Whitman
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Posts posted by Whitman
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9 hours ago, Dadams09 said:
Whitman,
I’m currently curious about the same topic. I got out of four years in the infantry with some disability and was curious on whether getting cleared of the disability and dropping the payments was preferable, or just having independent doctors clear you of it and carrying that paperwork is enough.
What did the recruiter say as a whole? That just having it reviewed by a doctor and paperwork saying it would be fine would work?He didn’t guarantee anything, but said to do an independent evaluation and he would submit that along with my other mil documents to MEPS. From there they make a decision on whether they will even see you. If they say no, you have to go through an Accessions Waiver. If they say Yes, but you fail MEPS, same process w the waiver. That’s how I understood it at least. He said it would be an uphill battle. Not sure if we can just turn off the disability payments, I haven’t heard of that option.
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1 hour ago, stuckindayton said:
If you are hired to fly an airplane that's similar to what you previously flew (i.e. fixed wing to fixed wing, fighter to fighter, heavy to heavy), then you should most likely be considered a Flying Class II (trained pilot), although sometimes the AF waffles on that so there's no guarantees. But, I would expect they would treat you as a trained asset which means that your medical standards are MUCH less stringent than those who have never flown and have to attend UPT. I've seen fellas with some major eye problems get out and then get rehired a few years later with no problems. But, it's the AF and it's always a bit of a roll of the dice.
That’s good to hear that I’d be treated as a trained asset most likely. I’ll try to research this in the regs too and see what I come up with. Thanks!
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I got out at ADSC after flying for 12 years and have been out completely for 1.5 years now (not in IRR). I just got hired for a flying position at a ANG unit and have just begun the process with their recruiter. I'm looking for advice on navigating the process smoothly, especially the medical part. Since I have 10% VA Disability for Tinnitus and 10% for knee pain the recruiter asked me to get an independent evaluation by my current doctor. I plan to submit those findings and hopefully will be approved to go to MEPS. I'd appreciate any gotchas specific or general that come to mind with medical and navigating the break in service. Thanks in advance!
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Is "ecosystem" the new "synergy"? YGBSM
USAF Problem statement as written by career execs: "The Air Force's damaged aircrew ecosystem must be healed through stable and predictable funding along with incorpartion of advanced technologies to enable long-term systemic recovery required to FLY, FIGHT & WIN!"
If it were written by Pilots: "Increase our budget so we can pay our pilots more and improve technology that will make our pilots' lives easier; both initiatives will increase our combat capability".
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On 12/27/2017 at 1:01 PM, baller06 said:
Any recent parolees? I have a PCS ADSC that expires Feb '19 and am putting together a package to take 5 months off and PC in September. I have about a 99% chance with the reserve unit I am working with. Should I wait for the offer and or position number from yhe unit to submit my PC package or just send it now? Just trying to stack the deck in the best way to get the approval from the board. 11M
Edit to add AFSC
See if you can get an intent to hire letter from the unit and go ahead and submit your package. Mine took 6 months for a decision so the sooner you can pull the trigger the better. Definitely talk to the unit and let’s them know what you’re trying to do. Just because they give you a letter doesn’t mean they can’t change their mind after an interview so they shouldn’t mind helping you.
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Just surprised my dad with a FedEx leather jacket handmade at Pop's Leather (on base store) in Turkey. Extremely high quality and he is very happy. Went with the built in holster option and the lamb wool liner.
http://www.popsleather.com/prod_v2.php3?prod=192
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On 8/23/2017 at 4:13 PM, VMFA187 said:
Golf isn't an issue. I've found that I only enjoy doing something if I'm decent at it - Golf doesn't count. The hardest thing I've ever done. Twice.
Well, I figured of the General Dynamics and the Dodge variety, I could only legitimately own and operate one of the two Vipers. And unfortunately it wasn't the former.
Maybe I'll get into GA once I'm make it to The Show.
Post a pic of your Dodge Viper. To the OP: I own an exotic v10 and also an RV-4. Know which one I'm selling if I find myself suddenly jobless? There simply is no replacing the value and peace of mind of knowing you can open up the hangar, strap on your airplane (that nobody else flew or left a switch out of place in) and go fly. Most importantly, people in GA are second to none. RV owners particularly but I may be a bit biased.
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$50 increase for the senior pilots/IP/EPs that have been flying their asses off in Afghanistan, Iraq, Syria and HOA? That's like tipping your barber $1 after she spends 30-45 min cutting your hair. Might as well keep your $1 and go down to the BX barber if you can't afford the quality haircut.
Also, CSAF needs to take the reigns on communicating anything related to pilot retention. He does much better than the others. This is a PR nightmare and casts a negative perception to the pilot retention crisis, as HAF is calling it. CSAF needs to communicate pilots that this is not in any way a measure of retention for the guys punching at initial UPT ADSC completion. Be honest and tell us that this is to incentivize the 14yr officer to stay 20 to retirement (because that's the only thing it does).
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Him Him
Mr. Hoover was the best pilot there ever was and also a true class act. What was memorable to me was when Chuck Yeager was speaking at Oshkosh a couple years ago and said that Bob Hoover is a better pilot, and that he (Yeager) just had good timing and an engineering degree so got to break the speed of sound first. A rare humble moment from Yeager from someone who had flown with him as a test pilot.
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Thanks for the help! No T-6's for me unfortunately. Seems like a great time and I imagine seeing students progress from barely soloing to formation/instrument pilots is very rewarding.
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I have 3 years left on my ADSC and have an opportunity to fly T-6s. I flew T-34's in UPT. Is there an ADSC associated with the new aircraft or just the 2yr PCS ADSC. I've read the reg and the thread and am still thoroughly confused. Anyone in my situation?
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370 IDE Selects, 2067 Selected Major LAF: 17.9% selects.
My Pers shows March clearing out the 2005 Majors. Is 200/month safe to assume for the 2006 Maj Selects pinning on starting April?
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Huggy, I'm disregarding your last sentence as a youthful display of defiance. U-2 pressure suit for the win!
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I think this is the one you are talking about http://www.zuca.com. Looks like they have expanded their line quite a bit since the last time I saw them. You can even get one with a unicorn and rainbow (requested by the nav community i assume), and IIRC they have one with rollerblade wheels that have lights in them.
The Zuca Pro is actually very legit. I've had mine for almost 7 years and have only had to replace the wheels once.
You can have a seat anywhere you are with this thing (flat top made of aircraft grade aluminum alloy). Also you'll always have something flat to step onto if you need it for a ladder. Best of all, you can roll it between the aisles of a commercial aircraft and it'll fit in the overhead bin. I find it's best for 5-7 day trips.
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2 of us from the Wing met the board. Wg/CC needs 3 to award 1 DP. Way down this year for whatever reason. Wg/CC had no DPs...I did get the super P, but obviously didn't score that great at the MLR...which makes me nervous for the board.
I'm sure you will be ok. You may even be the only person on this Maj's board to get a school slot without a DP. That's a bizarre situation you guys are in at your base.
Sent from my iPhone using Tapatalk
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I think our WG/CC said 70% across the board, but I'm only about 90% sure I'm remembering correctly.
We had a 62% rate at my base which sounds about right. For some reason I was thinking historically it was 75% DP. Wasn't sure if the lower rate was indicative of a lower overall rate that we should expect this year as well.
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What was the DP rate this year for Majors board?
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Uh oh...the Facebook SIB is getting started (edited for brevity)
Glad the pilot is safe! Those comments are proof that not even a good deal assignment to Germany can change a miserable person.
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This.
Not too long ago, several bros and I were sitting on the back porch with some drinks, talking about how some dude had recently porked something away to the point of *almost* killing himself and being lucky to have walked away with nothing more than having to be the "guest speaker" at a safety briefing. Later that night, my wife mentioned that she was glad to know I was a better pilot, who didn't make those mistakes. Dudes who have seen me fly would laugh, but she doesn't know any better, and was no shit serious.
It got me thinking (dangerous... especially after back porch drinking)...
It's different with dudes you actually know, but when some faceless dude packs it in, it's easier to assume that it wouldn't have happened to me... that I would have had the SA to save the day and walk away. It's a coping mechanism that distances the rest of us from their fate. It makes it less of a hazard of the occupation, and more of a hazard of "that dude" and his stupidity.
I've done plenty of bone-headed things, in my own and Uncle Sam's airplanes. Sometimes, it's just circumstance that differentiates small mistakes from big ones.
Tomorrow, I'll wake up, zip it up, and go do what I love to do; but tonight, I'll toast to dudes who are no longer able to do the same.
Cheers,
BUSTED
This.
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CHS tower handles the 10nm call and traffic pattern. CHS approach's airspace is approximately 30nm in every direction.
I'm talking about MKS pattern. They will dedonflict IFR traffic but do not monitor 123.05 UNICOM unless that's changed.
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If the C-150 only has one radio, then switching to CHS approach at 1400ft and only monitoring is absolutely the worst thing to do. Then the Cessna misses out on the majority of traffic making their 10min out and traffic pattern calls on Unicom frequency, but doesn't get the help of Flight Following either.Count me in that this is an education not regulation issue. A little airmanship goes a long way, and in this case, if the Cessna had been listening to CHS approach, even if he wasn't talking to them, perhaps he could have deduced that he was the traffic the F-16 was getting panic vectors for.
How many radios in the Viper, just curious? We have a lot more tools at our disposal as AF pilots than the guy on departure climb out, in uncontrolled airspace in a 15K airplane.
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Went to skyvector - CHS is 17 NM south, the IAF for 15 is 17 NM north of CHS and the IAF for 21 is 10 NM north of CHS. Back in the day I would not have talked to ATC, I would have done exactly what these guys did. But my knowledge level now would absolutely drive me to talk to ATC if I took off to the south from MKS, considering I'm pretty much bracketed by two IAFs. You're taking off damn near directly into the radar pattern (or at least extremely close to it, not sure how CHS approach typically vectors dudes around). I think in this situation a flight plan combined with a courtesy call to CHS approach just prior to takeoff roll could greatly reduce the risk of this type of accident. Not a guarantee, but certainly better than ATC "being surprised" late in the game when they finally get/notice a skin track in/around the radar pattern.
I hope it didn't come across that I'm advocating away from flight following here, it's a great tool.
It's hard to tell if the Cessna would've attempted flight following later. Maybe the radio will be recovered and the preset or current freq will be revealing. Personally, between climbing out, switching freqs, and clearing for birds/planes, I probably wouldn't have had flight following established at only 1400ft. I see no reason to attempt two way on the ground either and if I remember right the reception is not good enough. This is a one and a million situation and there's no need for even more regulation as far as I can tell.
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Not at all, I didn't mean to communicate that, but my choice of words obviously did. My real beef is we have ONE accident involving a mil jet (who's on a published approach, not "hot dogging" around), and people get up in arms about how the mil needs to do X, and combat aircraft need to have Y prioritized over much needed other items, etc. All from people's mouths who clearly have little to zero understanding of fighter aviation, requirements, future procurement, etc. Replace F-16 with Bizjet X and we're not even having a mil-related ADS-B conversation - that could have easily been the alternate case.
I feel very bad for the two that died, and of course more so for their families. They didn't deserve it, nor do I think they were complete idiots for doing what they were doing. However, taking an objective and unemotional look, one large piece of this problem is fact: they were not communicating with ATC. Not required I get it, but these gentleman were very possible failed by instructors and maybe the current Part 61/141 system at large. They didn't know what they didn't know and that was a contributing factor in losing their lives - would you fly at MVA through a radar pattern for a busy airfield without talking to anybody? Legal yes, smart decision no. But again, I bet they had no idea because they were never told, and that's not their fault; I wish somebody had educated them more on this. I wish someone had educated me more on this back in the day - I just got lucky nothing ever happened I guess, considering I was the 1200/not talking guy flying "just outside" required airspace to talk to ATC, at my normal GA altitudes - which coincided with MVA, fixes, etc....that I had zero SA on.
I support GA and really miss it to be honest - I can't wait to start flying when I have time/money to do so, teach my kids to fly, etc. I support 1200/not talking (the Cub dudes as you said), but I also support an improvement in GA education during the private process where you learn more about times/locations when it's a good idea to talk to people even when you're not technically required to. I will certainly teach my kids a hell of a lot more about this related topic than I ever received in my "full up" 141 program back in the day - and it was a good program, but shockingly lacking IMO now that I have far more SA on flight in general.
Keep flying GA Whitman, I support it, keep pushing for ADS-B, etc. on civ aircraft, I support it. I also support continuing education, something for those of us here who fly both sides can help our civ only bros out with. Lastly, it's maybe a "harsh reality" apparently for some here, but mil aircraft are made for war, and yes have to conform to a lot of NAS operation rules, BUT they are and should not ever be forced to 100% the same as all civilians because simply put, we don't have the time, money or certain products may make a jet less combat capable. Our focus is and needs to remain on combat capability with as much safety and NAS flying compliance as we can, but we can not afford to decrease our primary capabilities because of something that will in reality make extremely little difference - and this is not to minimize what happened a few weeks ago.
Good stuff man, I agree with you on the education point and it's something we should all contribute to when we get the chance. IE: Air show engagement, Non formal hangar flys, Mid-Air Collision Avoidance meetings, Taking GA pilots to base.
Quick favor though: Please go to skyvector.com or Foreflight and throw in KMKS direct KCRE and tell me how high ATC would be on your priority list. I've flown this route several times and the terrain is pretty remote. My main concern was lack of engine out landing options because of the dense forests river valleys.
It's a terrible tragedy but hopefully we can all learn from it and rally support from both sides to continue to share the airspace in a safe manner. I can tell you, the default response of offended GA pilots to more regulation or criticism from better trained pilots is to squawk STBY and barely skirt the airspace. None of us want that for reasons you've stated Brabus. Going full circle back to the MOA discussion, I think mandating flight following in MOAs or a common freq to monitor is an excellent suggestion and now is the perfect time to advocate.
Medical Screening after Break in Service
in Aviation Medicine
Posted
Quick update: we submitted the independent knee evaluation and MEPS came back saying they wanted to see the exam that the VA ordered which resulted in 10% disability for my knee (C&P exam).
Has anyone gone through this and do you have any advice on getting this paperwork? They wouldn't give it to me on the day of the exam and getting it through the VA seems like it could take forever through the Privacy Act.
Thanks