Toro

Ditto both above for roomates - it's all about whose name is on the lease. I had a roomate at CBM and I ended up leaving about 3-4 months before him. He moved in well after I started renting the place, so his name wasn't on the lease. When it came to leave, we had to go in and put his name on the lease, then remove mine.

Sounds like kind of a f****ed prank, but it reminds me of one that UPT IPs pull on their students. Up at altitude, the IP takes the jet and explains to the student that due to the thinner air, the jet is much more sensitive to changes in lateral weight shifts. IP tells the student to put their arms up in the air and, after trimming up the jet, IP does the same. IP then tells student to shift their weight and move their arms to the left - and the jet slowly rolls to the left. IP tells student to shift their weight and move their arms to the right - and the jet slowly rolls to the right. Unbeknownst to the student, the IP is gently nudging the stick with his leg. It sounds like kind a lame joke and it usually doesn't get more than a "Wow, that's cool" from the student, but (much like any other prank) it gets better when they get back to the flight room and start talking about the cool experiment they did with their IP.

In addition to Hacker's, here are a couple more that get tossed out, but never seem to stick (though we have given these names to B coursers) "Blood Soaked Frozen Tampon Popsicle" "(Insert name of chubby guy in squadron) Ate Me, $hit me out, and he's still fat" "(Insert name of somebody in squadron)'s b!tch f***er" DABOR - Dumb As a Bag Of Rocks STUFR - Stop Talking U F***ing Retard FANSONG - For having an SA of 2 Other names I've seen that go along with the last name - "Goblin" Cox "Slip" Sen "Clint" Torres "Parrot" Estes It's always fun to explain those to little kids and old ladies at airshows.

ONW 2003. We had a 2-3 mile drive from billeting to the ops buildings, and had to drive through an manned ECP. A couple guys checked out bikes from Outdoor Rec and decided to ride to work rather than drive with the rest of us. We passed them with about a mile left to the ECP and when we stopped, we asked the cop to help us with a little joke. We told her a couple guys would be there in a few minutes on bikes and to give them a story about an APB out on two bikes stolen from outdoor rec and she would need to detain them until the matter was resolved. We parked the car and by the time we had climbed on top of the SOC to get a view of the ECP, we saw she had already detained them and gone above and beyond what we asked for. I grabbed a camera, ran down to the ECP and took this picture - What you don't see is her standing right next to them with her gun drawn. Good stuff.

If you don't feel like you heart is in it, stop now. I have a personal story to back up that sentiment dealing with a WSO in the FTU - he went through UNT instead of UPT, but everything else could correlate directly to your situation. Several months ago this student's performance took a nose dive in the FTU and he ended up going to a progress check (a check ride with the commander following multiple failed rides) that would determine whether he should continue. He passed the ride, but immediately following that ride, he let it be known that he did not want to continue in the program and did want to be an F-15E WSO. He said he had never wanted to be an F-15E WSO and he made this fact known during UNT, but his commanders encouraged him to continue in the hopes that he would change his mind. He graduated UNT, came to the Strike Eagle, and made it 3/4 of the way through the FTU before he SIE'd. A lot of us speculate that his poor performance which led to the Progress check wasn't a factor of his ability, but rather of his lack of desire to be in the Strike Eagle. Had he called Kings-X during UNT, he may have had a chance to be transferred to another AFSC before wasting too much of the AF's money. Now he has earned his Nav wings and wasted millions of dollars on F-15E training before deciding it wasn't for him. He is in the process of an FEB and will be lucky to stay in the Air Force, much less ever fly again. If you have decided that it's not for you, it would be a wise decision to get out now. Not thinking you'll like UPT is different than not wanting to be a military pilot. Nobody 'likes' UPT, but if you don't have the desire to be a military pilot, you lose a primary motivation for UPT. Feel free to PM me.

Man, I saw the title of this thread and thought somehow this tribute would have made it in here. Favorite beer - anything served in a liter-sized glass, especially if it's served here -

I'm very long removed from PIT, but here was the deal in '97 (and T-38s) - I lived on base in the BOQs. The couple of married guys who brought their wives got apartments right outside the gate. I can't remember the specifics, but you won't be there that long, so I wouldn't worry about it too much. - Your BAH should reflect San Antonio rates if you get a place off base - IPs for the most part were cool, but standard scheduler mentality that if they need you to fly, they need you to fly. I made plans for a trip with my girlfriend one weekend about a month into the program while we were in the contact phase. On the Thursday prior, they told me that they had decided to fly weekend local O+B sorties between Randolph and Kelly because they were so far behind. Despite the fact that I was ahead of everybody else and I was only one of two guys flying, when I tried to explain I already had plans, the scheduler told me "You know where you can find sympathy in the dictionary? Between $hit and syphills." So my girlfriend sat in my Q room while I doubled turned each day. Do it. Dumbest thing I never did was my master's while I was a FAIP. I ended up doing it at my first ops assignment, and I can guarantee that it would have been easier at a UPT base. You won't necessarily have less additional duties, but you won't deploy, you won't have to worry about additional upgrades, and the prep for your daily sorties is about 1/4 of what's required for an ops unit (again, disclaimer - T-38 and F-15).

PM Baseops. I hear he used to be into Jeeps.

Former instructor in my squadron who is now the vice OG/CC at another base had half of his pinky cut off. Absolutely no problem other than looking kind of bizarre.

If you don't like the topic, don't respond and it will eventually die. Every time you respond to talk about how much it sucks, you simply bring it back to the top of the pile.

Over the counter has nothing to do with being allowed when you're on flying status. There are a crapload of over the counter medications - the only things I know of that is allowed is Motrin. It's been said already, but as a flyer you don't take anything without consulting the flight doc. I'll piggyback on C21 Cowboy's comment. Several years ago, two guys in my squadron had a mishap while doing a formation landing; on rollout, they got a slight vector into each other and touched wingtips, causing some minor damage. As soon as they shut down the engines, the safety trucks were there, and everybody involved was sent to the hospital to piss in a bottle. Eventually it would be determined that the wingman drifted into flight lead, but flight lead admitting (knowing that the urinalysis would reveal it anyway) that he had taken Nyquil the night before. The self medication had nothing to do with the accident, but he got his a$$ handed to him. Don't self medicate, talk to the flight doc.

I know plenty of mil-mil marriages with different ranks, it's no problem - one of them is a Lt Col married to a Captain. I also had a T-37 IP Captain who was married to a 2Lt - they started dating while he was a Captain and she was a cadet. Concur with Hydro - the AF has a reg for just about everything (all the way down to local supplements for regs). If they can't show you where it's written, I wouldn't sweat it.

The idiot rednecks may be annoying, but the fanatics are downright eerie. I've seen a lot of these in the UK. I knocked out an I-check on the way to an RAF airshow a couple years back and we tried unsuccesfully to get approaches at a couple fields before we landed at RAF Waddington. When we landed, there was a row of people who had paid about $20 to get onto the taxiway the day prior to the airshow just to watch the jets land. The next day, I was approached by somebody who asked me how the I-check went; he had a personal scanner and had been following us through the different approach frequencies. Later, a guy asked me to sign his picture of a squadron jet. It had been signed by about 15 other F-15E aircrew, most of whom I knew, over the past several years as this guy went to different airshows. The picture was in a book with about 40 other USAF and RAF aircraft - all with multiple signatures.

As of two years ago, you were still "allowed" to do this in Europe, but nobody I know did it because it was apparently such a pain in the a$$. Get passports for everybody. We get a passport for my son when he was two days old.

(Dusts off cobwebs) I'll preface all this with the fact that I left FAIPdom in 2000. Much of this may have changed - ENJJPT IP can probably give you a good answer. The overall grade doesn't mean anything - the overall grade is a subjective to that particular IP and should be relative to your overall performance for your phase in the syllabus. He may think it was a great ride, but your IP may have flown with an outstanding ride with a student the day before - that would make you just average. IIRC, the overall doesn't mean anything - it is the subjective perception of the IP on how you did overall. The individual grades are what matter. Somewhere (I believe in the back of the syllabus) is a MIF (Maneuver Item File?) that specifies exactly what you have to do to get an item up to a 'Good' standard. When your final class rank is calculated, it scores every single one of the items in your rides. I don't believe it counts that overall grade into the equation. Where's your assigned IP? He should be the first person you ask - that's his job. As far as getting the marginal, you should have been told immediately following the EP. I doubt you hooked, as this should have grounded you for the day until you could be re-tested. Again - caveat with I've been out of the white jet loop for a while.

Bender's point is that people continuously pop up asking "Where can I find the reg about..." when searching that site will answer their question. The title of his thread should cause it to pop up when people use the search function correctly. Kudos, Bender.

Lame argument - if you want to buy a house but don't want to get FAIPed (I personally wouldn't recommend that), then just don't tell your IP or flight commanders that you own a house. If they specifically ask (which I don't see why they would), then go ahead and tell them. I can see how buying a house could be construed as wanting to stay, but if you make it clear on your dream sheet and by talking to your IP that FAIPing is not you first choice, it shouldn't matter.

Don't get me wrong, I'm not saying we got them all the time, I've only done a couple. I was just wondering if it was some sort of RAP requirement. Agreed, total BS. From the FTU perspective, if we schedule a tanker, we're going to use it unless we WX CNX (in which case you probably won't be there) or we MND (which is after you take off, unfortunately). Don't use command post - they're fairly clueless about the flying schedule. My recommendation would be to call directly to the squadron who your scheduled receivers belong to - Top 3 should know exactly what's going on. If you're know sure what squadron your receivers are in, call the SOF or wing scheduling - it's listed on the wing schedule and they both have it. When center tells us to switch to boom freq. At earliest, this is when we enter the AAR track, are deconflicted in altitude, and the tanker declares MARSA. Usually it's when we declare radar contact (and tanker declares MARSA). If center is slow to allow us to switch to boom freq and we want to move over, we have the option of contacting you on our UHF2. I've never had a hard ARCT, it's generally a window. Within the window it totally depends on where in the sortie we're tanking. Since we generally have an hour-or-so ARCT block within the wing, we'll usually deconflict among ourselves when we're going to go to prevent a pile-up. This is N/A once we start working redballs and/or ground aborting. If you're curious as to what time you'll be getting your receivers, I would recommend you get the UHF frequency for the Top 3 radio - I've seen quite a few guys do this to get an update once they're airborne. Again, you can get the frequency by calling Top 3 or the SOF. I learned this a few years back on a night sortie in England. Six jets scheduled to go to the tanker for 4K each. First two-ship ground aborts with no spares. Top 3 calls us as my two-ship is taxiing and tells us to take the gas of the two-ship that aborted. The second two-ship gets airborne, but has an IFE - they both dump fuel and come back and land since they won't be effective as a single-ship. Top 3 calls again - take their gas, too. My #2 aborts in the arming area and I get cleared single-ship takeoff. With the flying windown ending about 1.5 from our takeoff, our only job was to bleed the tanker dry - 24K was the fragged offload for all the jets. We hauled ass out to the tanker track and topped off with gas, then turned over the ocean, plugged in the burner and did a Mach run until we were down to internal fuel. Hit the tanker again until they had their 24K offload complete, then turned to RTB with the dump switch on the entire way.

Confirm you're going to be a UPT student? Going 'in the hole' for leave isn't a problem at all - once you start training you're not going to take much/any leave for a couple years. 2.5 days a month times 24 months = you're pushing 'Use or Lose' leave by the end of that time. IMHO, it absolutely does not reflect badly on you to want to take some leave prior to starting UPT - especially for a wedding. Call the orderly room wherever you're going (the number should be on your orders) and talk to somebody there. If you do have a sponsor, they should be able to help you out as well.

We've got two guys who are taking master's programs at Duke University (about an hour drive to Raleigh). They're doing it all through night classes, which doesn't interfere with the schedule too much. The main problem is going to be with your prioritization and time management skills. Obviously you'd never do this during UPT or any other formal course, but you're not going to have much free time on the side. I don't see how you'd get time off to do a "sabbatical".

This is mandatory call dictated by your EMCON (Emission Condition) procedures. There are four stages; EMCON 4 is no emmisions to include comm, radio, IFF, or lighting. EMCON 1 is all systems on and verbal diarreah over the radio. We generally use EMCON 2 which requires the "Precontact ready" call and "Disconnect". EMCON 2 has a caveat that the precontact call can be omitted. Here's two bits of advice I would pass to the tankers - 1 - Concerning calling entering and exiting turns; nice in the day, but not necessary - much better call at night or IMC since I don't have the luxury of a horizon. 2 - Don't try to help us with our intercept. Numerous times I've had a good intercept running and the tanker begins a turn for no apparent reason in the middle of the track. On more than one occasion I get something to the effect of "let me help you out...coming left" Along those lines, my question for the tanker guys - How often (for RAP or other training purposes) do you need to conduct point parallel rejoins? We cringe when you ask us if we want to/tell us you need to conduct a point parallel.

That's actually a 3-1 term. Loss of SA.

"No Slugs" - Provides amnesty when uttered immediately following expenditures of methane.

I did the exact same thing as a FAIP - I don't recall them ever asking about water survival either. Maybe it's not in their regs, but I don't see why it wouldn't be (especially since Tyndall is AETC). Correct - all the casual guys we have had in our squadron have gotten back seat rides on an availability basis. I misunderstood your original post as saying you were just looking to increase your chances of an incentive with the card. I think I crossed the streams - negative transfer from white jets. I gave quite a few incentive rides to AFROTC cadet award winner types in 38s. In Es I have only given incentives to active duty MX/CMS/EMS/LS types.

Coin (in reference to squadron coin) = RMO (Round Metallic Object) Apparently C-model dudes are allergic to the "B-Word" Bomb..bomb..bomb-b-bomb-bomb. No alternate as far as I know, they just don't say it. [ 10. December 2006, 13:15: Message edited by: Toro ]