Dewey...BoneDriver

Dude, the constitution doesn't grant rights, it lists them. You missed the quote in the Declaration of Independence where the Founders said that "We hold these truths to be self-evident, that all men are created equal, that they are endowed by their Creator with certain unalienable Rights..." That is the point he was making. This is a fundamental problem, when people start to think that the Government grants rights not the Creator. The bill of rights isn't about the government being nice to us. The Founders just wanted to enumerate rights not grant them to us.

Final Tweets to the Boneyard. Last ones flew out today, the official 'final' flights were on Friday...

Standby for pictures. ASU- T-6 Transition next week (I'd be happy to get an early return but they don't wanna let me go.) Old, bent, busted, rusted... Still one of the most reliable and durable aircraft we have. If the T-6 lasts 20 years we'll be lucky. And sitting next to the student is so nice, except when they are puking, since you can actually see what they are doing, even what they are about to do. If we could keep the Tweet with the T-6 sunshades I'd be ready for another summer! edited for punctuation

Final T-37 Checkrides are today at Sheppard. After this class graduates, there will be about one more month and then July 30th they will fly the last of the jets to the "Boneyard" (AMARG at DM). Large number of you all flew the Tweet, thought you'd want to know...

Don't think this has been stirred recently. As a guy who has been out of the loop for awhile (T-37s @SPS), how do you guys like having a pod? Talked to some of the Bros right after introduction of it last year, but with more time I'd be interested to know how it has worked out for y'all. Also, how is the manning situation going? They still drop one about every drop here at SPS. Dudes getting to stick around for three years and get upgraded or is it two and alpha or what? Trying to remain informed so I can still speak intelligently to what is going on when students ask. Thanks!

No. SIB=>Done AIB is supposedly nearly ready for release (could have been misinformed however).

Umm, seriously? The expression would be " GO CHOKE YOURSELF ". It means that you should put your hands around your neck and squeeze tightly enough that it cuts of the blood flow and air supply moving through your neck.

Those guys would not be at Sheppard though. At ENJJPT, Bomber guys are only allowed to instruct in Phase II (T-37/T-6). At other UPT bases, Bomber guys can perform IP duties in the T-38. -Dewey

Memorial for both pilots will be 1000 Monday @Sheppard.

That may have helped. It could also be that since they are there for a six month, none AEF cycle deployment for the second time in the last 12 months (6 on, 12 off) and they will be replaced by more B-1 guys who will be there on a six month rotation for the forseeable future, they decided to give them a break and make it a little more liveable.

Pretty sure my B-1 bros are in the new dorms. Supposedly a significant upgrade from CC; 'course that doesn't take much.

Most places the 24 hr reporting point is billeting and the fact that you checked in and got billeting is your proof. You then show up on the next workday, likely Monday, and start your squadron in-processing. Not that I have vast experience, but that is the way I have always found a weekend check-in to work.

"It's not a bad looking jacket. It just needs some better fabric and a committment to tailoring, along with a white shirt tab to offset the collar itself. Both of the proposed jackets need some tweaking, but they're good starting points." AND "Which of course hang much more nicely on the frame compared to the poly-wool flame-seeking stuff we've got now." Really, eight pages about THIS? REMF.net is taking over baseops.net just like REMFs are taking over the AF. More energy has been spent worrying over what we are going to wear to work and how to properly wear it than actually doing the J-O-B in the Air Force and I guess this is just another example of that type of thinking.

Look man, my original point was that we can and do employ in a CAS role. I have never tried to claim that we are the 'kings of CAS', THE answer to every CAS situation, or that we have no limitations that we either have to work around or that prevent us from effectively prosecuting a target. I do think that we are capable of effectively applying weapons in a CAS environment and that we do bring some unique capabilities to the fight. Apparently only the B-1 guys think that the B-1 has or can do CAS. Besides that, when people made statments about our capabilities that were untrue due to misunderstanding or misinformation I tried to clarify and provide accurate info into our capes. As an aside, part of the reason that B-1 guys are so quick to defend their aircraft is that when most folks, to include planners for America's wars, think about the B-1 all that they are seeing is the jet that missed Iraq 1, or a carpet bomber with an outdated mission. We know better. They don't think about what we can do or bring to the fight. And we want to be in the fight. So until the time that we aren't the after thought to the air war we are always going to have to stand up for ourselves. And just because I am trying to do that doesn't mean I have no sense of humor and can't laugh at even my own buffonery. (OK so it may take a little while to laugh at my own, but "2's" buffonery, now thats funny!)

1- When I say we can't always ID with eyes, I mean that even if there is weather, night minus sparkle, etc, we can still ID targets using radar, not that if it is Day/VMC I can't see smoke or ID with my eyes, or that using my NVGs up front I can't see markers night/VMC as well so that I get the warm fuzzy that I am pointing at the bad guys and not the good guys. If that is required I can do that. And as we upgrade to targeting pods we will get even better at that. 2- J-FIRE doesn't say I can't release JDAM on moving targets (I can) and it doesn't prohibit releasing against moving targets, just recommends against it, due to JDAM being most effective against stationary targets (GP bombs aren't really more effective against movers, but JDAM are much more effective against stationary-essentially a JDAM vs a mover is like a GP). So if there are radar significant leakers running away from friendlies I would attempt to hit them with JDAM if it was requested and I had no GP bombs. 3. Uh, we can kinda tell how far the friendlies are from the target(s) ourselves based on target location and friendly location and determine danger close for our weapon. Additionally, why would you call danger close and then give me your initials so that I can release if it isn't danger close? I take the same care in either circumstance, the difference is that now the ground commander is making the call if he wants that particular weapon that close to his troops. If we are outside the actual numbers for danger close, just ask me to hit the target; if we are within the danger close numbers I am not going to release unless he clears me. The bottom line is that based on actual distances B-1s have released in danger close situations. edited for spelling [ 27. April 2006, 16:12: Message edited by: Dewey...BoneDriver ]

Some additional reading from my research into the subject. Long and Army view points almost exlusively. Air Commandos Two points I found interesting. 1-They don't even love the A-10. They want extensive reforms to the airframe, engines, armament, etc. 2-One of the articles positively mentions B-1's (and other bombers, oh did I say a dirty word in this forum :eek: ) in a CAS role.

Hoser, Convoy Support, not the best use of the B-1. But... Yes (not 60 to 1 but the lat/long to feet to meters conversion) or an offset function of the OAS (aim at something tell the system to hit 200m N). And imagine if your radar could give you a picture of your target and target area instead of a blip. We don't need mulitiple sensors because our radar can pick out individual vehicles, hills, roads, posts, buildings and using the JTAC description we can target on the "third building from the left" or the "northernmost vehicle in a convoy" and then confirm that is the target by identifying its surrounding details things like the "third building from the left that is L- or X-shaped that is located next to a north-south running road across from an open field with a single vehicle in it." And can't you guys BVR based on an AWACS declaration? Edited for clarity [ 25. April 2006, 19:07: Message edited by: Dewey...BoneDriver ]

Block E allows us to pump coordinates from the radar to a JDAM directly. If the guy on the ground has really good coords and the radar picture jives with what he is telling us we may release on his coords. Otherwise, the initial coords hopefully get us in the neighborhood with the radar and then the OSO aims on the target as directed through the talk-on. 37th has not deployed to combat with block-E but even in block D guys would use conversions and flacon view to get coords using the OAS picture that were typed in as a JDAM target. We have released in combat that way, to include TIC. I don't know if the 9th has used block-E capes in combat or not for this specific question. I know that this is the way we train and plan to employ in combat the next time we get the chance. We already are using this cape with JTACs in LFEs.

JTTP 3-09 CAS is air action by fixed- and rotary-wing aircraft against hostile targets that are in close proximity to friendly forces and that require detailed integration of each air mission with the fire and movement of those forces. CAS can be conducted at any place and time friendly forces are in close proximity to enemy forces. The word “close” does not imply a specific distance; rather, it is situational. The requirement for detailed integration because of proximity, fires, or movement is the determining factor. At times, CAS may be the best means to exploit tactical opportunities in the offense or defense. CAS provides fires in offensive and defensive operations to destroy, disrupt, suppress, fix, harass, neutralize, or delay enemy forces. d. CAS may be used to mass the effects of combat power, in order to exploit opportunities in the offense and defense. The impact of effectively executed CAS in modern warfare draws credence from one of Napoleon’s maxims, “XCII. In battle as in a siege, skill consists in converging a mass of fire upon a single point; when the fight is on he that has the skill to bring a sudden, unexpected concentration of artillery to bear upon a point is sure to win.” Each Service organizes, trains, and equips to employ CAS within its roles as part of the joint force. As a result, a variety of aircraft are capable of performing CAS. The joint force commander (JFC) and his staff must be capable of integrating all CAS capabilities into the operation plan (OPLAN). So when we are talking to JTACs coordinating for releases of JDAM during a TIC where we have to get commanders initials due to the good guys being "danger close" to the bad guys, that isn't CAS? And no, I'm not. How do you think we do CAS danger close through an IFR deck if we don't use the radar to derive coordinates?

I am not sure of all the implications to the universal pilot concept; however, I would expect FAIPs to finish IQC as AC's as they currently do. 6.2. Pilot Upgrade Program (PUP). This program establishes minimum guidelines for upgrade to Aircraft Commander (AC). 6.2.1. Program Entry. Requirements are: 6.2.1.1. Nominated by the unit commander. 6.2.1.2. Current and qualified pilot. 6.2.1.3. One of the following flying hour requirements: 6.2.1.3.1. 350 post FTU B-1 hours, and 80 RAP/contingency sorties. 6.2.1.3.2. 750 total hours, 200 post FTU B-1 hours, and 40 RAP/contingency sorties. 6.2.2. Ground Training. Upgrading pilot must satisfactorily complete the following unit developed blocks of instruction with an IP prior to certification as an AC: 6.2.2.1. Crew leadership responsibilities. 6.2.2.2. Associated directives review. 6.2.2.3. Situational Emergency Procedures Training (SEPT) review. 6.2.2.4. Monitoring copilot activity, including air refueling, low altitude, and pattern operations. 6.2.3. Flying Training. Upgrading pilot must plan, brief, fly, and debrief a minimum of one day and one night sortie with an IP and demonstrate proficiency in air refueling procedures, which will include auto-pilot on and off refueling, and monitoring copilot air refueling. SQ/CCs may at their discretion require additional flight events performed to proficiency. File grade sheets and training accomplishment reports (TARs) in the individual’s training folder. 6.3. Flight Lead Upgrade Program (FLUG). This program establishes the minimum guidelines for those aircraft commanders identified by the SQ/CC to upgrade to Flight Lead (FL). FL training should place appropriate emphasis on formation tactical employment. 6.3.1. Entry Requirements. The minimum flying experience required prior to entering FL upgrade training is six months as a B-1 aircraft commander. 6.3.2. Ground training. Academic training will be locally developed and will include but is not limited to: 48 AFI11-2B-1V1 4 JUNE 2004 6.3.2.1. FL responsibilities - FL/wingman relationship, FL/ML relationship, unit training objectives. 6.3.2.2. Mission preparation - mission objectives, Desired Learning Objectives (DLOs), wingman requirements and responsibilities, currencies, capabilities, delegation of mission planning duties, tactics, attack plan, and briefing preparation. 6.3.2.3. Conduct of flight briefings and debriefings - objectives, DLOs, lessons learned, use of briefing guides and audiovisual aids, flight member involvement, briefing techniques, and debriefing/questioning techniques. 6.3.2.4. Conduct of missions - control of flight, flight discipline, emergency procedures, training rules, and responsibilities to SQ/CC. 6.3.3. Flying training. Training will be conducted in accordance with a program approved by the SQ/ CC. Missions may be flown in any order. The program outlined below provides a basic starting point and may be modified by squadron commanders based on unit needs and/or upgrade’s previous experience, qualifications, and documented performance. SQ/CCs will determine which sorties are required based on a review of previous experience and may certify a flight lead with appropriate restrictions based on training not accomplished (i.e. no AR, etc.). Two formation departures, a day and night formation aerial refueling, and a formation recovery will be accomplished as a flight lead during the program. 6.3.3.1. FLUG-1, Surface Attack Tactics (SAT). Mission Objectives: Practice leading and controlling a 2-ship tactics mission to a tactical range/working area in a medium threat scenario. Specific Mission Tasks: Briefing, formation departure, tactical ingress (low altitude), medium threat target area tactics (emphasizing flight management), tactical egress, weapons employment procedures/ techniques, AR procedures, and mission reconstruction and debriefing. 6.3.3.2. FLUG-2, Night Surface Attack (NSA). Mission Objectives: Practice leading and controlling a 2-ship night weapons delivery mission. Specific Mission Tasks: Briefing, formation departure, night range operations, weapons delivery patterns, night AR, and mission reconstruction and debriefing. 6.3.3.3. FLUG-3, Commander’s Certification, 2-ship FL. Mission Objectives: Certification (by SQ/CC or designated representative) of flight lead abilities in a tactical mission scenario based on squadron tasking. Specific Mission Tasks: Briefing, mission accomplishment, flight management and control, and mission reconstruction and debriefing. After that to upgrade to IP the pre-reqs are part of the FTU FIC syllabus that I do not have easy access to. I think it takes about 6 months as a FL to upgrade to IP. So, 1-350 post FTU hours If you fly 4 times a month for 3.5 hours a sortie you get 168 hrs in a year without deploying. If you deploy and average one 15 hour sortie per week for four months it adds up MUCH faster. Generally after 2 1/2 years you will be in the neighborhood of 350 hours. I arrived the end of May last year and I have ~100 post FTU hrs starting May this year; however, it takes about 2 months to really start flying so that is in line. 2-80 RAP sorties This can be the limfac for guys that deploy and rack up big hours. It may take three years to get 80 RAP sorties but it ends up being about at 2 1/2 years. 3-6 months as an AC to upgrade to FL Both PUP and FLUG are squadron programs but they have limited entry so just because you have the requirements doesn't always ensure that you immediately start 4-About 6 months as a FL to upgrade to IP. Total time is about 4 years, maybe a little longer or shorter, to complete the IP upgrade if you get the chance to stay that long before getting an Alpha tour. Most guys do not upgrade to FL before going to an Alpha, not everyone upgrades to AC before going to an Alpha. Only a very few stay and upgrade to IP. Most of those end up at weapon school.

It depends a little on who you are talking to. Now, I am not getting hundreds of hours or flying twice to three times a week, but until a month ago I made RAP every month since MQT and I completed our MQT program within the alloted time. The only reason I am going to hit recert this month is that my wife had a baby and I had my wisdom teeth out two weeks later. So it was nearly unavoidable. Not to say it doesn't happen (going recert, etc), but you typically are scheduled for one sortie per week with the average sortie being about 3.5 hrs. Now, we have had some bad luck with weather and in February maintenance killed us, but maintenance is getting better as is the weather. As to the AC question- Two things 1-They are changing the designation and therefore the training at IQC for all pilots. From our OGV - "The universal pilot will eliminate “co-pilots” and all UPT grads will be “pilots.” Here in the B-1 community we will have those pilots that are deemed Aircraft Commanders and those that aren’t." 2-Those that are FAIPs currently go through IQC (I had a couple of FAIPs in my IQC class) like the Co-pilots and then based on their performance are either given an AC checkride (biggest difference is requirement to actually be proficient in AR and overall expectations are higher in SA and decision making) or Co-pilot check. Both FAIPs in my class came out as AC's. Finally, as to deployments. We are deploying alot as has been mentioned. Last year our squadron was in Guam for four months (not a combat deployment unfortunately :( ) and we are fragged for another combat deployment before too long. So you can plan that as a B-1 guy you will probably deploy every year for 4(+/-2) months straight. There are only three squadrons and the JFAC pretty much always wants B-Ones so the math is pretty simple (even I can do it). Besides Guam, we go to the standard island and have been to other places closer to the fight in the past. Sorry this post is long(STS).

For Bergman's question... "My question to the B-1 guys is how long does it take to get "350 post FTU hours" and/or "700 total hours"? That seems like an very small amount of experience to me. I'm guessing it still takes 3-4 years to get that kind of time?" As a copilot if you don't deploy it will take about three years to get the hours. I have been at Ellsworth for about a year and I have about 100 hours in the last year. The other part to the question, that you didn't ask, is how long does it take to get the RAP sortie requirement? Figure that the average copilot gets 4 sorties per month if you don't take leave and TDY's and Christmas and the like into account. With that, you get ~40 RAP sorties a year. That's if things are going really well. So at a minimum it is at least two years to make the RAP sortie requirement. I think most guys end up having the hours and are trying to finish getting their sorties. Average guy (average as in opportunity) will upgrade just prior to PCS'ing to an Alpha tour. Sometimes good dudes don't upgrade before leaving, timing being what it is in the Air Force.

The link Bergman posted is the requirments for entry into PUP. PUP is the program for taking Co-pilots and upgrading them to AC's within the community. So the link posted is correct, and it is not an exception to this rule that allows faips to be qualified as ACs at B-1 IQC. Since it did not apply to me I have not researched the reg or req's for being qualified out of Dyess as an AC. On a seperate note, I'll agree with pbar and say that it is not the new AC requirements that are affecting the IQC pipeline since AC's are upgraded in house. It is a combination of factors to include the high ops tempo(OIF/OEF), added airframe stresses as mentioned AND aircraft upgrades from Block D to Block E and now to SB-10. edited for spelling [ 28. March 2006, 16:18: Message edited by: Dewey...BoneDriver ]

I had a similar experience with a controller who was in training. They told me I was "left of course turn left heading 069..." After about three corrections of "left turn left" I asked the IP if he wanted me to honor the directions or take over visually. Just goes to show that it pays to back up approaches with another method, 'cause if he has a bad day it's my wife they call!

I haven't seen all the numbers but if there is a problem for Navs it isn't an issue of overmanning in the squadrons for WSO's, but more of an issue of the "pipline being clogged" like SNTS said. We could use more but the FTU can't crank them out any faster and that is were the issue would likely be. edited for grammar [ 24. March 2006, 15:49: Message edited by: Dewey...BoneDriver ]