Kenny Powers

To be honest man, getting your PPL is not that difficult. If you want to get it with the min. hours required, then just treat it like a class that you want to do well in. Once you start flying, study the material you need to know for the next flight (and the stuff you screwed up on the last flight) and then go fly when you feel comfortable with the material. I liked flying at least twice a week (I was also working 50 hours a week, working on my masters in an engineering program at night, and working with my guard unit). The benefit to flying frequently is getting comfortable with the cockpit arrangement, checklists, radio calls, etc.. However, do not jump in the plane for a lesson before you are ready just for the sake of frequency. There are plenty of items that you need to divide your attention between when you're in the air and, if you don't familiarize yourself with the flight before flying it, you will struggle to keep up with it, wasting flight time. This will surely frustrate your instructor too.

Watching it on CNN right now.

Heard it today at my ANG unit from OG/CC.

+1. Frequency is key. I did a 141 program and got my license at 35 hours. It is probably a little more expensive going that route but my training was very similar to a college course. I had a syllabus and online training modules, so I knew exactly what I would be doing on each flight from day 1 and could show up well prepared for the flights.

Not sure what you are referring to here, the cost of attendance at both schools is very comparable. Ole Miss looks like ~$600 more a year. Pick the school you want to go to. http://sfa.msstate.edu/cost/ http://www.olemiss.e...attendance.html (this includes non-resident fee's) I know in MS everyone talks up MS State for Engineering vs. Ole Miss but I can tell you it doesn't matter. As an undergraduate, everyone (engineering) pretty much starts on the same playing field in the workforce, assuming you went to an ABET accredited school.

The 186th ARW in Meridian, MS was my first guard unit. Great bunch but very "good ole boy". When I left they were transitioning from KC-135's to C-27J's. Do some research on the C-27J program - I think Meridian is scheduled to lose those too and I don't think they have anything lined up to replace them yet. My suggestion - get to the Jackson unit and get working on C-17's. My other two suggestions: 1. Go Mechanical instead of Aero. Mechanical is a little better suited for entry level work in my opinion (I am a ME in the Aerospace Industry). If after a few years in the industry you want to go Aero, get your masters in it. 2. Go to Ole Miss!

I am on my 3rd unit now. First unit I joined when I left active duty, transferred from there when I graduated college due to my new civilian job being in another state, then got picked up for a pilot slot in another state and have transferred to that unit. Never had a problem. When I transfered from my first guard unit to my second, I stayed in the same career field which made it easy. I would ask the recruiter you are working with but I would be suprised if they told you otherwise.

@ WPAFB, Yes.

EDIT: What JakeFSU said. Personally, I did not think it was any more difficult than the book (maybe a tad easier) but I do hear of people struggling with it. This isn't special to WPAFB though, your medical squadron probably has this test at your base. If you ask, I am sure they will run you through it. Before I even started applying, I went to my med. squadron and asked if they would run me through some of the tests. They set me up with a mock FC-1, including seeing the flight doc, so I knew going into WPAFB I wasn't going to be medically DQ'ed for anything standard.

That's a pretty bold statement you know, without actually being able to verify that they are dudes or angry... This seems to be the recurring problem.

Where does the requirement 20/70 uncorrected, correctable to 20/20 for distant and 20/30 uncorrected, correctable to 20/20 for near come into play then? EDIT FOR LINK: I am talking about page 88 of the PDF (pg 82 of the actual document), section 6.44.7, table 6.1: http://www.e-publish...s/AFI48-123.pdf

A few things to note: 1. fps is a velocity, not an acceleration. Its the rate of change in velocity that determines acceleration, so (Vf - Vi) / Time. 2. The acceleration due to gravity is 32.2 ft/s^2 on earth. Quick calculations through the 27 data points given in the AIB shows that the plane never exceeded a vertical acceleration greater than ~ 22ft/s^2 or about 0.68g. Edit: If the nose was pitched down 36 degrees and the data in the table is accurate, that means they would have felt an acceleration, immediately before impact, equal to about 1.16g (the sum of the vertical and horizontal components of the acceleration).

The final velocity is not suprising to me, just the rate of change between the two. The vertical speed went from 44 mph to 135 mph in 10 seconds. Seems like a lot with engines at idle and not falling directly out of the sky (though not far from it).

Page 32, Table 6 - Vertical Velocity increases from 3914 fpm to 11,752 fpm in 10 seconds. Sounds insane, is that really possible?

Which one are you?

Have not sat on the other side of the table, but I received my offer the day after I interviewed (ANG). They said the same about choosing their selects at the end of the day, then they notified us (selects and non-selects) the very next day. Just a data point...

I am commenting on uniforms, not being a pilot. Your SA argument is, again, invalid. That comment has nothing to do with what I think of myself. Again, you are missing the point. Confusing them? YGTBFSM.

Negative. I am not a civilian and have been around squadrons for over a decade. Thanks for being a douche and continuing to try and discredit my service, though you know nothing about me or how I have served other than I am a new pilot select. I bet this will make a great story to tell your war buddies. Guess you gotta find some way to feel relevant .

I agree to check with the unit first but you guys might want to consider you would have to get your rank sewn on your uniforms (whatever you enlisted as). Your uniform will fade and, depending on how long you wait for AMS, when you remove the stripes there will be an obvious outline of where they used to be (not something you want to show up to AMS wearing).

Holy Sh!t - how did he stop that tumble? Amazing!

F$CK YES!

Ahhh thats right, forgot about that! I guess my European customers and partners I work with everyday spoil us because they always provide data the way I expect to see it!

Looks like someone forgot the "k" in front of the m on the Discovery Channel Broadcast. 115,000 feet does not equal 35.052 meters!

Didn't know that, was that recent? When I was at my FC-1, they explained that everyone will be coming through WPAFB. Maybe that has changed.

All initial FC-1's are done at WPAFB in conjunction with MFS.