing that 18,000 lbs "thrust column" could have been much better spent. STOVL capability is a novelty.
STOVL aircraft are a carryover from the Cold War where we would be fending off the hordes of the "Iron Curtain" in Europe. Harriers would be able to land just behind the FEBA, rearm, and reattack the masses. If you think that the F-35B is going to land in a grass field or desert sand trap with the Marines and rearm then you are sadly mistaken.
You're not getting a "quick response" with an F-35B. How many Harriers are landing and employing from a dirt field in the desert of Iraq or Afghanistan?
Dude, Spot on.
To add, what real advantage does a jet get from taking off vertically? Is it worth the cost of less power? Fewer weapons? It really does not make sense.
Besides, isn't the JSF way over budget anyway?
Would only producing the A/C model cut any cost (at this point)?
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Ahh..makes sense, thanks Hoss. Is this common at other FTUs?
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A question out of curiosity for any one who went through/going through FTU at Luke:
Is the 56th TRS full of viper drivers? If so, how often do they fly? Are they IPs? Are they attached to a squadron (i.e. 61st) that teaches B-Course in the jet? Or are they solely focused on the academic side of things? It looks like, according to link below, that they teach almost everything (Block 50 Specialization, FAC, Thunderbird/Aggressor pilot training, Sr. Officers Course,etc)? Keeping OPSEC in mind, could anyone elaborate on the mission of the 56th TRS? Looks like a pretty cool sq. to be a part of. Thanks.
http://www.luke.af.mil/library/factsheets/...p?id=5003#56TRS
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WTF?
"2"
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I've worn contacts all through UPT and I highly recommend wearing them as opposed to glasses. They help with your overall SA (you don't get a double vision effect), and I think they stay in place better while maneuvering the jet. However, I've worn contact lenses for the last 8 years and that seems to be the determining factor once you get to UPT. If you arrive already having worn contact lenses than they will usually let you continue to wear them, you will only have to switch to an Air Force approved brand.
If/When I get to UPT I will have been wearing contacts for 3+ years or so (hopefully I will not have to get LASIK or PRK) Once you got to UPT, how easy was it for a flight doc to see your history of contact lens wear? Did you have it documented from Brooks? casual? ROTC/AFA? Were you already wearing an AF approved brand?
I've worn (wore) contacts for 2 years prior to UPT but not AF approved contacts and now I'm stuck wearing BCG's for pilot training. Not only can you not wear contacts while flying you can't wear contacts when not flying either. Great. Take it for what it's worth but, even if you end up not liking contacts in the end, by not wearing them you'll no longer have the choice. And as was said before make sure they're AF approved.Was that solely for the fact that you weren't wearing AF approved lenses? Were you given any explanation as to why you can't you wear contact lenses when not flying?
Anyone have a list or link to AF approved contact lenses? Would a brand differ between flight approved vs. non-rated jobs? Any insight would be great, thanks.
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What are the steps taken to become an aggressor pilot in the viper? Do you need to be an IP and have x amount of hours in the jet? Also, after your first tour in the viper is it common to go back to luke and instruct or more common to go elsewhere (Preds, UPT IP, ect)? Thanks.
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thoughts and prayers go out to his family and friends
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hmmm...i see. Ok, thanks alot for the replies tertle. I will get on that asap (sts).
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Won't matter. I had to extend my grad date because some credits didn't transfer. In your situation it just means you'll compete against 2011 cadets instead of 2010 cadets.
Thanks for the reply. So I'd just be competing in different year? I wouldn't have to push my field training or anything else back (besides commisioning date)? and I would be an 800 (or whatever it is) after my 400 year?
ROTC to ANG/AFR
in Air National Guard / Air Force Reserves
Posted
Disclaimer, I have very little experience, but I'll try to help.
Good.
You will have to be hired by the ANG or Reserve unit of which you would like to be employed by. Already having a pilot slot may help, but it may not. That specific unit is going to hire you based off of a variety of things not just the fact that you already have a pilot slot via ROTC.
Really? There's plenty good info on the 2 pages of this thread prior to you posting. And has been discussed elsewhere on this board. This is a choice you will be making. That choice is 100% subjective. No one can tell you which one is better for you specifically. That's for you to find out.
If you really decide the Guard is for you than why be intimidated? It will certainly be a lot of work finding a unit, getting hired, etc. but if that's where you decided you want to be than go for it. But you're turning down a slot on active duty (if you decide to go guard) a slot that once turned down you can never be accepted for again. I went through the whole thinking about transferring to the Guard prior to my commissioning as well, but it turned out that once I dug up info on what the Guard is like I found out that the grass isn't always greener on the other side. I'm not trying to influence you one way or the other. But the way I figure is that you have a UPT slot (possibly an ENJJPT slot), an FC1 and a commission into AD if you so desire it. Going to the other side of the house, which I'm sure certainly has it's advantages, means giving up all that you have already worked for an obtained (at least temporarily).
Another thing to think about is that you may believe that you will really enjoy a specific airframe and how it'd be nice to know where you'll end up after UPT. While all your bros get the opportunity to change their mind, talk to IPs who have various backgrounds, and see which communities they might want to end up in. Most people go in wanting a specific airframe, then within days/weeks/months suddenly aren't as picky.
Best of luck.