BFM this

Absolutely (raises his hand). Although I wasn't giving advise per se, I've seen a handfull of commanders ranging from good to not so good from the bottom looking up. Some older craniums on the board can probably speak from a closer vantage.

A commander should take responsibility for h/h contribution to a situation, be that good or bad. If said subordinate commits suicide after weeks of "warning signs", the CC will likely hang (sts). If the CC's been doing everything in the book and even thinking out of the container trying to be forward thinking and address problems then an honest mistake or a clear act of stupidity shouldn't bring too much wrath from on high. Once again, depends on how much common sense is rampant in all levels of the particular command. For instance: in my prior life, said fire bottle situation happened to my community some years ago. Hundreds of briefings, hangar stories, and CRM topics later, even when the Nav walked up to the plane the hair would stand up on the back of my neck when I saw that fire bottle positioned under the radome. Believe me, before we even unlocked the door, someone would move that damn fire bottle, and, oh yeah, it became common technique for one of the pilots to have eyes on that thing before we let the plane move one inch. Which leads me to my original thought when this post started: Why does T-line insist on putting that fire bottle in one of the few spots that it cannot be seen from the airplane? They've been doing it for years and I'm sure there's more than two that've jammed one in the nosewell.

I try not to be the one throwing stones but... The worst part of this thread is: A: :rolleyes: B: (and my personal favorite) C: (duh, yeah, like I know, fer shuurr, everybody knows thaht!) D: You've found that you've clicked on this thread and can't warp back in time to get those two minutes of your life back. flyboy: I needed a little relief after a hard day's clown-act in the jet. Thanks, bro.

It feels like a giant piece of duct tape is pulling your face down toward your stomach. Then your peripheral vision starts to close in and--OH, uh, hmph, my G-strain, ggrrrunt, there we go, that's better! Huh? Did you say something? What was the question?

It isn't so much of an EGO thing that makes it worth it. When I flew on Hercs, the oft heard comment on the ICS was: "Man, they actually pay us to do this..." Here at FTU, the oft heard comment is: "Man, not only do they pay us, they're going to teach us how to [fill in with any one of dozens of insane things], not put us in jail and throw away the key after [above insane thing], and tell us how we can do [above insane thing] even better next time." As we all look at each other like we're about to get away scott free with multiple felonies...

Not neccessarily. I had enough flying experience prior to UPT that I didn't think there'd be any way I would get airsick. Guess what: I didn't , but I came damn close. Fast forward past track select, a month of academics for the -38, and guess what: no , but I came to realize that my stomach had it's own currency schedule. Lo and behold, it happened again when I suited up for IFF. My point: if you've gotten over airsickness once, you might have to get over it again (and again, and again). But I haven't regretted my decision for one second since. Certainly not for some occaisional mild discomfort.

Here's a MUST READ for any UPT stud facing an unsure track select decision. Good Luck EDIT: I didn't write the letter, just found it among a collection of gouge and found it helpful and informative

FWIW: In my flight at UPT, all of the relationships like yours survived UPT as of graduation. They were either still going strong or progressing toward the engagement phase. GFs visited occaisionally, and only one finally moved out to Columbus. That was well after the official engagement, she graduated college, and had a job lined up locally.

If you can get a car with no CARFAX history, only 1 - 1.5 years old with plenty of warranty left that you can extend out to 100K, why go to the dealer and pay markup? I bought my wife's car this way off the private market and it worked great. At least 3K off what I would've paid on a dealer's lot. Just don't cut corners: IE CARFAX, a good inspection by a mechanic that you trust, good value vs blue book values, don't be in a rush--shop around for a few months, etc, etc. Shop autotrader and the local classifieds. If you're stuck in some hole like Columbus or Del Rio, scour one of the bigger markets nearby like Memphis or San Antonio. Bottom line: Dealers are going to make a profit. They have to in order to keep their doors open. Some private sellers are only interested in getting rid of their payment.

How was said 2LT commissioned? USAFA, OTS, ROTC, decree from God?

Sheepishly, I have a tough time describing why it is that I wear my AMs with as much pride as I do. I didn't to anything spectacular or heroic. Sure, I felt a little wary going where I was sent. I learned. A LOT. But I came home every night to a hot shower and usually an AC'd tent. It was when I got a glimpse of the real action figures that my outlook changed. Three in particular who began their FINAL trip home in my solemn Battleherc on a moonless night. At that point all the faceless numbers hit home. I wear my AM's as a reminder that maybe my small bit part helped someone else who put a lot more on the line than I. Someday, I may get called to put my money where my mouth is and finish paying them off (my AM's).

1) Attitude 2) Commit the study time (know when it's time to go out partying--not every night/weekend)

I would replace that whole statement with "I fu(&*d up. Period, Dot." From the way you put it in that statement above, it sounds like you are trying to sugar-coat, make excuses, justify, introduce mitigating factors, quible down the significance, etc. If you shorten it to "I f'ed up", it sounds like you've arrived at the mature conclusion that regardless of the circumstances, you are now old and wise enough to avoid those mistakes above in the future. Other than that, have a shiny four years in ROTC, and you'll be good to go. Yes, you will have a couple of extra interview sessions with the investigator, but it's no big deal. An extra two to three hours, max. Mine was done during UPT.

Hey, turtle, Since when do the criminals have internet privileges?

You mean to tell me that I quoted Undercover Brother, and you come back with a quote from Back to the Future? Time to take a break from the computer, Wannabe... [ 17. March 2005, 04:53: Message edited by: flyinjunky ]

I'm thinkin that translates to "SOLID" for all you bruthas out there.

I wasn't a 130 driver, but I did stay at a Holiday Inn express last night... Cobra Gold '96 We were the first line of the day for a 3 ship low level--I was dash last. It was about 0830--the bumps and cumulus that would become the afternoon CBs were just starting to form. Our Combat Entry Point was on the beach about 15 miles east of Utapao AB. From the CEP the low level took us north over land with just enough terrain to get some break turns around the hills and a ridge crossing or two. The flight turned north for the CEP, 500' over the Gulf of Thailand, visual with PtA. Now, when flying in any formation greater than 1 Herc, you're bound to have at least one engineer who's got an ICS jack wired for music. Sure enough, with a good view of two Hercs low, 240kts, and about to hit the beach, from over interplane comes the guitar lead in to Foghat's Slow Ride.

Searching around the web for something totally unrelated and I stumbled on this: Wind Correction Spreadsheet with Formulas Random, Man, totally Random...

5 years...I recently had to produce my original enlistment contract that I signed in High School: dated Feb 1993. After that, all of my orders from MEPS through boot camp to my first duty station. I'm not making this up. If it's an official document, keep it. And, yes, be prepared to defend what AFPC should otherwise have clearly documented.

In the herk the parachutes are there for fun during times of extreme bordom. Situation: you are over the middle of the pond with a planeload of grunts. Everything's quiet (save 4 T56A-16s). The fligt mech (crew chief) hurries up front from his perch on the paratroop door, starts unstrapping the chutes and tossing them up to the cockpit. One of the troops asks if everyting's alright, he says "Oh, yeah, everything's great..."

Not much of a factor with 12 flight hours. If you did want to slog your way through the civilian route, I'd ask what's your plan B? Actually, you could have a healthy career in the civ sector, you just probably won't ever left seat a 7X7 for UPS. But I digress... Liz, if this is what you want to do, then fight for it. Question: have you been crewing for any Birds and/or Stars regularly? If not, let your section chief know so that you can get scheduled with them. (Yes, be that up front and honest with everyone.) That's going to be your magic bullet. Try to get a chance to sit with one of them (pref one in your coc with as many stars as poss) and concisely draw a picture from your DUI to now: namely how the DUI was a gross aberation from an otherwise stellar troop. If you can make these contacts, then decide if you want to reenlist or not. Reenlisting keeps you closer to these references, keeps you in their chain of command, and keeps them directly batting for you. If you get out you could drop off of their radar. Ironicly, staying in might make it tougher for you to get an OTS slot. Me in your shoes: I'd stay close to those contacts (re-up). I'd work my @$$ off trying to get every NCO OT quarter/year/base/command/USAF/universe that I could. You might not show up in those awards competitions since your record next to someone else's has that hairy mole on it, but at least it would show motivation to those writing your EPRs and sending your intentions up the chain.

RP, I've seen guys all but drop off the face of the earth going to back to back PME schools, staff tours, FAC(ALO) tours, etc. If they were good sticks when they left, they were good sticks when they got back. You wouldn't be the first guy to take a break from flying. I hadn't logged more than a half dozen hours in the two years prior to starting UPT. For my own satisfaction, I got my BFR and instrument currency up to date, and got back in the game without missing a beat. Bottom line: you're getting wrapped around the axle about stuff that has been time-proven to not be a factor. For example, American fighter pilots (chime in and correct me if I'm wrong) don't log a lot of time--sometimes less than 300 hours in a year. Given the current staffing system, most of the leadership of said fighter carreer field have spent some amount of time out of the jet. Yet American fighter crews are simply the best in the world. Once again, what is it that you want to do?

That appears to be AirWinger's job. :rolleyes:

I'm sorry, RP, or no , who gives a %^#@! how many hours a "typical" -10 driver flies? Rereading my reply, I feel that I might have mislead you, so let me reemphasize main point: Pick one or the other. It sounds to me like you are trying to count the hours that you'll have in your logbook the day that you bail on the military: ten years after you get your wings. If you aren't looking forward to a week straight of maybe 4 hours sleep per night when you add the 12 hour days to the 8 hours of studying; If you aren't sure that you'd enjoy 3 years out of the jet on a staff tour, or a year wearing a kevlar vest, then go back to Mesa and don't look back. I don't want to crush your enthusiasm, or steer you away from this forum in your search for answers. But I only ask that you try and find a calling, not a material end. I'm sorry if I sound a little disgusted, but I came back to the military after I left a college flight program where my buds with 300 hours of Piper time debated whether they wanted to drive a Lexus or BMW when they made it to the Majors. I'll leave you with a letter by someone who's seen both worlds. Its the 5th post from the top. It's more for the stud who's chosen the military path, but I think it will have some healthy nuggets for you to chew on.