brabus

I don't know anything about that process, but it makes sense. My skepticism isn't with the U2 community, its with AFPC if you somehow manage to go to AD not on VLPAD, you've lost at least some bargaining power; this leads me to fear there is absolutely some chance they go, "hey thanks for coming over. You'll be a great asset at AFCENT AMD next week!" Again though, bring up these things with U2 guys and see what they think. Good luck, hope it works out!

How long are you willing to do AD (assume you want to go to 20)? As Kenny said, I imagine multiple VLPAD tours (or simply extending one) will be fairly high probability of success given the AF's shit managing of the pilot force. I wouldn't make assumptions - you need to talk to some U2 bros. Be honest with them on how long you plan to stick around, and if you're the right fit, they may just give you the shot you're looking for. Also, if you simply go back to AD (not VLPAD) you're not going to have the same "power of choice" you do on VLPAD, so what makes you think you'd be going to the U2 for sure? At least via VLPAD you are a terrorist AFPC most certainly will negotiate with, and in the end you will have the freedom to walk away if the U2 doesn't work out (assuming you're not willing to go back to AD for a different assignment).

Why are you opposed to VLPAD? 3 years to start (probably can add more if you want later), all the benefits (pay, retirement years, etc.), and no prison sentence (AKA ADSC) from AD. I'm curious what a "full transition" to AD buys you over VLPAD. Also, I'd like to add...

2000 hrs and I've never in all aircraft I've flown heard the technique of "rotating early to ensure the nose is up by rotation speed." It has always been "pull the stick back at rotation speed." I don't blame the guy that much, it sounds like there is a community wide culture/understanding of this is how it's done (at least from reading the AIB). To me the logical fix is refresher on what TOLD items mean, stop this trend of rotating early on purpose, and do not put the gear handle up until FPM/CDM is at least 3+ degrees above horizon line with a positive VVI. If after that you're concerned with a gear overspeed, mitigate via increasing pitch and canceling AB early if required. I think this is a lesson learned that applies to all fighter aircraft. I can't speak for heavies.

There's nothing wrong with putting the throttle to MIL around 285C on an AB takeoff if gear overspeed is in question and you've already gone as high a pitch attitude as your comfortable with (more of a player in IMC). I don't know what the point of your post is, but it's T.O. procedure (and common sense) to take the throttle from AB to MIL after an AB takeoff - there's no reason to be afraid of a stall, etc.

It's not hard to avoid a gear overspeed - increase pitch attitude/reduce power as required. A plan of "raise the gear as soon as I break ground" is not a good plan for overspeed mitigation; sounds like that thought process may be fairly widespread in the Raptor community. This should be something briefed in motherhood to a young guy when an AB takeoff in cooler weather is planned. Also worth bringing up to the squadron at large at a pilot meeting as winter flying approaches.

Culture difference I suppose...I've met a few good dudes who were SEALs, but by and large I much prefer working with the Army and other agencies. They're all good at their jobs, but SEAL-level "shit show" seems to be rarely matched by other teams. The only thing I can think of is it comes back to their culture and what they value/think is OK.

Never heard of a fighter pilot being told the same. I'm sure it has happened, but like I said, that situation (and your's) is not the norm in the CAF...at least not in the fighter world. Some people have bad timing/luck, but I don't believe the majority do. For every shitty "I hate life in the AF" story told, there's a 100 that had a pretty good time overall. I think Viper's last line above nails it - it's not all good, but in the end, totally worth it for the vast majority of us, at least the first 10ish years anyways.

That kind of bullshit (Chida's post) rarely, if ever, happens in the CAF. In my 11 years, I never saw anything that even slightly amounted to the careerist bullshit that all of my MAF bros told me (and I've read on here). Sure there's the occasional CC who's not great at flying and has turned to perfecting queep, but it's minor when compared to the MAF. It seems like the cultural cancer across the street is so bad even the few good bros who make it to CC are unable to affect change. Grassroots guys - stop playing their game and the game will eventually subside (I know, easier said than done).

Dream big is spot on. But I still recommend not passing up AD if that's your best bet to fly (i.e. pushing age while trying to rush guard/reserve units). I'm glad to be in the guard, but I also had a great time on AD for 11 years FWIW.

I've heard that WOM off and on for a few years now. Doesn't seem to be true since I know/have seen tons of guard dudes get hired over the past few years. Take a look at the ARC in general and tell me you don't see a large portion already at the airlines/soon to be on their way. The airlines would be crazy to bypass any qualified pilots nowadays, let alone "highly" qualified mil pilots.

What I have never understood is why preliminary info (when known) can't be released via safety channels ASAP (i.e. within hours or days). There should be a process that enables the local safety guy to release known info in a debrief style so other aircrew can learn immediately. Caveat that info is subject to change based on the ongoing investigation. Bottom line, there are so many accidents that primary contributing factors or even root causes are essentially known within hours, but said info is withheld from everyone for over a month. Not sharing this info immediately for the purpose of preventing similar mishaps in the near future is assinine.

I wonder how much of these supposed allegations were millennials butt hurt over things that didn't even come close to matching a Kunsan Tuesday night. "I didn't feel safe" translates to, "some guys had a couple shots AND a beer, and the CC didn't send them straight to ADAP - leadership failure!" This whole thing still smells like a witch hunt driven by PC leadership.

At least a few years ago Memphis (flight school and DPE) had no issues with overseas part.

I agree with Jice - pick the mission you want to do and don't look back. If I wasn't a fighter pilot, I'd fly helos - they're pretty badass. During the preceding 6 months to my last deployment and throughout the 7 months of my deployment the 60s had zero rescues. That's a good thing in the big picture, but I understand that can be frustrating for the bros. That said, they still flew missions and I had a blast hanging out with them and getting to work with them. They still took small arms fire, so it's not like you go to AFG and never get to do anything...you're still flying a 60 through crazy terrain and doing some shooting. In the end, you never know what the future holds...we could very easily be back to a large scale war where the Army cannot organically handle all of its CASEVAC/PR needs.

The 43rd (FTU) is going to Eglin, but not the 95th (CAF)...or at least that's been the WOM that this PACAF statement gives credence to. I don't know why they wouldn't just put both squadrons at Eglin, even if that meant a slight reduction in sorties. There's a ton of room at Eglin and the airspace factor is unchanged.

Send a bunch of people OCONUS 6900 miles away who have homes they're trying to rebuild - classic AD move.

CAF yes, but at least 12 years ago they were never seen at a 38 stud naming when I was there. Sounds like nothing has changed based on what duck said. And turns out there haven’t really been any major issues that whole time. It’s just a UPT naming and as such isn’t a big deal like a CAF naming - I can see why DO+SQ don’t feel the need to go to one (until now maybe). one asshat shits his pants, 3-4 dudes get their career ruined. That math does not check.

Sounds like a dumbass Capt needed to be removed from his position, given an LOR, and a CC call with the bros on WTF is acceptable and what’s not. That’s where it should have gone. Now, if the DO and up were at the naming and said nothing/let it slide, now I can see firings. Maybe that’s the case, but not what I’ve heard. Bottom line, as a CC I don’t think it would even cross my mind that one of my flt ccs would be so retarded as to name a chick C, and even more so in front of a GO. I wouldn’t be there, would find out about it afterwards, and then do the above. That’s realistic and reasonable. All of these leaders were probably at home playing with their kids when this went down - and because they were unable to telepathically sense what was about to go down in the future, jump in their Delorean, and stop the shenanigans, they got their careers ruined. My only caveat is there could be far more to the story we don’t know about, but firings for the actions of a rogue shithead flt cc alone is bullshit.

Not disagreeing with the overall content/message of your post, but that said I've seen many solid "mission hacking"/never-worn-a-knee-pad dudes have a decent career and command a squadron and a few gone to OG+. It absolutely can be done. You may face an uphill battle if you stay mission focused, but doing so does not inherently close doors. My recommendation to any young guy is put mission first at work, don't neglect your family, and overall just do the right thing. It'll all work out...maybe you become a CC, maybe you fly for Delta after 11 years, maybe you do both in the ARC...it'll all be good no matter how it works out. As soon as you start prioritizing the rat race and neglecting the mission and your family, you're losing.

Seen it fought and lost...you will not be able to retire until the 4 years is served. If you can't stomach 4 more years in the AF, then don't transfer your GI bill.

Remember you don't have to do the next 5 years back to back...another option is get the airline apps going, grab a TR job/fly for airline X for a bit, then go on 5 years orders to finish out your 20 while airline seniority climbs. It probably will be easier to grab a TR job than an AGR right out the gate, but every unit is different. Fuck ART, no point in doing that since you already know AD retirement and GTFO of the AF is your goal.

22 is an inaccurate number. Turns out open source media is full of shit about 99% of the time, yet somehow we continue to believe a lot of what we read in the news. Not to say the discussion is invalid about how we fucked ourselves years ago by only buying 187.

Consider the extra time, money, and depot absorption limfacs to push normal phase externally. Unlikely to be a palatable Plan A. The most cost effective and efficient way forward is likely in the realm of building HAS with weather driving the design (as lawman pointed).

The guard and reserve do plenty of fighting, not sure where this idea keeps popping up that AD is the only way to "get into the fight." I know several AD Lt Cols who have never been to war...shitty timing, nothing they could do about it. I don't think this desire should steer you one direction or another...luck and timing will play out whether you're on AD or in the ARC.