C17Driver

Some heavy drivers put a knife or some type of leatherman in that pocket... [ 23. October 2004, 23:09: Message edited by: C17Driver ]

Heavy squadrons don't normally have callsigns (some of the older guys that flew something else might have them). Lt's and Capt's go by first names usually. With Maj's it depends and above that it's Ranks and Last names in the squadron.

From what I was able to find through some searches while sitting the desk last night is that the MAW is removed for current personal. All new accessions still have to meet it, but once they are gained, they move over to the fitness test. Unfortunately, I couldn't find it written in a reg that way, it was s summary of the reg. So I'll have to keep on searching.

Scoobs, sent you a PM.

Usually it doesn't take much time to upgrade to IP after upgrading to AC...anywhere from 9 to 12 months, sometimes shorter...The thing about being an IP is we have a lot of different qualifications.. A pilot can be an IP but not even airdrop qual'd...Same with NVG's..That's a special qualification... The desert really isn't that bad...It's actually gotten a lot better these last couple months.. most of the places we go have "hard billets" for sleeping arrangements now so it's better. It can be tough on the family, but the sqd's try to do a good job about honoring leave requests when able. [ 17. September 2004, 23:23: Message edited by: C17Driver ]

scoobs, to answer your questions.. For the most part, it does change some. Co-pilots/first pilots tend to be "abused" more but that is usually because of the rank...When you first get to the C-17, your job is to fly...and that is what you'll do. Eventually, you'll get a job in the sqd and the flying will go down a little, but not much. Usually your hours (time away from home) doesn't go down until you've upgraded to IP for things like NVG ops or Airdrop.. then you'll be home cause they'll need you to fly locals to keep everyone else current. We usually don't spend more than a couple days to a week in the desert during any two week period.. However, we do go all the time, so the amount of time we spend there is pretty high. As far as the guy in the desert for a "6 months".. who knows... The C-17 community provides members for "staff" jobs just like everyone else. The squadrons are always sending capt's and maj's off to spend 90 to 120 days in some sandy place. Our squadron alone has several guys on ground TDY currently. It doesn't take long to upgrade to AC. A new co-pilot/ or whatever they are calling the people coming from Altus these days can expect to meet the hour requirement for upgrade to AC within 14 months on average from the time they become mission ready. Some guys take longer, some shorter...For the most part, co's average about 70 - 90 hours per month. And you're right, it is a lot of fun (sometimes). Being gone a lot isn't bad. The hard part is being gone for 19 days on a trip that was supposed to last 14 and then to get home and find out that you get 30 hours off before you leave on your next 14 day trip. But that isn't all to common, just depends on the squadron, etc... [ 17. September 2004, 20:55: Message edited by: C17Driver ]

Every state is a little different. I would research the requirement online if you have the capability. I actually considered changing to Florida a time ago, but was steered away for some reason. I think I had to show proof of a "residence" via a bill, mail, etc...but can't remember if that was the case or not.

DG, SP (Superior Performance), 500 Club (not sure if they still do that or not)

Top Academic, Top Stick, Leadership, and Distinguished Graduate...Those are the ones I can remember. Earning one or two of the first three does not mean one will also get DG.

some guys don't even stick one in their boot anymore..

Sharpie, The Thrust reversers could be deployed for several reasons. Probably the most likely reason is for a tailwind. Having the TR's out prevents possible compressor stalls with high tailwinds. As far as the flyby, what you might have seen was an overhead pattern or some variation thereof. There is no requirement to do a flyby prior to landing.

The T-38 guys receive a centerline thrust restriction.

For the guys at VN, no class. Just pay for the test, something like $70 at the place we were taking it. They had a handout of the test bank and we could just study from that. They gave you the sheet with the results from the test and you took that down to the local FSDO office and applied for the ratings. Two months later I got my card in the mail.

Not sure about the CFI thing, but getting the instrument and commercial ratings was as easy as writing a check and taking a test.

No need for a computer in class. Just stick with whatever you prefer, desktop or laptop. Personally, I'm glad I have a laptop now that I am TDY all the time, but during UPT it didn't matter.

There are squats (we called them leg presses), but only 10 reps are required with 15 max. The "squats" during the endurance portion are done just as Skid27 and I described above.

Some of the guys in my SERE classes had to do the AF SERE even though they had completed a different course (Navy).

For the squats, there is no machine. Imagine standing there at attention. Squat down so that your hands touch the side of your feet, then stand back up again. That's one.

There are some "interesting" (for lack of a better word) things that happen at SERE. However, the attrition rate is not really that high. When I went through, no body quit in the group of over 80 and only one individual didn't make it to the end(due to physical problems). It should also be noted that she had already attempted the course on two previous occassions. The best advice I would give is to go in with an open mind and ready to learn.

MRH, to answer your question yes, you can. I've seen everything from guys studying their e-pubs to catching up on some studying for classes (as C-21 mentioned). Sometimes we do question and answer to determine who is going to buy the drink of choice at the destination. Just depends. The list goes on as far as what different guys do while in the seats.

C-21, I think I understand your question. There are no specific requirements as far as what time everyone on the crew must be awake other than during critical phases of flight. For a basic crew, everyone is going to be awake for the descent (usually gets pretty busy). I'm not sure what you mean about the 45 min. During cruise, my understanding is that one pilot at the controls is fine. Even with an augmented crew, there are times where there is only one pilot seated and ready to "fly" the aircraft. As far as the rest in the crew bunks go, yeah, that sleep is just a bonus. If a pilot were to get 8 hours of rest in the crew bunk, the rest of the crew would probably hound him pretty good, and it would still not add time to the allowable flying duty day. The flying duty day for a crew applies to the entire crew. (ie; if one the loads shows up to the jet an hour earlier than everyone else, then that's when the day started regardless of the fact that we have another load on board) There are no current restrictions that I'm aware of as far as who has to fly when during a mission. The only restriction is that you have to be current and qualified in the event you are going to accomplish. For example, a straight up co-pilot is not going to perform a full flap landing or assault landing. The Mission Pilot (who may or may not be an IP) would perform. First pilots, one step up from the Co would be able to perform the full flap. riceowl, yes, one pilot has to be awake to fly the aircraft, talk on the radios, etc. Usually the way it works is there is one pilot in the bunk, two pilots up front. On really long days, one of the two up front may hand aircraft control and radios to the other and close their eyes for a while. However, they are in the seat and strapped in, if something were to happen, they would be ready to assist the guy that has been awake. [ 29. March 2004, 16:29: Message edited by: C17Driver ]

Bascially, an augmented crew allows for a 24 flying duty period. Running consecutively is a Crew Duty Time that can extend the day up to 45 minutes from the 24 hours. So you're looking at 24 hours and 45 minutes for duty. There is an exception to the 24 hour thing...Some missions to certain locations have a standing waiver for up to 26 hours...Long, long days! There are limitations of course. If the crew is augmented, then no tactical events can be accomplished after 18 hours (ie: AR, tac arrivals/departures). If the autopilot is inop, then there are also restrictions as far as flying time. Usually the crew consists of a Mission Pilot (AC,IP,FE), First pilot, and mission co-pilot and then two loadmasters. A basic crew, which consists of two pilots and one loadmaster is more restricted. But I've never actually been on a crew with less than 5 for a mission. We have two bunks in the C-17, so we rotate through sleeping. Every crew gets into their own routine as far as who sleeps when during the mission.

Scoobs, just like chuck said, it depends. Another thing to think about is we don't deploy in the sense that most people think. C-17 crews normally stage out of several different locations around the world.. Most crews leave on orders that have a 13-15 day TDY schedule. For example, a crew will depart on Apr 1 with a SRT (Scheduled Return Time) of 15 Apr. The catch is that one crew may leave and be out for the entire 14 days when the crew that left the next day may be out for 6 before they return and then get sent out again (recycled). The crew dawgs in the squadron are normally gone for 140 - 210 days a year. On a side note, crews are almost always augmented (three pilots and two loadmasters) which increases the duty days to 24 hours. An exception to this is when a particular squadron is selected to run the stage (overseas), then they'll be gone for anywhere from 45 to 90 days. [ 28. March 2004, 21:54: Message edited by: C17Driver ]

Baseops brings up a very good point on the language barrier. Some controllers (Eastern European mostly) will keep calling you with your clearance until you read it back exactly. For example, they will tell you to "RCH XXX, maintain 350", and until you say "RCH XXX, maintain 350" just as they said it, they will keep calling. If you reply with just your callsign or even your callsign and just altitude, they will tell you again.

Guess it just depends on timing. In my class, getting hercs or C-17s was a little more difficult. As far as type of flying, the C-17 does both the strat type airlift as well as the low levels. It's all fun whether its 300ft/300knots or flying 11 hours from Texas to Germany (without stopping for gas or aerial refueling).