brabus

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Herk, thanks for the good info. Is it feasible for the load to jump outside real quick and do a control check with the pilots, then hop back in, shut the door, and go? I know you can't see all of the control surfaces/assess correct and full movement from the cockpit of every airplane, but it seems the way around that in a larger aircraft would be have the load, flying crew chief, etc. go outside and watch real quick as the pilots check every direction. Obviously this whole process is much easier for guys who can see all their flight controls from the cockpit. I remember years ago when the T-38 crashed at CBM, killed both pilots, all due to f'd up flight controls that could have been caught in a pre-takeoff check. Not long ago a civilian jet (Citation, etc.) crashed on takeoff and killed everyone because they didn't check the control lock was not installed (it was). There's at least one story of flight control cables being installed incorrectly in an Eagle; don't remember if the pilot survived or not. Bottom line, everyone please learn from these tragic events - I wish I could say this mishap was the first time a flight control related issue could have been found with a check prior to T/O, but it's not. It does not matter what you fly, put this in your habit patterns somewhere; it's smart and could save your life.

Take the emotions out of this. Nobody is saying these guys were idiots. We all have survived multiple screw ups that could very well had ended the other way; we all screw up. Two of my good friends weren't idiots idiots either, were great dudes and above average pilots, but in the end, complacency kills. I sure as shit have made many a mistake and missed a flight control check (and many other things), but it was due to task saturation/distraction, not due to "the T.O. doesn't say I have to, so I won't" or "it was good last flight, nothing could possibly happen/a part fail in between flights." I think its a dangerous mindset to say, "what could have possibly happened since I last looked?" or "it's not in the checklist, so it." That is absolutely the wrong approach to teach people (especially young, impressionable people). This was not one of those unidentified, obscure things nobody thought of until a mishap occurred; it is absolutely something that applies to every aircraft, and again, should be taught to everyone who learns to fly, military or civilian. This is not shitting on people, it is highlighting the extreme importance of the "simple things." Scoff simple things (consciously or subconsciously) and it can end very badly...there's tons of accident reports that point to that, and as you mentioned, we're all vulnerable 100% of the time to making simple mistakes that end tragically.

Whether in a 152, viper, or C-5, it makes sense to do a flight control check EVERY time before taking the runway for takeoff. Who cares what a T.O. does or does not say, or how many times that day you've already done it. This should be flying airplanes 101 taught when getting your private or at IFS. Frankly I'm surprised to hear it is/was common practice to not do this. Regardless of what you fly, take the 6-9 sec to do one prior to rolling onto the runway. Its basic airmanship and obviously could very well save yours and maybe others lives.

They will deal sometimes; it happens. FWIW, after talking to random bros across the world this week, there were multiple Viper assignments this VML (a few Koreas, Luke, Holloman, Nellis, TFI Guard). That's just the few I talked to, so while VMLs can be shitty and others great, sometimes it's not as terrible as it may seem from one corner of the world. Sometimes there are shitty leaders who don't fight for their people either, and the "little guys" gets ed because of it. All that to say, if you're a WIC bound guy, they will find a way to keep you around in the community because you're going to be #1 or #2 on your base's VML rack and stack. If you think you're WIC material, but the rack and stack/assignment doesn't reflect that, I suggest asking for honest feedback from your patches at a minimum. They won't bullshit you; and at minimum it'll provide you a good vector for your future as a pilot, etc.

He hasnt heard the update, but its not a daily conversation topic, so not surprising he hasnt. I'm with you on how much it sucks they fill PIT before they help out test thats nearing 50% manned in vipers. Not a joke, and I'm sure there are more. I would talk to sq/cc and ask him to talk to OG. The OG can call the porch and inquire/push for you to get one of the 7 day opt vipers, if he feels you should be pushed for. I had a buddy years ago who had an IFF assisnment for months and one day it turned into a viper...because so many 7 day opts occured. He didnt even ask to get it changed. Have you expressed interest in WIC to your WO, SQ/CC? I suggest you ask both for honest feedback to have an accurate view of your current flying and officer abilities. Sometimes that feedback may be very different than your self assessment. Not saying it is, but its worth finding out. Even if you dont hear what you want, use it as a way to focus how specifically to better yourself on the pilot and officer side.

There's also a 7 day opt'd Luke out there, and I'm sure several more similar 7 day opts exist. That's not happening; your bro has old, inaccurate gouge. I understand your overall general point and agree VMLs can widely differ with everyone getting a Viper on one and only a couple dudes getting a Viper on the next (thanks to A1 failures non-stop), but in the end, it is a valid statement that if an individual is recognized as a WIC probable, there will be a way to keep that guy in the Viper, including VML slips. Only shenanigans to the level of TAMI make that a sometimes false statement. Your standard VML pendulum swing does not. But, that does not mean said individuals cannot "bloom later" and go to WIC as an "older dude" in the ARC. It's possible and is done here and there.

Dont let this take the winds out of your sails. Work hard in 38s and have a good attitude. Try to look at it positively as a way to learn to teach. if you cant teach well, you wont make it through WIC, if you even get selected to go at all (you wont get pushed, ARC or otherwise, if youre a shitty IP). All is not lost, just the possible path changed, remember that. Add: i have a couple good friends who were in similar shoes and went as Majors in the guard. So, that should show you the door is not closed.

Truth is your only chance is go to the ARC, then hopefully go to WIC out of there. Many guard Majs have gone throuh and done well. I try to not talk in absolutes, but on this one, theres zero chance on AD. Better you know the facts and dont get a sugar coated half truth.

I have never personally seen an 11F patch be an exec in the last 7 years; I'm sure there's an exception somewhere, but overall I don't think crap like that happens in the CAF for the most part. Most dudes do two assignments as a patch (SQ/WG level, then OT/teach WIC/another CAF assignment for the most part) then they're off to school/staff or the guard/airlines...you can guess which one of those two categories a metric shit ton fall into.

Kenny's point is huge. I've been gone from home a cumulative 4 years out of 9 years of marriage...and I'm pretty sure that's average at best, there are many dudes who have been gone a lot more than that. Flying is awesome and I love my job, but it's not easy on the family. I *think* the ANG is better than the picture I painted, but spending YEARS (cumulative) away from family is reality over a career, regardless if you're AD or ARC. UPT is only the beginning, and almost laughably low stress/easy once you get a few years in the future and compare that to UPT. It's a great life/job for many, but not for all; make your decision being the most informed possible.

Recommend Vanguard - easy for a dude who doesn't know/want to learn a bunch regarding investing, low expense ratios, and good performing funds overall. Way better than USAA.

Incorrect, the AF is dumping a lot of effort into service life extension programs (SLEP) for 4th gen, because even "they" realize we need a lot of 4th gen around to supplement 5th gen because we'll never get to an all 5th gen force, at least in the next 30 years. We're doing it right now, and have been for months...in a shit hole country. The high end threat is real and is all over; you don't need to start WWIII with China or Russia to fly in more than AAA and IR threats.

Unless you have an I/Q form 8 in your FEF for the T-38, you were never officially qual'd in it, despite logging primary time (which is not directly related to aircraft qual).

4TH Gen fighters will be around through 2045, so we're not planning for a f22/f35 only force. Who knows what 6 Gen will end up looking like at this point.

Interesting article. However, it still reeks of the standard anti-stealth/f35 article that loves to point out a spoon rest can detect LO platforms, but chooses to ignore the multitude of capabilities these aircraft (22 and 35) have besides a low dB (and ignores the current benefits of LO we still enjoy). These are not niche aircraft like the 117, as the author incorrectly implies. Even the haters of the air dominance mafia who loathe the 15C as a single mission aircraft still should recognize the 22 is not a single role fighter in the sense the 15C is, despite the fact it's primary "traditional" missions are escort and DCA. LO still provides a useful capability, and I would agree with the author if our last two fighters were niche like the 117, but they're not, and on top of that they are far better than the air frames they're designed to replace (this does not include the claim the 35 replaces the a10).

No f8 in iff for at least the last 10 yrs as far as I know, but I heard it was such a thing in the past.

Is it for sure? There are several TDYs that are not allowed to be accompanied. I don't know about altus, but I know about others that aren't, which the AF essentially responds with "not our problem, maybe your wife and kids should live with her parents."

Can Altus be an accompanied TDY? If so, what moto said applies. If it can only be unaccompanied, there's a whole world of asspain ahead.

RUMINT is more often than you'd think. There's such a lack of fighter representation at UPT bases (i.e. line IPs are rarely fighter dudes), the AF started sending fighters XC to UPT bases for grad days so people have the chance to see a fighter, talk to a fighter pilot, etc. At least when I went through UPT, the majority of T-38 IPs were fighter guys, now they're mostly bomber and other (i.e. went through T-38s at UPT, got a C-X, now back teaching T-38s). Obviously these dudes are perfectly capable of teaching phase III, but have zero fighter experience to talk smartly to the young dudes when they're making their dream list.

For one, the FTUs are at max capacity; we cannot train b-coursers fast enough to meet what the CAF needs; so, there's only as many F-Xs as the FTUs can support. Secondly, I don't know the makeup of this class, but it's fairly likely there were at least a couple dudes who shouldn't being flying fighters, CAF shortage or not. For that reason alone, it was a good move to give the non-fighter aircraft option to ENJJPT. As far as getting "good deal heavies" that T-1 dudes "fight for," I honestly don't know what the right answer is.

Nothing around Misawa that I'm aware of - everyone pretty much picked theirs up from Mr. Lim, Darkhorse or Pops.

We used a pocket saw once, the rest of the time the SERE guy chopped wood because god forbid anyone use an axe without 69 hours of axe safety training. SERE is not hard, and is actually pretty fun if you're an outdoors type. Really no need to bring anything other than what they tell you to bring.

What blows my mind from the outsider perspective is bros at one base getting hired 13 step 5 + bonus and bros at another base getting hired at step 1 "no chance in hell!" on the bonus. They're the same qualification/experience level of dude (one base does the superior qual thing, the other doesn't/rarely does), but with significant pay differences in the SAME system (AFRC, so not a state thing). No wonder all my friends in the second group are madly looking for a way out of ART and into airlines, etc.