Flare

Nope. Just Sheppard and Moody.

If this was your first time to take the test, I'd try to go in and see if you can try again. I had my yearly exam a couple of weeks ago, and when the girl set up the depth perception test, I couldn not pick out a single one! I had never had a problem on this test before, so I was kinda worried to say the least. I told the gal that I thought she set up the test wrong, because I just couldn't see anything. She was skeptical, but recycled the machine 3 more times, and still nothing! Finally, after a 4th try, she finally set up the maching right and I of course did fine. However, if this had been the first time I had taken the test, how would I have known that it was the machine that was wrong instead of just thinking that I had no depth perception! That's that's just something to think about from my experience.

The rate of guys who stay here or go to Moody really varies from class to class. For example, in my class, 6 guys stayed here and 2 went to Moody, but the class after me, only 2 guys stayed here and everyone else went to Moody. If you have a good reason to stay here (wife, kids, etc) then you have a fairly decent chance of staying here.

You'll be fine if you never take your E-6B out of your pubs bag. I would recommend a $20 Timex Ironman watch or something similar... to buy a watch with an E-6B would be an absolute waste of your money.

No..they're limited to multi-engine aircraft with centerline thrust, so you couldn't go and rent an Aztec, Duchess, Baron, etc.... To do so you would have to get the restriction removed by either 1)taking a checkride with an FAA flight examiner just as a normal civilian would, or 2)take a Air Force Form 8 checkride in an aircraft not listed above (probably the most likely for 38 type guys would be the ones who go to a B-1, B-2, or B-52), and then take that new form to a FSDO again---then they would be able to give you the unrestricted rating.

Here is the real deal on the center-line thrust stuff. From https://av-info.faa.gov/data/staticdocs/8710-3c.pdf D. Center Thrust. A certificate issued for a multiengine class or type rating based on a practical test in a multiengine airplane which has no published minimum controllable airspeed (V MC ) must bear the limitation, "AIRPLANE MULTIENGINE LAND - LIMITED TO CENTER THRUST." (See figure 5-8.) (1) An To have a center thrust limitation removed from an airman certificate, an applicant must demonstrate competency in an airplane with asymetrical thrust. (2) The civilian and military aircraft listed below have no V MC established by the manufacturer. Other aircraft not listed, and for which there is no published data on V MC , are also restricted to center thrust only. (a) C-336 Cessna Skymaster (B) C-337 Cessna Super Skymaster © T-2B/C Rockwell Buckeye (d) T-37 Cessna 318 (e) T-38 Northrop Talon (f) F-4 McDonnell-Douglas Phantom (g) F-111 General Dynamics F111 (h) F-18A Northrop/McDonnell-Douglas Hornet (i) A6-E Grumman American Intruder (j) A-10 Fairchild Republic Thunderbolt II (k) F-15 McDonnell-Douglas Eagle (3) The center thrust restriction is not placed on the airman certificate when the airplane has a V MC established in its type certificate data sheet or published in its approved flight manual. (4) If the holder of a certificate with the center thrust restriction can show that the limitation was issued in error, the limitation can be removed upon application by the airman. A new temporary airman certificate is issued without the center thrust limitation. (5) The FAA may add or delete aircraft models from the list in subparagraphs D(2)(a) through (k) of this section, as necessary. The examiner should consult the supervising FSDO if there is any question whether or not an airplane requires a center thrust limitation. If necessary, the FSDO may route the inquiry to FAA Headquarters, General Aviation and Commercial Division, Airman Certification Branch, AFS-840. (6) In the case of an applicant who requests issuance of a multiengine class or type rating in an aircraft not listed in subparagraphs D(2)(a) through (k) of this section and for which the manufacturer has not provided evidence of a V MC , the examiner should refer the applicant to the appropriate FSDO. The FSDO will forward all available data to FAA headquarters, General Aviation and Commercial Division, AFS-800, for review and determination whether any limitations are necessary.

I did it(sts) when I finished up here at Sheppard.. the process was pretty similar to what everyone else described. If you fly the T-38, you will get AMEL (airplane multi-engine land) rating with a center-line thrust restriction. Also, ditto what Bergman said about the new licenses!

8,000 feet..... if can be waivered by your OG/CC to 7,000 feet.

Does anyone other than me feel like wannabe is trying to sell me a chevy?

And the best thing about ENJJPT is seeing the foreign students cars.....absolutely hilarious! They usually find the best car that $500-$1000 can buy them and then spray paint that 70s or 80s model vehicle to match their nation's colors, or their flag. You can also spot several vehicles that have been "attacked" by neon-type spray paint..the best one was a neon-orange sprayed on top of a wood-paneled station wagon. However, the best at ENJJPT is probably the big, yellow "short-bus" that has been passed from class-to-class. Rumor has it that it was purchased very cheaply in Pennsylvania and the guy who drove it back to here did so because he was bribed with a case of beer. Some of the stories it has caused are classic.....

Not necessarily...especially if you're behind the timeline. I flew a 4-ship out-and-back on President's Day.

Well, there's not anything official other than the OQE and the 1122s, but the IPs definately can have input as you described it. There's usually a few things that happen in this process. 1)While you can't really let anybody below the FAIP/Fighter cutoff line get a fighter or FAIP, it CAN go the other way.... a person might have high enough scores to be above the line for various reasons (there might be several people who don't deserve to be above the line, but the way a bell curve works, obviously not everyone is going to be that low is--this is just one reason) but the IPs don't feel that person is ever going to be safe in a single-seat aircraft or is not the kind of person they want to work with for the next 3 years as a FAIP. If this is the case, they often can "influence" (read: change) assignments around. I believe this would usually happen before the SNR (or whoever does assigments at the UPT bases) runs though the list to make assignments, but changes have happened as late as few hours before assignment night. I don't think they would ever make anything type specific (saying a particular student Joe can fly a Eagle, but don't put him in a Viper!) though. 2) They often can "massage" (as my SNR put it) FAIPs. Most often the dudes at the top of the class don't want to FAIP, so they are left with a dilemna. You don't want to make the guys the did the best take a assignment they don't want, but you also don't want the guys at the bottom training new pilots for the next 3 years, so they have to find someone in the middle. They then ask the IPs who they think would make the best FAIPs and sometimes even talk to some of the potential FAIPs, and then they make their decision from there. Having said this though, I want to add that I'm still very new to the IP world and assignment process.. if I've given any incorrect info, any current/former AETC IPs feel free to jump in and correct me... As far as being notified before assignment night, it depends on the SNR and the student,and where the FAIP slot is. Some guys want it to be a suprise, no matter what it is. Obviously if a FAIP slot was in the top half of your dream sheet, they wouldn't tell you unless the two weren't together (I had -38 in my top 3 and the -37 wasn't number 4.... they told me ahead of time). It kind of depends on what you want. [ 07. April 2004, 21:54: Message edited by: ENJJPT stud ]

As long as you remember the basic addage "push the stick forward, houses get bigger; pull the stick back, houses get smaller" they will teach you EVERYTHING else you need to know at least once. IF you have alot of free time, as previously mentioned elsewhere, I'd learn the boldface and ops limits...other than that, I'd just enjoy my free time because in a few months you won't remember what free time is. And BTW, the above addage really isn't even true when you get to UPT.... it's more like "trim the jet (or turboprop for you T-6/T-44/C-130 types ) for level flight, then add power to make houses get smaller or reduce power to make houses get bigger..." [ 04. April 2004, 18:10: Message edited by: ENJJPT stud ]

Just wondering if any AF guys on the board went through primary at Whiting w/ the Navy. One of my buds back from ROTC just got his orders today that he's going to start pilot training there. He was curious as to how easily you adapt to the AF way during phase 3, and how the track select works and what planes usually come out of a Whiting drop (specifically how many T-1s and -38s). Thanks for your help.

Yep, its required for single-type people at Sheppard.

I'm not totally sure about Sweet N Low, but I think that it's the same as Equal & NutraSweet, which is aspertane.

Perhaps this is just a Sheppard or military thing, but in our regs we are specifically told to say "on to hold" and not "position and hold, runway 69." [ 26. March 2004, 22:59: Message edited by: ENJJPT stud ]

I'd spend some money/time on doing some instrument flying. The other stuff...... I wouldn't really worry about. We'll teach you all we want you to know when you get here!

Eeewwwwww.... migraines and headaches are bad juju... is she in pilot training right now or already rated or what? That could potentially make a difference on how much they're willing to work with her. I don't know how much difference it would make, but I would definately seek a second opinion.. F16PilotMD can tell you if that would make a difference or not. While I am in no way claiming to be any type of doctor, I do have about 7 years of pharmacy experience and I did see several people getting prescriptions for migraines, only to find out later that it was caused by something else rather than just having a migraine. My point is that we saw doctors who were quick to jump to that conclusion (whether right or wrong) and her doctor MIGHT have done the same. Again, I stress that that's just my opinion. I do have a friend that went through pilot training here....he got a headache after his first trip through the centrifuge and he was DNIF for almost 2 years...a very long time, but he was finally able to get all of the paperwork straight and got back in and got his wings. So hope is definately not lost. I'll let the doc take those other questions you had...way above my pay grade.

I'll give asymmetry my best shot, and someone else can clarify me if they have a better way to put it. As long as you are only pulling back on the stick (sts) then it is symmetric. But if you are actively rolling (either by aileron or rudder) while pulling, that would be asymmetric due to the uneven lift being produced by the 2 wings. You could even be in a bank and turning(say a 60-degree bank) and as long as you were only applying back stick pressure, that would be symmetric, but as soon as you had input any rolling motion, it then becomes asymmetric. As Toro said, the asymmetric g's generally present the most problem because they are quite lower than normal limits. For example , if you were approaching a normal bingo fuel in the -38, then your limits would be about 7 g's, but the asymmetric limits would still be about 4.8ish which is very easy to over-g. [ 11 March 2004, 16:27: Message edited by: ENJJPT stud ]

It can't be done that early in your career... I checked into it.

Any of the old pros out there use any of the computerized versions or have any thoughts/prefrences on them? Is it really worth the $50 for the Jepp version?

Although I don't know the book answer, from what I've seen they tend to fit differently. One of my bros was initially issued the combat edge and couldn't ever get a good seal with it... took it back to life support, got the regular style, and hasn't had any problems since. Another dude was the exact opposite..had the reg and switched to the combat edge. I was issued the combat edge on day 1 and never had any problems with it.

PIT is also conducted here at Sheppard... Randolph produces PIT guys for all other UPT bases, but we have our own in house PIT.... if you go to PIT here, you'll be an instructor here. The saying for the length (sts) is it's 2.5 months crammed into 4 months... a pretty relaxed time, or at least that's what I've heard. The other guys have answered your other questions already.

I dropped the money to get mine in college. You will definately have an advantage on your bros at first, mainly in the S.A. department, but by the end of the instrument phase, you will pretty much be the same as your bros who didn't get one. Unless I just had the money to burn, I wouldn't do it again. [ 11 February 2004, 09:59: Message edited by: ENJJPT stud ]