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C-21.Pilot

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Posts posted by C-21.Pilot

    FY 14 Force Management Program (RIF, VSP, TERA)

    in General Discussion

    Posted

    CENTCOM is thowing around an email that has a nice Excel calculator which will compute both your TERA and/or VSP offerings based on YOS, Rank, etc. It also figures in taxes, etc -- very user friendly. I don't know where it originated from.

    Hopefully it's made it way around the AF. If you haven't seen it, shoot me a PM with your .mil address and I'll forward it over.

    Military retirement under attack

    in General Discussion

    Posted

    I'll retire as a Major -- have figured out the math, and it is in no way close to 1/2 million dollars. I'm no financial wizard, but I simply don't see a way to get to a $500K difference.

    Assume:

    1. ZERO inflation

    2. 25% tax rates....

    3. Retire at 20 yrs exactly - so you don't get the "over 20 pay scale"

    4. Based on 2014 pay charts

    5. Life expectancy = 85 yrs old

    6. Retirement age = 42

    Maj -

    7280.70 for 12 months (87368.40)

    7356.60 for 24 months (176558.40)

    Average over 36 months = $7331.30 x 50% = 3665.65 x .25% (916.41) = 2749.24 (month) x 12 = 32990.88 in annual retirement x 43 years life expactancy = $1418607.84 lifetime

    ****************************

    Lt Col

    7974.00 for 12 months (95688.00)

    8199.30 for 24 months (196783.20)

    Average over 36 months = $8124.20 x 50% = 4062.10 x 25% (1015.53) = 3046.57 (month) x 12 = 36558.84 in annual retirement x 43 years life expactancy = $1572030.12

    DIFFERENCE:

    $1572030.12 - $1418607.84 = $153422.28

    Airline Transport Pilot (ATP) Certificate

    in General Discussion

    Posted

    Why are you dealing with the FSDO for the ATP? Do you not have a designated examiner in your area?

    After completion of the ATP, I had the endorsement. When i went to the FSDO here in Tampa, he asked for me to bring a copy of my paperwork, logbook, and application forms. He reviewed my logbooks -- I thought this was/is normal practice…?

    YMMV?

    Does anybody have any experience with either of the ALLATPS locations in the DFW area (ADS/GKY)? How about US Aviation Academy in Denton (DTO)?

    My written is complete and I'm looking to take my checkride this Spring. The ATP programs at both Altus (AXS) and Sheppard (SPS) are a little too new and unproven/gouge-less for my taste - and I can't get ahold of the guy in Boston. I'm hoping to avoid duece123's experience with a non-military-friendly DPE and I don't think that the Higher Power ATP/type combo is right for me at the moment.

    Try this link: http://www.airlinepilotforums.com/military/75967-atp-practical.html

    15 year retirements on the table

    in General Discussion

    Posted

    Tempted enough to put in my applications in the airline apps (and have received phone calls) as well as corporate aviation departments (had an interview on 26 Dec). Have an interview with 2 Legacy airlines in May -- because I'm deployed.

    Most likely, though, I'll stick around until 20 and get the 50%…."timing is everything", and I missed out an a couple of those times (housing market, etc).

    Information on PIT (Pilot Instructor Training)

    in General Discussion

    Posted

    Well, the AF could go to the Navy model and have a Fixed-wing Instructor Training Unit at every base. At NAS Whiting, there's 10 of us in the wing that are dedicated to instructing the replacement pilots from the fleet. Eight rides and then an equivalent to a form 8 check. Then, there's the contact, instrument, and navigation flights and working on being an instructor. It's a pretty small operation and fairly efficient (for the Navy).
    Positives to this model are
    1) the FITU instructors can sub in at the squadrons for help as needed and they don't get rusty flying with actual students.
    2) squadron instructors can augment the FITU as need be and can easily cycle through like a PCA.
    3) flexibility...not sure how AF pilot training works now days, but there's only 8 or 9 rides, a check then a form solo in the Navy student syllabus. The pig in the snake, if you will, will always be early contact flights, so the squadrons have the option to pull the instructor prior to getting form qualed to start instructing where he/she is needed and send them back to the FITU at a later date for forms.
    4) Also, the instructor is already very familiar with the local area too. Not just getting out to gunshy/dogface and the nuances of flying in the local area , but his/her family is already in place and house is settled, etc. Plus, it saves time for TDY, check-in/check-out, etc.
    Negatives to this model are
    1) it's not in San Antonio

    Then you would have no operation at RND -- which NOBODY would vote for. Think of all the flying staff we have here….

    Information on PIT (Pilot Instructor Training)

    in General Discussion

    Posted

    Yes; although, you know as well as I do that the E-model B-course only requires six rides to get the initial INSTM/QUAL (no previous experience in the jet required). The track 4 at Klamath only required five-to-six and the equivalent at Luke is four rides, and can be proficiency advanced down to three (neither of these syllabi require previous MDS experience for course entry).

    I don't offer those examples to stir up a pissing contest, but as a point of reference. Even if the T-6 were more complicated to fly than the those other aircraft, 8-10 rides seems high.

    Edited for spelling.

    Very valid points. No argument.

    Trust me, during the T-6 IQ session - EVERYONE needs all the rides they can get. I've given plenty of check rides (over 200) and to date, I have only seen 2-3 folks who made my eyes water (both were FAIPs) -- most folks are average at best. By the end of the program, we are definitely fast forwarding those folks who have shown the progression and that is typically folks with an 11F background and are off to DO/CC jobs.

    Also, remember its an instrument/qual Form 8. The 11F instrument pilots I have flown with here all have a typical vector to final background and that's simply due to the environment. It normally takes 2 rides for those folks to get used to flying GPS, pure holding, full procedure, blah blah….it's just a refresher which you quickly pick up, but you still need rides outside of simulation to feel comfortable. Again, not cosmic.

    Heavy guys usually take a bit longer to discover the landing picture due to the sitting height (7 feet vs. 30 feet) and are typically average at best in formation, but they generally are well versed in all instrument procedures.

    Sure it's an easy airplane inside and out (probably the easiest in the AF), but that's not what's driving the equation. It's a different flying mentality for most: single engine concepts, no automation, gyroscopic effects, landing pictures, etc which require a few extra rides to be safe. Nobody here at PIT is "hooking" for power on stalls, spins, etc. Most folks do those fine with a couple of folks losing SA and busting a MOA every now and then, or simply forgetting a particular step in the procedure….it's not cosmic, it's just a lot to drive home in a few days. Plus, new airspace, new pattern, new airfields, etc.

    Me personally, I would prefer the IQ not go to a UPT base. Here, your only focus is flying, and we have the resources available to give more 1 v 1 time if warranted. We have all the SME's, all the experience. Most of us have well over 1500 sorties in the plane (1802 for me) and have recent UPT experience to boot. We definitely have the best T-6 pilots and we do the IQ program better hands down. I've had experiences at both.

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