C17Driver

To answer question #1. It depends. Some classes have a lot of guys that want nothing but fighters and when some of them find out that they are going heavies, they start looking around and figure it out from there. My class had a good split. There were quite a few of us that didn't want fighters and knew what we wanted out of T-1's. When it comes to whether or not guys get the C-17 if they want them.. well, depends on the class. Of the 9 students that were assignable in my class(ie, AD), 6 put C-17s as their first choice. Only two of them came down in the drop. So I would have to say no, most people that want to fly C-17s that wanted to do not get too, at least not with my class. However, I have heard of some classes where a majority of the students wanted airframes other than the C-17 and a student that didn't want it ended up getting it. So it's all about timing.

Actually, "hooking" is failing any ride, test, etc...not just checkrides.

In the T-37, many students have problems with the pattern. There's a lot that happens in a short amount of time and some have a problem getting used to the flow. The problem usually comes in as a student approaches their first solo. The IP has to feel comfortable with your flying ability. From what I have seen/heard, most of the students that wash out would probably figure it out if they could get 5 to 10 more rides.. But that isn't the way UPT works. From my experience, the biggest problems students have is forgetting to trim... TRIM TRIM TRIM!

Most that are medically DQ'd during UPT are due to airsickness. There are a few cases of anxiety problems and such.

Actually, the statement that FAIPs compete against other studs that graduate at the time they are up for a follow-on is not true. A FAIP is in a different category because of their experience. And yes, I do know of FAIPs getting the not so desired job. I know at least two that both got E-3s after being FAIPed and both wanted either C-130s or KC-10s. Both of those FAIPs did extremely well during their tour (moving all the way up to check flight, getting recognized as CGO of the quarter, etc) [ 13 February 2004, 17:55: Message edited by: C17Driver ]

There are no guarunteed follow-ons... I think they stopped doing that at the end of FY 01 or 02. This included T-1s and T-38s. I have buddies that are in both tracks, neither one of them know where they are going in three years. [ 12 February 2004, 21:23: Message edited by: C17Driver ]

It's not all that uncommon to change air frames. All depends on the needs of the AF. I've flown with guys that were prior C-141, C-5, KC-135, T-38, F-16 and now they are flying the C-17. (The same person didn't fly all of those)

No, the one that took forever (2 hours) was in TOnes. The USEM and FLT CC decided that the class wasn't "putting themselves into the situation" real time. (ie, glossing over stuff) So they decided to make it real time. I think the two guys standing read over 50 pages of the dash 1 to the class. And what sucks about it, it was something simple, like high oil pressure of something like that. (so no bold face)

Length depends.. I've seen standups last a total of about 30 seconds before the STUD got sat down and I've seen one take about 2 hours. (That was a fun day!) [ 07 February 2004, 16:49: Message edited by: C17Driver ]

In addition to the items Airguardian listed, you also have the status information of your autopilot and auto-throttles, Radar Altimeter, Flight Director, etc. Some warnings will also show up, such as a Windshear Warning as well as Terrain. (the words Windshear or Terrain will flash) Probably the best part is the Flight Path Indicator (sometimes referred to as the Pig)

Yes, it is true that the C-17 has a stick and not a yoke. https://homepage.ntlworld.com/carl.hender/i...il/image019.jpg That is a good photo of the C-17 Cockpit. [ 29 January 2004, 00:05: Message edited by: C17Driver ]

I was in the same boat 3 1/2 years ago (Wow, I can't believe it's been that long ago). I joined AFROTC as a two year cadet. First, follow the advice of what the others have already said.. But remember, if you come off as just having joined to get a pilot's slot, the other cadets aren't going to take kindly to you. The cadre at my Det. were very interested in seeing how well you worked with other cadets, and how serious you were with wanting to be an officer above and beyond being a pilot. They wanted to see cadets take the initiative to get things done. A few specific things that you can do as a two year cadet. 1) Don't use the "I'm a 2 year cadet and they never get the "high profile" jobs. Apply for the jobs in the Det. that you think you can do a great job at and then do it. Don't be afraid to request a leadership role. 2) Do well on the PFT. Get in shape! 3) Do well at Field Training. Although your results may not be in your packet for the Pilot board, it can help in the end. (It did for me) 4) And finally, get involved with your classmates. Interaction is an important aspect that the cadre often look for as far as your potential on AD. Hope that helps, let me know if you have any questions.. Good luck!

Yep, that's what it means. You wash out of Pilot Training and you're done with flying for the AF, at least from the front seat. (Of course you'll hear about random deals where individuals that washed out years ago get back in again for whatever reason; such as waivers and something like that, but I wouldn't count on it)

From what I have seen and heard, being overweight and over body fat ususally requires you to get medically evaluated. One thing that will happen... If you are at your UPT base and getting ready to start, if you are overweight (over body fat), they will not allow you to start. If you are in academics and then go overweight (over body fat) they will not allow you to hit the flight line.. at least not initially. They will usually wash you back. (Disclaimer, if you are overweight, but under body fat then no problem) This is based on what I saw at Vance last year.

>What do you mean by "washout"? Is that people >quitting or people being kicked out because >they under-perform? And by getting flight time >do you mean not necessarily get your license, >but just get flight time? By that are you >including flight time such as not actually >flying the plane, but being with an instructor >that does? Do you mean simply begin PPL >lessons, but not necessarily complete them? "Washout" is pretty much as you described it. A person that didn't make it through training for whatever reason. Can be anything from medical to underperforming and in some cases, someone that quits. As far as the flight time goes, if selected for UPT you will have to have a PPL before starting UPT. Some are fortunate enough to get the PPL before they compete for a pilots slot and there are some that get it afterwards. If you are in ROTC and get selected for a UPT slot, the AF will pay for the PPL if you don't already have it. As far as the time goes... Any time you can spend in the air either manipulating the controls or learning a little situational awareness and technical skills will be beneficial as others have already stated.