Jkarl

Thought that was odd? Where do these guys come up with this stuff! Haha

What? You all don't press and starch your PT gear? I thought this was the norm?

I just got done with initial qual at dobbins last month. The gouge on the website is pretty good except that you will now be doing all phase 2 and 3 as co-pilot. I can give you a basic rundown with what you need to know and update the gouge. As far as getting Dobbins, you have a better shot if you’re a reservist that fly’s H2’s or H3’s. I flew E models and went (pure luck). Dobbins is the best deal out there concerning any AETC school in the country, great per-diem, great location and great instructors. There were only 2 other studs in my class, but the class size usually averages 6. Dobbins is much more streamlined than Little rock with their syllabus, that’s why you only work 3 half days a week. The first couple of months our academics at Lockheed. They will issue you a laptop so you can do your CBT’s at home. You do have some classroom instruction, but mostly CBT’s. Expect to work approx 3-4 days a week in the academic phase. Phase 1 is “pro phase” (landings, instrument work, basic navigation emergencies), you will learn systems first and practice emergencies in the Flight Training Device (a sim that doesn’t move or have visual). They give you plenty of time to run through checklists, so you can learn were all the switches are. You will work with the engineer on your first phase diagnosing emergencies. A big emphasis item is 3 engine go’s make sure you know each step from the dash-1 and talk through them as you are performing them in the plane. Mid-way through phase one you will have your from 8 EPE in the FTD, which is basic system emergencies, and make sure you know told definition and weather mins. You will get in the sim for the rest of phase 1 and work on landings and instruments. At the end of phase 1 an instructor will come over from the flightline and evaluate your flying to make sure your ready for the flight line. Dobbins is different than little rock because your do phase 1,2 and 3 at Lockheed before you go to the flight line. After pro phase you’ll do phase 2 and 3 which consist of SKE formation, NVG, Airland, Low level as CO-PILOT. You will work with the navigator in this phase and focus on the tactical mission and your duties. After phase 3 you’ll hit the flight line and pacing will pick up. Pro phase consist of 4 ground training sessions and approx 4 flights and a form 8 checkride. Your first flight in the plane will be in the right seat for proficiency landings then you’ll move to the left seat and learn how to land the plane and run the crew. After your check ride you’ll transition into phase 2 and 3. Tac phase consist of 8 flight and a checkride. This phase consists of mainly night NVG and Airland operations as a co-pilot. Once you hit the flightline, expect to fly 3 days a week and you’ll have ground training the days you aren’t flying. This phase will go fast. Atlanta is great whether you’re single or bringing a family. You’ll have plenty of days off to visit every part of Atlanta and Georgia. There are several federal parks if you enjoy hiking and the outdoors and many other endless indoor activities. The night life is great! Atlanta is a very trendy spot with tons of young people. As far as living, you will report to the dobbin’s inn and they will give you a contract quarters slip. I highly highly urge staying at the residence inn. This is the best deal by far. They just finished remodeling and they all have new beds and furniture. You will have a free hot breakfast every morning and dinner and free beer 4 nights a week. You also have a full kitchen if you want to cook yourself. The staff is super friendly and will cater to your every need. They upgraded me to a penthouse room for the same rate. It’s so nice having a maid clean your room daily and having a nice bed to sleep on at night. Dobbins does not have a mess hall, so you will get full per-diem for Atlanta. Unlike the gouge, I would not suggest getting a corporate apartment. They make you sign a lease and charge late fees if you do not pay on the first day. Some previous studs had trouble getting out of their lease that finished early and the D.O. had to get involved with the corporate apartment company. Not to mention your finance office may not even approve a corporate apartment, because dobbins will NOT give you a non-availability slip - only contract quarters. Some dudes had to pay for their whole stay. Just stay at the residence inn and it will make everyone’s life easier including yours. This is a nice place. As far as gouge, everything you will need to know will be “taught” to you. Just know what you’re told to know and you’ll do fine. Only 1 dude in the entire history of dobbins school has not made it through, and that guy went to Little Rock and passed. Remember this base is a RESERVE base run by RESERVISTS most of the instructors fly for a living and come in to have fun. No mandatory PT or any other Active Duty bull shit. It was a great time and I’ll miss it. It’s a gentlemen’s course and everyone is here to help you pass, unlike UPT. If you have any other questions just ask.

(AFI 36-3003) 6.1.3.4. Charge leave to members attending AETC formal schools that close for the Christmas and New Year's Day holidays. Do not charge them leave if they perform authorized duty at the TDY site or report for approved duty to their home station during holiday periods. When their permanent duty station commanders concur, members may return to the home station to perform duty. If so, entitlement to allowances prescribed in JFTR, paragraph U4175, may apply. See AFR 177-103, Travel Transactions at Base Level, chapter 4. So essentially, you could go home and get reimbursed for it.

Whats next:

http://www.beatingtheticket.com/

I don’t think it's what you ask, I think it's the way you ask it. I always show respect for the TechSgt, MSgt, Etc. because quite frankly they have a lot more time in, and don’t want to be taking orders from a 4 month old Lt. (not to say they wouldn’t follow orders given by an officer,) but I think a lot of senior enlisted get pissed when some hot shot Lt. walks through the door barking orders and demanding sh*t. I’m not saying don’t act like your not an officer, but mutual respect will never really hurt you. If I were you, I wouldn’t bring it up to the boss either, he probably has better stuff to worry about than a Tsgt rolling his eyes at you. You’re an officer, handle it yourself. [ 22. September 2005, 23:25: Message edited by: Jkarl ]

You will if your a reservist for that airframe. Like myself. [ 17. September 2005, 23:21: Message edited by: Jkarl ]

FYI...Your not supposed to iron or put them in the dryer, it ruins the fire rating on it.

So is it fair to say that anything that's in your inflight guide (i.e. aircraft systems diagrams, procedures) is fair game for GK or a tabletop ep, during a checkride?

I knew you weren't serious. But it does almost work out at that speed. I'm amazed he got that right.

Check out this site: http://www.4militaryfamilies.com/militarydiscounts.htm

Once for the Academy! What Academy if you don't mind me asking? As far as a pilot package goes, that is the same as an OTS package. He'll be picked up for OTS with a pilot position. The time it takes will be dependent on his scores, flight hours etc. There are several tests he has to take in order to apply for pilot. I don't know if he has taken those yet. Do a search on the application package for more detail. It usually takes a good month to find out if you were selected and to receive a class date.

There is no way a f-14 could travel at Mach 3 for that distance, the wings would burn off. (@ Mach 3 the wings would reach a heat of approx 650 degrees.) From AF Fact sheet Speed- 1,584 mph (2,548km/h) Max. speed at 40,000 ft (12,200 m)Max Mach Number = 1.88 Cruise Mach Number = .72 Fuel: 16, 200 lbs. Internal fuel: 3, 800 lbs. External Maximum range- 1,600 nm (2,573km) No way it's true (Maybe in a SR-71)

If it were up to him, he would love to see himself promoted like this. I mean, to him this is "real" anyway, what's the problem with sharing a few stories of a heroic man like himself?

“I called’s the tower, It was time for takeoff, I’s was ready for takeoff” “Did they respond, or did they just..kinda freak out?”

The rooms are typical 2 bed dorm rooms. They'll be spotless all the time due to inspections. There is a gov computer in each room, but many are broken. They are taking all the computers out of the rooms and making a computer lab in the dorm area. So by the time he gets a class date there probably won't be internet in the rooms. Weekend privileges can be given around the last 3-4 weeks of training, but don't count on it. It all depends on how well he is progressing in training. I would focusing on getting selected first. Was he selected or is he just applying? If he's just applying now, the program could be completely different by the time he actually gets a class date.

^ This is the best day of my life ^

I used to work at a machine shop in high school, and 1 older man that worked there claimed to everyone that he used to be an SR-71 pilot. He weighed about 280 lbs, had the gut of an overdue pregnant lady, and drove a piece-of-sh*t 1992 ford ranger. I never understood why an SR-71 pilot would be so fat and stupid. After some research I found out that he didn’t even make it through tech school out of basic and had been discharged. I also looked up some facts about the SR-71 and would go to work and ask him about them when he was giving one of his famous pilot “stories” He just made a fool of himself and eventually everyone hated him and he was fired. I don’t know why people try to fake these kinds of things Also, I found the true identity of Meltdown. ---

Vandal905: I had the same problem with my shoulder, basically it came dislocated 4 or 5 times when I was in my teens. I had physical therapy and it hasn't happened since (4 years later), I let my Flight surgeon know this while taking my FC1 and it was not a problem.

Where is it on your head? Is it underneath your skin? Give a little more info.

Jmp: First thing -- your recruiter does not seem very helpful and I would look for another one. Second. Here is what the Manual says about failing a depth test for FC1: A7.11. Depth Perception/Stereopsis. A7.11.2. Flying Class I, IA, II-Flight Surgeon Applicant and III-Inflight Refueler Applicants and individuals required to perform scanner duties. Failure of the Vision Test Apparatus (VTA-DP) or its newer replacement, the Optec Vision Tester (OVT), screening depth perception test with uncorrected refractive errors should be retested with refraction correction in place, regardless of level of unaided visual acuity. Failure even with correction is disqualifying, but may be considered for waiver consideration by higher waiver authorities, only after completion of a full evaluation by an ophthalmologist or optometrist, to include all of the following: ductions, versions, cover test and alternate cover test in primary and 6 cardinal positions of gaze, AO Vectograph Stereopsis Test at 6 meters (4 line version), AO Suppression Test at 6 meters, Randot or Titmus Stereopsis Test, Red Lens Test, and 4 Diopter Base out Prism Test at 6 meters. These tests are designed to identify and characterize motility/alignment disorders, especially microtropias and monofixation syndrome. The results of these tests done locally are considered to be preliminary, but will be used by waiver authorities to determine whether a candidate should be permanently disqualified without any waiver consideration, to identify if there are potentially correctable causes, and to determine whether further evaluation is required. So you will need a waiver (and can only get one if you pass the above mentioned tests). When you get it, This is what is needed for a waiver: AFPAM-48-132 Updated-6/99 By ACS CONDITION: SUBSTANDARD DEPTH PERCEPTION I. Overview: The visual perception of depth or the third dimension is derived from the interpretation and integration of a number of monocular and binocular cues. As such, defects or acquired abnormalities in any portion of the visual axis may adversely affect some aspect of the perception of depth. Monocular depth perception relies on learned cues such as physical appearance of an object or the size relationship of objects. Examples of monocular cues include motion parallax and perspective. Although monocular cues to depth and distance are the primary cues utilized beyond 200m, they are subject to visual illusion. The precision of monocular depth perception is highly variable, depending on stimulus, lighting and motion of the object, but is generally accepted to be inferior to binocular depth perception (stereopsis). True binocular stereoscopic vision (stereopsis) represents the finest level of depth determination and refers to the interpretation of depth by detection and interpretation of retinal disparity. The ability to discern depth accurately seems to develop at about 3 months of age in normal infants. However, this ability is dependent on accurate depiction of an image upon the retina of both eyes simultaneously, and upon the correct interpretation of that stimulus. Any disruption of accurate retinal imaging will adversely affect depth perception. A subset of individuals are unable to accurately perceive depth secondary to developmental abnormalities of the neuro-retinal pathway. The most common example of such a defect is childhood amblyopia (also called “lazy” eye), which includes strabismic amblyopia (a misalignment of the optic axis), anisometropic amblyopia (due to retinal image size or clarity differences from differential refraction between the two eyes) and deprivation amblyopia (from opacities or blockage of the optical media such as cataract, ptosis or uniocular retinal disorder). A subset of these individuals may have transient misalignments of the visual axis sufficient to cause strabismic suppression of one of the misaligned images across such a small portion of the visual axis as to be undetectable by the individual, and detectable only with specific testing. Similarly, however, acquired disorders, such as imperfect refraction or uniocular visual disruption from ocular conditions, such as a cataract, can adversely affect the depth perception in a previously normal individual. Sources of depth perception defects commonly seen among aviators and aviator applicants include defective ocular muscle balance, uncorrected refractive errors, microtropia, anisometropia and monofixation syndrome. Although some defects in stereoscopic vision may be corrected with correction of the visual abnormality, individuals with corrected childhood amblyopia exhibit a high prevalence of reduced contrast perception, and even the vast majority of children who undergo correction at an early age do not ever achieve normal stereopsis. The USAF utilizes the VTA-DP, or its newer replacement, the Optec 2300 (OVT-DP), for assessment of depth perception in aviators. Passing this test requires the ability to discern depth based on a disparity of at least 25 seconds of arc (line D), although the test is capable of testing as low as 15 seconds of arc. “Normal” stereo vision is considered to be 30-40 seconds of arc, although a few people have stereoacuity that is better than 15 seconds of arc. The limit of human stereopsis is probably around 5 seconds of arc. Verhoeff and Howard-Dolman tests are no longer used in routine screening, but they are utilized by the ACS in determining potential waiverability of substandard stereopsis cases. II. Aeromedical Considerations. Stereopsis is generally not considered to be a factor in the perception of depth beyond 200m. Beyond those ranges, monocular cues prevail to facilitate perception of depth. In aviation, accurate perception of spacing or depth within this distance is critical in a number of situations, such as aerial refueling, formation flying, holding hover rescue type operations, taxiing, and parking. Stereopsis also facilitates closure maneuvers and rejoins. The majority of aviator tasks, dependent on the perception of depth, occur beyond 20 feet. As close proximity flying situations rarely arise in civil aviation, the FAA does not require depth perception testing for general or commercial aviation. However, military formation flying requires constant monitoring and requires normal stereoscopic/depth perception. III. Information Required for Waiver Submission. The most common cause of an acquired depth perception defect is uncorrected refractive error. Depth perception testing should not be attempted until optimal correction has been achieved. A. Evaluation Required for Waiver Consideration : 1. Local evaluation by an optometrist or ophthalmologist is required prior to consideration of further waiver processing to rule out correctable causes and those conditions that would preclude further consideration. The local work-up format includes at a minimum: a) Complete direct and indirect ophthalmoscopy B) Optimal refraction with further testing, including repeat VTA-DP or OVT-DP, to be accomplished with optical correction of any refractive errors, regardless of unaided visual acuity c) AO vectograph d) Red Lens test e) Four-diopter base-out prism test Results from these tests will be used by higher waiver authorities to determine if further processing is appropriate. 2. Aeromedical Consultation Service (ACS) evaluation is required for waiver recommendation after correction of any reversible or correctable deficits. Initial applicants may be evaluated if their defect is suggestive of microtropia or monofixation syndrome per published research protocols. IV. Waiver Considerations . One hundred fifty two aviators with defective depth perception are recorded in the USAF WAVR database. Most were identified retrospectively. Among Class I and II aviators, all but four received waivers for substandard depth perception (most due to monofixation or microtropias), and the four who were disqualified were not primarily disqualified due to depth perception. Of 19 Class III aviators listed in the database, seven were disqualified, all primarily due to defective depth perception. Many of these were boom operators in whom accurate depth perception is also considered critical. Many of the waivered aviators, who received waivers, enjoyed highly successful military aviation careers despite subtle defects in depth perception not detected until late in their careers. However, it is not known how many student aviators may have washed out as a direct consequence of undetected depth perception problems. It is presumed that a subset of mildly defective microtopes may perform adequately in the cockpit. Therefore, a subset of initial applicants who have subtle defects in stereopsis due to microtropia or monofixation syndrome have been issued waivers as part of a prospective EFS-M research protocol. Prerequisites for inclusion in these studies have been outlined elsewhere, and requests must be coordinated through the appropriate MAJCOM. A large body of data exists regarding the effects of night vision goggles and depth perception. Even dual tube goggles may not provide accurate depth assessment capabilities for a number of reasons including off axis adjustments, poor focussing, and poor tube performance. Depth perception in the aviation environment may be compromised after the use of cycloplegic agents. Waiver, therefore, is possible for aviators with mildly defective depth perception in the absence of other retinal or uncorrectable ocular pathology. Individuals in aviation specialties which rely on stereoscopic depth perception for performance of assigned duties (boom operators) and aircrew with more significant deficits are less likely to receive favorable consideration. Each aircrew member is considered on a case by case basis. V. References. 1997 Aeromedical Reference and Waiver Guide, US Navy. Aerospace Ophthalmology VII. AMP HO 342. Ophthalmology Branch, Clinical Sciences Division, USAFSAM Brooks AFB TX. Effects of the Chemical Defense Antidote Atropine Sulfate on Helicopter Pilot Performance: An In-Flight Study. Army Aeromedical Research Lab, Ft. Rucker AL. 1991. Howard IP and Rogers BJ. Binocular Vision and Stereopsis. Oxford University Press, New York NY. 1995. Patterson R and Pullman WL. Human Stereopsis. Human Factors 1992;34 (6):669-92. Hope it helps [ 13 August 2003, 17:18: Message edited by: Jkarl ]

I dont know what you guys are talking about, my hands were sweaty as hell. I had to keep wyping them of during the breaks.