SocialD
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Posts posted by SocialD
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After the fact we tried to get access on our phones for long distance calling and were told that we could:
a) Be issued a long distance PIN that we'd have to enter prior to every long distance call
b) Have a phone granted long distance access, but every long distance call would have to be logged.
Both of these are kind of inconvenient when there's a smoldering jet on the airfield, so we just stuck with cell phones and jogging.
This! The only reason I can make long distance calls is because I have "acquired" a pin that has been passed down for quite a while.
Can we bitch about DTS in this thread? I submitted an authorization >30 days ago for a TDY that was supposed to start last week. It's still sitting in CTO submit, waiting for my airline ticket to be booked. Life was so much better when I could e-mail/call our SATO chicks and have tickets w/in minutes!
One of our part time LTCs was supposed to airline out to a TDY. Showed up and surprise, no tickets. After he tried SATO (no answer) and the emergency number (couldn't help because it wasn't after hours), he called the PROJO and told him to scratch his name off he list, that he was going back home.
What else...
- Along with doing a DTS voucher, I now have to go into the portal and E-certify my orders after every TDY.
- Every TDY I travel on a mil transport I have to re-print my VRED (I thought we had it centrally located for a reason?). But for some reason it's not required if I fly my own plane...
- I have to fill out a new 2587 every time I go TDY to an AD base. Holy fuck, how haven't they figured this out yet! I can go to any other Guard base and have full access with just my ID.
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And that's when everyone's nametag should have read something along the lines of Hugh G. Rection, Mike Hawk or Barry McKochener.
I've used the same XC/TDY nametag since I was a LT. It's the callsign/last name of my, now OG/CC...when I first got it he was my DO, then SQ/CC. I think he's taken and destroyed 2 of them....I bought 5.
Doug Masters or Burt Reynolds. Classic.
Both great dudes!
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Murphy, who is also an F-15 instructor pilot in the Georgia Air National Guard, rejects the claim, saying the four pilots and former employees forced him to sue them in order to protect his business.
Didn't realize the Georgia ANG still had an F-15 squadron...
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For fucks sake get a room and the activities between two consenting adults won't be interrupted.
Not that easy when you're going through an enlisted tech school. When I went through, you couldn't get off base privileges for quite a while, and sneaking a chick into your dorm room was some mission impossible type shit. Had a buddy try to get a room at the Inn and got turned in by the staff after they asked for his phase card. You'd be amazed at some of the places people got busted doing it at Sheppard. Having said that, I opted for the mission impossible route...luckily never got caught.
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I think this belongs in the WTF? thread!
Copy shot.
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At the Shaw BX you need a permission slip from your squadron commander to buy a gun. Lame.
This belongs in the WTF thread!
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Never been enlisted, so correct me if I'm wrong...but isn't CCAF more "job related training" than most degree programs?
Yes. I got college credit for basic/tech school/course 1 (SSgt test for the guard) and 5 or 7 level. After I received my bachelors, I transferred my basic electives into the CCAF and a A.A.S. in aircraft maintenance showed up a year later while I was in UPT.
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Guard sounds great at 1 weekend a month two weeks a year. That should be palatable for most employers and families at 38 days a year; however, KC-135 units require 100+ days a year to meet all your currencies. Other air frames require even more days. A guard F-16 pilot left his unit to go fly KC-135s because the F-16 requirements were incompatible with his nice paying $100K+ ATCC job. Some of these guard days you are flying, others in the simulator, and some are just ground training or worse computer based training. Flying can become a burden or dangerous if you try to fit it into your work schedule. A local sortie takes is minimum of 8 hours between prep, brief, flying, and debrief. Most are 12 hours. Not something to do after working 8-4. I knew in this situation I would be serving two masters and "Guard Weekend" would turn into a dirty word around the house but YMMV. Asking around, I found out that most people in guard flying squadrons that make a non-flying civilian job compatible live close and are self-employed, work for a defense contractor, or are willing to take a pay cut for QoL.
100+ days/yr in the KC-135?!? Holy shit, what kind of slave driving squadron is that? Unless they're only using one pay period per day, you don't even have that many pay days! You don't even have to work that many days in a fighter squadron. I know who you're talking about...as you said, living 2+ hours from the Guard base does not help either.
I do agree with you though...being a part timer in something other than an airline or local corporate gig, can be a tough way to go. The ones who try AND live out of town, don't seem to last long.
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- Go Guard.
- If you're 28-29, shotgun apps everywhere, immediately!
- Getting turned down 2x isn't all that uncommon.
- Go and visit the squadron...multiple times if able. It will help your chances big time.
- When you get back from training, you can go back to making your 100k (plus an additional 20-25k/yr as a part timer).
- Profit in both money and experiences
- Being Guard allows for opportunities to take high paying jobs AND fly. A few of our guys who have worked their way into very lucrative careers (we even have an E-9 who is a multi-millionaire)...
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Any idea how recently that happened?
Early Feb.
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I just finished my ATP written, and I'm trying to figure out where to do the practical. Getting a 737 type rating sounds great to me, but I'm not sure if it's worth the trouble and the cost. So what is the worth of a 737 type rating? Does it mean much to the airlines? If it's no big deal, I'll probably just go as cheap and easy as possible. Thanks.
As guys have already state, SWA is interviewing and hiring w/o the type. Unless SWA is your must go to airline, I would consider not dropping the cash. A 737 type w/ 0 time send a signal to all the other airlines of where you want to get hired.
I'm not saying this is you, but it seems everyone on/coming off AD has a hard on for SWA and getting their 737 type. Even guys who have two major airlines based in their home town/desired city to live in...I'm not sure why. SWA is a great company but DAL/UAL/AA are all solid companies (w/ potentially LOTS more movement than SWA) and are hiring plenty of guys w/o types. *Standard caveat that the whole industry is a crapshoot (to appease Butters)!
Unless you have all the education you want and don't plan on passing it on to a wife or kids, I wouldn't waste any G.I. Bill $$$ on a 737 type (or ATP for that matter). An ATP doesn't cost that much, especially if you look around. Also, remember you can transfer it to your wife/kids and serve out the commitment in the Guard/Reserve. Not applicable to any single Captain who is blowing all his cash on hookers, cars, booze, boats, etc. You're probably scrapping by on that senior captain pay...
Anyone heard from or used Bob from Boston recently? He's being harder to get ahold of than normal....which is somewhat difficult to begin with. Squadron mate has had zero luck...just checking to see if he's still in business.
Had a squadron mate get his ATP from that guy. But others in the squadron have not had any luck contacting him lately.
The FARs do clearly state for purpose of getting an ATP or commercial rating ("qualifying military pilot") you do not require a landing more than 50 NM from the point of departure. Landings do matter for private, instrument or commercial ("non-military") ratings. So my question is, what do civilian 121/135 jobs care about when looking at time? If asked the question in the future, "how much XC time do you have?", do I answer with my time that does not include landings (i.e. every military flight and my civilian XC time before UPT) or only with my time that included landings other than point of departure?
I ask because right now my logbook only has XC time logged when I landed elsewhere, but I'm debating whether I should correct it to include all my mil time or do I just use one of the blank columns to effectively be my "here's so I can get my ATP" XC time and leave the "legit" XC time column alone.
When I was got my ATP, "on paper" I didn't have 500 hours of X/C time, so the examiner noted that I didn't have enough X/C time. I told him every flight in the Viper is X/C, so he told me to add it to my logbook. Thankfully, I brought my computer with logbook pro on it, and all I did was add in X/C time for every flight in the Viper until I hit 500 hours. The FAA are really the only ones that care about X/C time.
If you are ever in an interview that asks you that question...
a. You are doing it wrong. Raise your standards.
b. You need to stand up and leave that interview... run as fast as you can.
c. re-evaluate what you are looking for in a career job, as a pilot with quality turbine time.
d. tell your friends what happened so they will not make that bad choice also.
e. All of the above.
E.
Shack!
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Are you required to sign a LOA? If so, don't sign it and reference the following news article with quotes from the CSAF. I chalk this rule up in the ridiculous column along with the requirement to fold up your watch cap...much to the chagrin of my command chief.
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Also, that chick is hot.
This guy owes it all to her...
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Curiously, how was the Lobos picked over the Dragons? Any particular rhyme or reason?
They shut down 2 squadrons when I was a Luke. We were told squadrons were picked based on some kind of historical "point system." Basically, the squadrons that didn't see as much combat, shot down fewer planes, etc... got the axe. Not sure if there is any thruth to that, but it sounded good at the time.
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Does anyone have the link to the AFCENT air medal and dec tracking website? The link I had for the past 6 years stopped working a couple months ago.
Same here...I e-mailed AFCENT, no response.
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Optimist. My guess is 30 day orders...
Just a note...my like was that I could see this happening, not that I want it too! Think of all the $$$ they'll save in BAH!
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There's a WHOLE lot more to Airpower than just CAS and ISR. Guessing that might have something to do with it.
Eta: hindsight is ALWAYS 20/20...
Haven't you heard...All we'll be doing in the future is ISR & CAS in a low threat/permissive environment!
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Tell them to fuck off and have your drop somewhere else. There was a class or two that did this when I went through training. They were also told that they were "required" to have it at the club...
Or just nod and agree. Then bring your kegs to the drop night anyway.
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So what is it that's keeping the Guard such a "good deal"? The State funds keeping the AD mentality out or something else?
Lack of AD influence... I wouldn't even consider the Reserves, especially a unit that is on an AD base or one that is embedded with an AD wing.
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Am I the only guy on here who had to google was a C-145 is?
Only reason I know about the C-145/M-28 was because I was airborne when one crashed in Afghanistan a few years ago. The damn thing flipped tail over nose, onto its back. These guys we're picked up by an HH-60...that subsequently crashed on takeoff! Talked about a bad night.
http://www.baaa-acro.com/wp-content/uploads/2013/11/08-0319.pdf
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It seems to me that without a reserve command to represent the interests of the strictly reserve you would need a union and contracts.
Technicians already have a union and a contract, now if they could just cover the part timers...
Get to a stand alone Guard squadron and hope it doesn't shut down. Stiff arm TFI as long as humanly possible and enjoy the last bastion of the good life!
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Hostage was more direct.
“It appears that I will be told I have to continue to purchase Global Hawks, and given the budget picture that we have, I cannot afford both the U-2 and the Global Hawk,” the Air Combat Command leader said. “What that means is that we are going to have to spend buckets of money to get the Global Hawk up to some semblance of capability that the U-2 currently has. It is going to cost a lot of money, and it is going to take time, and as I lose the U-2 fleet, I now have a high-altitude ISR fleet that is not very useful in a contested environment.”
Why is the AF being forced to buy the Global Hawk?
Glad to see Gen Hostage calling it like it is!
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If you can get sent through T-38s, it would be exponentially easier. There seems to be a few guard, heavy guys being sent through T-38s, simply because the T-1 spots are all taken. I do know of ONE guy who went through T-1s, flew tankers for a while and was subsequently given a Viper spot by another guard squadron. They sent him to Randolph for a 20ish ride course to learn to fly the 38 (not nearly enough time), then IFF. Unfortunately, things didn't work out for him in the B-course. This was a very rare case, and I would NOT count on this happening.
You're doing it wrong anyway. Fly fighters while you're young, then when it's about time for your first neck/back surgery, switch to heavies.
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just got briefed "there will be no morale patches, pencil tab patches,
orfriday shirts OR MORALE in the AOR PERIOD"FIFY
Who didn't see that one coming...
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What's wrong with the Air Force?
in General Discussion
Posted
Well played Tree! Being a part timer truly is the best gig there is!