D-ron
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Posts posted by D-ron
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Aren't they allowing up to 120 days carry over this year?
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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.
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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.
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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.
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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.Cant keep seniority if you go AD. You can't lose seniority as well in the Guard/Reserves if you pick up an AGR job or TECH job after school.
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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!
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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.Hey everyone,
I would like to start by saying that I am new to the forum, so I apologize if this has already been answered before. I tried searching for the answer to no avail. Quick background on myself. My father flew T-38's, C-130's, and is now at the airlines. Currently I am doing my pilot training in the civilian sector working towards my Commercial check ride as of current. I would like to stay local so guard/reserve are my preference I am familiar with three separate units that fit (2 units fly c-130's, and 1 flies f-16's). As many would say, I think flying fighters would be right up there with the coolest experiences you could have, and think I would like to pursue it. My biggest concern would be flunking out during UPT in the fighter portion (assuming I had a slot and the unit wanted me) and was unable to continue the program in cargo or alternate track (if there was a unit with availability to take me). I know many might say you can't go in thinking you will fail. I understand that, I simply would like to have an answer before I find myself putting in all the effort for something that is a bit of a reach and end up not even being able to fly as a serviceman in any capacity. If that truly is the end of the road for your training if you can't get through pulling 9G's in the centrifuge, or something to that effect, then I may consider c-130's more heavily or at least realize if I want to fly fighters it is all or nothing. This isn't meant to look down upon other flight tracks or units, simply a personal preference. Sorry for the longwinded post, I just wanted to give a little insight and am happy to expand on anything as well. Whether or not you can continue pilot training in another track if you fail the fighter portion after breaking off is the root of the question. Thanks for any insight you may be able to bring!
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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.
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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.
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They already are hiring non 11F/11B.AETC manning has been bad and will only get worse, as you referenced in those numbers. I’ve heard very similar figures.
With that, do you think the 38 reserves will finally start to hire non 11F/11Bs? With rare exceptions, they certainly won’t get any more coming in to the active duty squadrons in the foreseeable future...
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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.
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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.
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You are correct. AMIC is 3 weeks ASPM is 1 week. AMIC gives you the S code.
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Congrats!PC approved. Hired into the B-52 reserves at KBAD where I'm at now.
2004
Q11B3C
11 months UPT ADSC waived
11 months TA ADSC - might have to pay back about $1500.
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Sure. Why would anyone want the more advanced cruise missile when you can lob the legacy ones?
Because the JASSM doesnt have a nuclear warhead.
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Wow, does the cost, complexity, and extra maintenance really make up for the advantages of a telescoping nose? Interesting concepts.
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.
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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.
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Spoiler alert: She doesn't shave. Anything.
I'd still hit it.
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I think the point of the "discovery flight" is to find out if there any dealbreakers now at the cost of about $100, rather than going through years of preparation only to find out you have vertigo/incurable airsickness. If you are hurling all over the inside of a 172 after 1 time through the pattern, probably time to find a plan B no matter how much you "want to wear a machine around the sky and kill people with it."
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.
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Unfortunately, the mug along with the owner have since retired as of January of this year.
They should put his mug in a display cabinet.
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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.
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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.
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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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FITW = Federal Income Tax Withheld
Got the email saying they are going to pay me for my move (yey) but have a question.
They give my "Dity Entitlements" number and then subtract a "FITW." What is that?
I didn't get any advances or anything so curious why they are taking about 1/5 of the money.
Covid Injection Tyranny - Share and Discuss
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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.
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