Bigred

A more accurate question, how many of those students actually pop positive for COVID? Is it statistically significant? That would give a far better answer to whether or not the instructors are working with a high risk population.

I’ve always wondered, if a CC was fired for what ends up being false accusations, do they have any legal recourse? My guess is no, but I’ve never actually looked for an answer.

How much say would you have in where you go for command? Ie, if you apply for AETC command, you take command of anything they give you, or can you say ‘I only want an FTU’, etc? Similarly for command in AMC, what’s your ability to only take command of a flying squadron vice whatever else is out there?

The senior guys I trust the most are those guys that have made mistakes and pressed through it to get where they are today. I dare say they are better leaders overall because they had so much more to overcome to succeed as compared to a golden child.

Being fairly new, I find it interesting how much attention is given to the CMSAF role and the person in it. In 19 years of the Navy, I couldn’t give you one name of a MCPON (Navy top enlisted). I guess my point, the CMSAF seems it’s more about the person and less about the job. At least that’s my perception.

As the title suggests, I’m curious how much the Sq/CCs in the various communities fly? In my part of the world, they don’t seem to fly that often. I’m wondering if it’s similar elsewhere or if they all tend to minimally fly?

I guess agree to disagree. The kid couldn’t handle being told he was all jacked up and imploded. I think it’s a good thing because who knows how he’d handle life after flight school.

I mean, if he couldn’t handle the stress getting yelled at, how could he handle the stress of flying a combat aircraft? Sounds like he wasn’t so solid of a pilot.

Don’t act like you don’t know the name of that mag 😂

BAH is based on rental rates, not actual home prices, so the odd occurrence of home values increasing while rent decreases is what causes this. I saw it back in 2008 when I was stationed in Florida.

Interval training, sets of half mile and mile repeats. I’m almost 40 and weigh 220 and I run a sub 10 minute 1.5 mile. I also had my VO2 tested and it was average to slightly above. It helps, but putting in the correct training helps even more.

Yeah, I've always wondered if it was lore or if anyone has actually looked into it.

I’ve actually heard from multiple sources, both doctors/aviation physiologists, and fighter types, that the short, stocky, somewhat overweight dude can pull and handle g force better than the Uber fit dude.

I dunno, if Big is Beautiful, ‘towing’ may have been correct. How else will the fatties finish the run?

Preaching to the choir, but it blows me away that the solution to an exodus is to produce more. It’s like fixing a busted pipe, you don’t fix the leak by pumping more water in, you patch the pipe. There’d be no need for UPT 2.0/next/etc and to make pilots faster if that ‘pipe’ was patched.

Perhaps a stupid question as I’ve never flown a fighter, but breaking out at 1,000ft, in a dive at 550+ knots, would he have even had the reaction time to max perform the jet?

I have both sets of my wings on my OCP and I think they look fine. I have both the old school DriFire multicam and the new Massif OCP and I personally think they look fine. The DriFire blouse has more room above the pocket to fit so it looks better, with both wings on the Massif OCPs they push right up next to the seam.

Anecdotally, it seems to me more fixed wing guys ball it up during the admin phase, and more rotary wing guys ball it up in the terminal/tactical phase. I don't recall the last time I heard of a pointy nose type not pulling out on dive delivery, but I have heard of plenty planting it short of the runway. Conversely, I have friends no longer with us who have drove straight into the dirt trying to infil or use guns down low. I'm not saying one is better or worse than the other, but in my memory that's what stands out.

Most aircraft in Naval aviation are that way. Required equipment mostly mirrors the FAR/AIM for flight conditions your going into, the rest of the equipment is up to the discretion of the AC. In 14 years in the Navy, after signing for the aircraft, I never asked my boss for permission/waiver to fly for something broken. It was always a discussion between me and maintenance on what the broken part meant to the aircraft, but the final call was up to me.

The irony is I want to fly like that and it’s like pulling teeth to get on the schedule more. 🤷‍♂️

Danner makes a helluva comfortable boot that is really similar to the Nike.

So, I’m active, not AGR, but hopefully this helps. Did you actually submit an application for the bonus through the MyPers website (does ARPC do it that way?) I ask because I transferred from the Navy in Aug19 and immediately asked AFPC about the bonus. Due to admin stuff associated with my transfer, the lady running the program couldn’t get me paperwork to sign until Oct 19,!well after the cutoff date. Since I had applied online before the cutoff date, I was allowed to remain on the FY19 program even though I didn’t have an approved application until after the due date.

Obviously the Army has it figured out since they teach only helo flying with no previous fixed wing time, but I think learning how to fly planes first helped me be a better helo pilot. Plus, considering how few helo pilots there are in the AF (in the grand scheme) it seems better suited to getting a quality spread of pilots into the aircraft.

The AF is doing this? Damn that’s a bad idea. Are the helo guys just gonna sign a contract with the AF to go straight helos and not worry about class drops, etc?