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Everything posted by D-ron

  1. Why is this guy still here? Has he added even one positive contribution to a forum that is dedicated to air force pilots and aspiring pilots? Is he even a pilot? Don't feed the troll. Sent from my SM-G960U using Tapatalk
  2. Aren't they allowing up to 120 days carry over this year? Sent from my SM-G960U using Tapatalk
  3. It's much easier to get hired by a guard/reserve unit that flies the jet in which you are already qualified. Otherwise they have to find and pay for a training slot for you. If you're not already qualified then fighter going to another fighter is easier than heavy to fighter. It's not uncommon to switch airframes in the guard/res, but timing is everything and it may or may not work in your favor. No one can say what it will be like 10 years out, your dream unit might not even be flying the same jet by then. Sent from my SM-G960U using Tapatalk
  4. You're basing your dream sheet on not spending time in a vault? If you fly a tanker, you will spend just as much time flying orbits in the sky on autopilot as a fighter or bomber guy spends in the vault. The difference is, you won't get to blow shit up when you do fly. Whoever is giving you advice is a retard. Find a respected IP in your squadron and get some mentoring. Sent from my SM-G960U using Tapatalk
  5. USERRA is also written that the 5 year limit doesn't apply if you are forced by the military to stay longer than 5 years. Also, initial commitments exceeeding 5 years (e.g. pilot training) are exempt from the 5 year limit. So you'll be fine. However, be aware that it is up to you to keep track of everything. Sent from my SM-G960U using Tapatalk
  6. Are you sure? Initial service obligations exceeding 5 years are exempt from the USERRA 5 year limit. I would imagine the 10 year UPT commitment falls under that exemption, although I don't personally know anyone that's done that. I almost pressed to test that rule to go back to my previous job, but decided airlines would be better, whoops. Sent from my SM-G960U using Tapatalk
  7. If it is who I'm thinking it is, he was one of my UPT instructors at Laughlin. Hell of an IP, and I remember him talking to me about confidence one day after not doing so well in the jet. His words really had an impact on my career. To Pyro! Sent from my SM-G960U using Tapatalk
  8. Yes, you can switch tracks, but timing is a factor as there has to be a unit that can hire you. I'm not super familiar with all the details because I'm active duty, but as a T-38 IP I've seen a couple of guys and gals lose their fighter and go to a heavy unit. I've only seen one guard guy completely wash out and he had personality issues. Sent from my SM-G960U using Tapatalk
  9. Interesting. I had not heard that, but my intel might just not be current enough. It would not surprise me though, because UPT is hurting right now and we need more CAF guys to hold the line. Sent from my SM-G960U using Tapatalk
  10. I've been told that's old news and they opened up the flood gates a couple months ago. It used to be that a certain percentage of IPs had to be 11F/B, now I'm hearing they'll take what they can get. Sent from my SM-G960U using Tapatalk
  11. They already are hiring non 11F/11B. Sent from my SM-G960U using Tapatalk
  12. One addition, the Chief of Safety course would be good too, if you're an O-5 type looking to be a Chief of Safety. Sent from my SM-G960U using Tapatalk
  13. AMIC is the good one. I've only done airlineapps.com, but the question there is "were you ever a director of safety". As chief of wing flight safety I said yes. I wouldn't say simply going to AMIC would qualify you to answer yes to that question, but it would be good resume fodder, and you would put AMIC in your education section. Being a flight safety officer was a really cool job and I would do it again even if not for the airline perks. On the other hand, if safety doesn't interest you, I wouldn't do it only for airline perks. Sent from my SM-G960U using Tapatalk
  14. You are correct. AMIC is 3 weeks ASPM is 1 week. AMIC gives you the S code. Sent from my SM-G960U using Tapatalk
  15. Because the JASSM doesnt have a nuclear warhead. Sent from my SPH-L720 using Tapatalk
  16. The shape of the nose is designed to decrease the magnitude of the shock waves in order to make overland supersonic flight legal outside of controlled airspace. It's very long, making it impractical for ground operations. So yes, the disadvantages are outweighed by the advantages.
  17. Our Wing was directed to search public areas - to include the vault, shared drive, and heritage room - for any pornographic materials, song books, doofer books, etc. Huggy is right It's going to get ugly. Save those old song books before they get confiscated. We've already been told to tone down our roll calls... That stupid bitch.
  18. I highly disagree with that. I was airsick on every flight in IFS and the first 3/4 of T-6s in UPT. Eventually I got over it; almost everybody will get over it with enough flying, but it sucks in the process. Don't let airsickness get in the way if you really want to "wear a machine around the sky and kill people with it." That said, if flight (even in a 172) just seems so-so to you, then being a pilot probably isn't worth a ten year commitment.
  19. They should put his mug in a display cabinet.
  20. Using the car analogy - when you pump gas you don't independently verify the exact amount of gas you get. You look at the reciept and it says you took 6.9 gallons of fuel. You assume 6.9 gallons was correct and you turn in that reciept for reimbursement. I don't see any need to independently verify onload in a fighter/bomber either. How about the tanker tells us how much fuel they offloaded (their gauges may be innaccurate, but not any more inaccurate than our gauges) and we write that number down, and accept it as fact. They usually already tell us how much we gas we got, so nothing needs to change there. It will still be a pain in the ass to write that number down and fill out yet another post-flight form, but it will be easier than: [start AR fuel - (end AR fuel + (average fuel flow during AR)*(time on AR))]. I know the tanker dudes have to do something like that equation to tell us how much they offloaded, but I assume they have a little more brain bites to spare than the reciever. Edit to add: Daddy Mac, go back and re-read Rainman's driving analogy, and think about the workload in the cockpit before you go and rewrite the books. There will be lots of push back from the communities if you try and increase our workload in an already very high workload phase of flight. Yes, even writing down a number can be difficult.
  21. The maneuver in the video of the Beech 1900 was an aileron roll, not a barrel roll. I have no idea if the Beech 99 incident was a barrel roll or an aileron roll, but an aileron roll is pretty hard to mess up.
  22. D-ron

    Jet Pac

    Sec. 103.1 Applicability. This part prescribes rules governing the operation of ultralight vehicles in the United States. For the purposes of this part, an ultralight vehicle is a vehicle that: (a) Is used or intended to be used for manned operation in the air by a single occupant; (b) Is used or intended to be used for recreation or sport purposes only; (c ) Does not have any U.S. or foreign airworthiness certificate; and (d) If unpowered, weighs less than 155 pounds; or (e) If powered: (1) Weighs less than 254 pounds empty weight, excluding floats and safety devices which are intended for deployment in a potentially catastrophic situation; (2) Has a fuel capacity not exceeding 5 U.S. gallons; (3) Is not capable of more than 55 knots calibrated airspeed at full power in level flight; and (4) Has a power-off stall speed which does not exceed 24 knots calibrated airspeed. I don't see how it can be classified as an ultralight due to items 3 and 4 above.
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