HerkDerka

Even if they were to put him into some type of SHU or solitary, you have to remember than cons get smart in prison (in the wrong ways) and there are plenty of corrupt guards out there (ever wonder how all those drugs get in?) Also consider how prison gangs are all based on race. Black, Hispanics, Whites. Ever seen anything called the South Street Hajis on Oz? Nope. He won't have anyone to protect him. Basically, his days are numbers. Some guard will make sure his personal shower tiem coincides with Stabby McNasty's. It will be a short life sentence. That much I'm sure of. HD

I figure he'll get stabbed before he even gets the chance to settle into his new cell in general population. HD

SC now that was some truth right there. Guys the biggest part of being a SNAP is having the modern Air Force attitude: "I could make a lot more money on the outside." "I want to focus on my career enhancement." "A mouse farted in my room and woke me up, I'm going to call crew rest." "My wife is having yet another baby, I'm not going to make this deployment." "Don't tell me I'm stupid Eng, I'm an officer." "I'm a victim." "I'll be there after I stop by MEO. My IP yelled at me and I think he's prejudiced." Safe to say that if you live in today's AF and don't feel that you were born a few decades later than you should have been...you might be a SNAP. The true testament of the non-SNAP in the Herk world is to see how many Mag-Lite dents his helmet has in it. HD [ 02. May 2006, 17:36: Message edited by: HerkDerka ]

Deinitely recommend Southern Hills in Tulsa if you can get a member to invite you. HD

Short answer is staying ahead of the aircraft. Your SA increases with experience so don't try to develop SA per se. Just try to figure out things you can do to increase your SA while you are flying. Some examples: -Backing up and NDB with SCNS -Putting the heading bug on the runway -Knowing the short math for climb/descent gradients. -Cross tuning the FAF with another navaid -Using your crew to back you up But those are just standard flying SA tools. SA really starts to expand when you have experience in certain situations and know what to expect from those situations. Good SA is something like shutting down an engine and knowing how it affects things like stall speeds, airfields you can recover to, cargo, fuel dumping, service ceiling w/ weather. Your SA builds with experience and never stops. HD

Kind of funny they lt you into their FIR in the first place if they were having such "problems" with your dips. HD

Plenty of holding still going on. You don't see it on the scale you used to back in the older days thanks to well-designed hi-ops airports/RVSM/STARS/ILS PRM and the like. Head over to Frankurt some time and you'll see some dudes in the real penalty box. However, being that we rarely fly into DAL or LAX, the most common real-world holding is when a field goes below mins and the controllers have to start stacking 'em up. The most common holding for military pilots is on local pro trainers. But you'll still see enough real world holding as you bounce around the globe and fields start going below mins. I've sat in holding for an hour waiting to get into the Died while they were zero/zero. The planes were stacked from 10,000 to 25,000 and and one by one the pointy noises started declaring min/emer fuel. HD

Without a doubt SA. In combat flying, things can go from boring to busier than f*ck in a micro second. The best guys to fly with are the ones on the crew/in the formation who enhance everyone else's SA without gumming up the radios, talking to much, etc. etc. SA...SA...SA. Of all the good dudes I've flown with in the box...the best ones all share personal SA and crew/formation SA is a top common trait. HD

Yeah...because it was so #$&@ing cool! HD

A litte off. They went into ground idle right before touchdown (still airborne) and then reversed on the deck. Ummmmm.....No. Straight from Aviation Source: Lockheed's only modifications to the original plane included installing a smaller nose-landing gear orifice, an improved anti-skid braking system, and removal of the underwing refueling pods. The funny thing is that maybe if "Credible Sport" had actually worked (well) this whole thing might have never been that big of a deal. HD [ 18. April 2006, 21:10: Message edited by: HerkDerka ]

A Herk can though. HD

Ummm...contradiction anyone? Yeah, because they gots to be out there "dug in" and "holding the line" and all. Smart remarks aside...I'm happy the leadership is making an attempt (even if only superficial one) to de-gay AUAB a little. Chalk one up for the good ole boys. HD

Suck it up barney. It will get better after you leave ROTC and AETC. But be ready for those types you mentioned on AD. Eventually...we will take back our AF one party at a time. HD

I should have clarified...I wasn't referring to ENJJPT since it's NATO training. Just standard AF SUPT where international studs tend to pop up more and more. It seems every class at Vance has at least two and about every other at Laughlin and Columbus. HD

Any of the current/former UPT IPs can give you the lowdown better. But my understanding is that since exchange students' countries pay a load of money for their studs to go through American pilot training. This is why they all go to 38s and why they are given that extra notch of rope. HD

Upon second review I finally saw the mountain you're talking about Bitte. (Missed it on first post) Definitely Kandahar. HD

After a 15 second search: Worksheet The Worksheet has the hours vs. points listed For all of your other PCSM questions: PCSM Website HD

Iraq, Afghanistan, every JATWISH in the middle east and Africa. These are all very real missions. Just remember that every airframe is deployed differently at different times. How about Hurricanes Katrina and Rita.

Yeah, like some serious "Federal-Pound-Me-In-The-Azz-Prison" time. HD

No. Herks are not heavys. 200K would be a miracle. It it me? I thought the actual classification for "heavy" aircraft started at 300K (with the exception of the B-757). Anyone care to chime in? HD

This thread is riding the edge. Let's get it back on track. Gumby - For your first assignment, AFPC advises at the one year point, but you want to have your T-ODP in by the time you hit 24 months because you'll most likely be on the VML after that. But don't expect another assigment until you've been there AT LEAST two and a half years. HD

Wow. Good question. I don't have much of an answer for you, but try PMing Rotorhead (or he might show up in this thread). He's the go-to guy on AFPC processes. HD

"2" Knock It Off. Good call. HD

You know, I could be nice about this but: ARE YOU BLIND OR JUST STUPID? Did you even read my post? Let's revisit a few quotes from it. Wow, I was really slamming those MPDs wasn't I? Everything in that post was talking about how the program itself is a waste. In what part of that post did I ever say it was the MPD's fault? Not once. Read posts before you reply to them. It will serve you better. HD [ 24. March 2006, 03:22: Message edited by: HerkDerka ]

Regarding engineers: 1) It takes awhile to become a flight engineer. It used to be that engs had to do a tour as a maitenance troop and then they could crosstrain. Now they are accepting applicants from all AFSCs, but you still can't do it right out of basic training. You have to have time in. 2) It is almost certain that they won't be training new engineers by the time you would be able to cross train. The AF is trying to buy J-models and slots for engineers have been dwindling for years. 3) If you were to become a flight engineer, you would have to reenlist. Basically you would end up spending a minimum of six years on active duty before you could even start pursuing your commission. Around this time you are getting dangerously close to age restrictions for UPT. 4) It is damn hard to be a flight engineer deployed all of the time and trying to get your college degree.