Toro

I'm not sure exactly what you're question, but it sounds like you're unsure whether you have to do 10 of each exercise or 50. The answer is both -- kind of. As the AETCI says, you have to do 10 reps of the strength portion and 50 reps of the endurance portion. So when they load up the heavy weight, you need to do 10 reps of those. Then you'll decrease the weight significantly and do 50 reps. It's been so long since I took it that I don't remember specific numbers, but I remember doing my somewhere close to my body weight for the leg press. It doesn't seem like much, but after 50 it starts to burn.

If I were enlisted I would be absolutely offended by that quote. I'm sure there is some sort of spin on this thing, but I can't understand why they would do this. I do not know of one officer who has ever said one kind thing about Foglesong, the way he ran USAFE, or his idiotic combat programs.

Well, as long as it's back up... Rainmain made mention of the BBPOS in the B-2 post - Big Black Piece of Sh!t That of course is a spin off from the LGPOS - Little Gray Piece of Sh!t - Viper

You're right - I ought to stop being so mean. I'll turn over a new leaf by bringing some milk and cookies to my students today.

Totally agree. I started making flash cards in T-37s and continued all the way through my MQ upgrade. Some I handed off to students, others I still have around - I'll go back through them occassionally to brush up on anything from 11-217 to wing standards. That obviously didn't work too well for you - that boldface is wrong (no 'd' in raise or squeeze).

You're a pilot select and you're worrying about AC time for the airlines? Sounds like a bit of misprioritization to me.

Read them over...and over...and over....and over....and over...and over...and over....and over....and over...and over...and over....and over....and over...and over...and over....and over....and over...and over...and over....and over....and over...and over...and over....and over....and over...and over...and over....and over....and over...and over...and over....and over....and over...and over...and over....and over....and over....

I've got most of my stuff in hanging file folders in my desk drawer - seprate folder for each one. A lot of my documents are now electronic/pdf files (USAA stuff, LES, bills). The upside is that it takes up less space, the downside is that you need to remember to back it up every so often and if the power goes out you have no access to it. Anything that is extremely important (marriage / birth certificates, deeds, etc) I have in a small fire-proof container in my closet. I like to call it "my lock-box" As mentioned - everything. Basically, if it is an AF official document, I save it. Training reports, certificates of completion, OPRs, Form-8s. There will come a time in your AF career when you wish you had it. Every so often I take out an old letter of counseling I got and have a little chuckle.

I FAIPed in T-38s and had a great time for three years, but if you can take your fighter right out the door, go for it. Go Ops for now - I guarantee you will get a chance to come back to AETC. I know many guys who FAIPed, one of whom finished first in his class and elected to stay at Columbus because his wife was stationed there. Three years later he got his last pick of aircraft.

No. We had a TPS grad at my last squadron who took the all-expense trip with us to the desert.

Double ear protection is not a flat-out rule for the flightline - the only time I've ever done it was in Tweets. The guy has his helmet on for exercise purposes.

It depends on your squadron. The M-9 qual is a mobility issue - if you are on mobility status you need to be qualified. Since I'm currently an FTU instructor, I don't need to be qualified, but keeping me qualified would make life easier if all of a sudden it was decided I had to deploy (many 4FW FTU instructors deployed at the kickoff of OIF). In general there are only a limited number of training slots per squadron, but if your training guy can get you one (as M2 mentioned), then it's fairly easy to take the class. I believe the qualification now lasts 30 months to re-align with the AEF shift.

Funny you should mention the Price is Right... The show was on a couple weeks ago and I heard Bob Barker point out that somebody had a great deal of medals. I came in the room, did a double-take, then rewound and watched it again (DVR). - The guy had lieutenant rank, though I couldn't tell if he was a 2LT or 1LT. - When the camera zoomed into a close shot of the man's chest, I counted 20 decorations. - The wings on his chest were senior pilot wings (seven years rated service time). The only way I figured this guy could have been legit is if was a former Army helo pilot who finished his commitment, earned a $hitpot of medals, then commissioned into the Air Force and had seven total years of aviation service (Army and AF) all before he pinned on Captain. Seemed a little fishy to me.... I called the Price is Right people to try to get the guys' full name, but never got a response.

I was told yes by the LS techs at CBM - even the clear visors. For NVG qualified aircrew, you're not likely to use these much after UPT. Strike Eagle aircrew fly their first night sortie with NVG - the NVG bracket goes on the helmet instead of the visor. All your other questions have been answered spot on by GuardAg99.

I don't know what dictates it, but I'm pretty sure this is a standard throug most fighters. I've been taught from day one of Tweets to add five minutes to my flight time for taxi ops. The way I look at it, it doesn't have anything to do with my flight time, it has to do with the engine time of the aircraft for 781 and MX purposes.

That's a great idea. Wxpunk, see if you can talk this guy into going onto Springer....and then reveal him as a fake right there on national television! If the guy isn't a fat redneck prone to start swinging, I'm sure Jerry would provide a few.

Same here. SOF twice in the last two weeks.

It's because he posts on the Socio-Political side of the site where guys sit around and zing posts off each other all day.

Yup, that was him. WxPunk, friggin' hilarious. You have way more patience and better bearing than I do - no way I could have done that without busting out laughing.

It's the fourth thing a wingman should say on the radio - 1. "Two" 2. "Bingo" 3. "Lead you're on fire" 4. "I'll take the fat one"

You obviously figured out he was full of it, but there is no such 'Private Ryan' type rule in the Air Force. There was a guy in my squadron at Lakenheath whose twin brother was in our sister squadron right down the street. The two of them were actually at ONW at the same time and got their picture and a short blurb in the af.mil sight.

My guess is as good as anybody else's. With all the F-22 cutbacks and the AF budget problems in general, I think it'll be a long time before the F-15 is completely phased out. There will still be F-15s in UPT drops in five years.

I never got that on the radio, but I came close. On RTB to Lakenheath a little over a year ago arrival asked me if I could accept a PAR for controller training. I say sure and start flying the approach. As always, I fly exactly what they tell me, but I have the ILS dialed up to QC what's going on. The controller starts telling me I'm slightly above glide slope, then above glide slope and holding .... well above glide slope. I'm watching my ILS and can see that I'm actually below glide slope, but I'm visual with the ground so I continue following his directions. Finally I can't take it any more and tell him that I am actually well below glide slope and does he want me to continue. New voice comes on the radio and tells me to level off immediately - that new voice finished the PAR. On short final I will usually give feedback - I asked the controller if he wanted it. "No sir, that won't be necessary." I happened to be talking to the RAPCON NCOIC two days later and mentioned the event. He was the controller who took over and told me that the first guy got decertified on the spot for trying to run me into the ground.

c17s article was pretty accurate. I wouldn't equate positive Gs (the kind you pull most often) to your stomach dropping, though it's pretty accurate for negative Gs. Positive doesn't bother me (though my pig of a jet can't sustain them for long), but negative is real uncomfortable. I used to be an FCF pilot in T-38s and part of the profile was to check the oil system under negative G. You rolled inverted and pushed forward on the stick to -1G. If the system didn't check out, you pushed forward to -2G...that sucked. You could tell when I had flown a -2G FCF profile because I'd come back with completely bloodshot eyes. As far as keeping SA, I don't think most fighter guys have a problem with either. We do BFM under high G all the time and pretty much the only time we go negative is when we have to bunt over because we realize we just blew through our clearance altitude.

F***ing hilarious, Snake!