JS

As far as getting a dash 1, you will have to wait until you get here and stop by the bookstore and get your pubs. Unless you know someone who has an old one, this is the only way that I know of to get a dash 1. The bookstore does not mail them out to future studs or anything like that. You should have time to study the dash 1 during academics at UPT before you hit the flightline (see post below about studying before UPT), so I won't worry too much about getting the dash 1 before arriving at CBM. Just realize that you are allowed to get the dash 1 the day you arrive at CBM while you have to wait until like 5 days before classes start before you are allowed to pick up the rest of your academic pubs (they don't want people getting an advantage because they arrived here early or something like that)

True. Military pilots use DOD plates (simliar to NOS) only.

Here we go again....perhaps we should have a separate forum for "should I study before UPT." I was not even going to reply to the topic this time, but since so many other people did I will add my $.02 to it. I studied a lot before UPT and felt it gave me a great advantage. For most of Tweets, my classmates would come to me if they could not find an IP to ask GK questions to. I had the boldface/ops limits memorized before arriving at CBM and had already put a dent in the systems knowledge (I studied those flashcards that you can download from gouge websites). During academics I really studied systems and EP's (section I and III of the -1) hard - much to the dismay of my other classmates who wondered why I was studying more than the easy academics syllabus called for. I am not sure why people say studying beforehand is useless because "you won't understand it anyway." If you read about things like how flaps, attenuators, nosewheel steering, speed brakes, and landing gear are the hydraulic components in the Tweet, how is that not understandable and a waste of time? That is knowledge that you are going to be expected to know on day 3 or so up until the day you graduate from Tweets. Anyway, I am with Hacker on this one. You will do fine in UPT if you relax beforehand and just be reactive and study the stuff as it comes. You will also be ahead of the game and it will relieve a little pressure from the first 1/2 year at UPT if you get a jump on it right now and start studying hydraulics, fuel, electrics, ops limits, and EP's (especially notes/warning/cautions).

What does consolidation into a -10 mean? Are the Bose headsets the Britney Spears ones?

I don't know where LaCrosse is, but from XL direct to Milwaukee (MKE), it is a little more than 1000 miles according to my magic 8-ball, which is definitely possible for a T-1 cross country in two legs. Not possible for a Tweet, though.

If you were just asking about "stopping" at civilian airports to get gas and not remain overnight, then all you need is a DOD fuel contract at the airport. There are tons of airports that have fuel contracts, so that usually isn't an issue. It is the remaining over night that can be an issue.

Funny you should ask that. In Tweets, we were allowed to RON at any airport that was on the AETC list of RON bases and we just got hotel rooms. In T-1's there is a policy that studs will only RON at military bases where military housing is available. I am not sure if this is just a policy for our T-1 squadron or if it came down from our wing or higher. All I know is that your choices of remaining overnight are kind of limited - and they get more limited when you wait until the last minute to try and get rooms at billeting and they are all full. You then have to RON at some other base. At least those are the rules here in T-1's at CBM.

In general, studs get one weekend-long type cross country in Tweets and one in T-1's. Not sure about the 38's, but I am pretty sure they only do one long cross country too. This is really all the syllabus has room for. Ditto what C17 said about going to other UPT bases. It is kind of a pain because they really don't want other AF jets there too much because there is so much traffic already (plus most IP's will avoid other UPT bases like the Plague) and help is limited. As far as flying near your family, etc. If it is in range, you can do it. Tweets are kind of limited due to fuel, but T-1's can go pretty far for the long XC. From Columbus we had guys go to Colordo, Illinois, Charleston, and Miami to name a few. Most of these places were chosen because of friends/families being nearby.

C17, I am a little slow on some things, but I did read about it in 11-217 (and per your request, I just reread it) and I still don't understand how you are supposed to tune in an MLS. Does it require a separate nav radio where you tune in the MLS channel? I see where in 11-217 it says that the course and DME information can be presented on conventional CDI's and DME indicators. I was also told one time that MLS was supposed to be a more reliable replacement for ILS, but they stopped designing new MLS systems due to the advent and proliferation of GPS. Is this true too? Thanks.

What does an aircraft need to be able to shoot an MLS approach? Is it a different nav radio? How do you tune the frequency in? Do you need different nav displays in the cockpit?

I think the title of the clip referred to an "Airforce" jet because it was from the Royal Air Force.

Did you read the comments from the kids who posted on that website. One guy said it was a remote controlled jet because the battery ejected from the plane just before it crashed. That is too funny.

I am not an expert, and I probably should be studying right now instead of surfing the internet (or I may be likely to wash out), but here goes: I don't think you can really pin it down to a single reason. I am not an IP, but I have seen a few guys wash out mostly for the same thing - inability to learn and/or stay ahead of the jet to be safe and proficient (I guess that is like 3 reasons). The truth is that it really takes a lot to get forcibly washed out these days. You need to hook like 3 daily rides and go on CAP (flying probation), which means that not only are you hooking rides, but you have manifested to the IP's that you are not studying/trying hard enough, hence the reason you get put on CAP. Next you will probably go through an 86 ride (freebie) to try and catch up or to move onto the next block. If you hook that, you will move onto an 88 ride, which is basically a pre-elimination ride. If you are unlucky or bad enough to hook that, you go onto an 89 elimination ride. Most people hook 86, 88, and 89 rides because they are unable to accept instruction. Part of hooking so many rides may also be due a lack of ability to coordinate your brain and hands to stay ahead of the jet and get all the things done at the speed you need to. Bottom line, you literally have to hook like 5 or 6 rides in a row to get thrown out (hooking a checkride sends you directly to an 88 ride, but they will usually hook you before your checkride if you are not ready, hence giving you the extra remake ride and possible 86 ride before an 88). We had a guy in this situation who went to an 89 ride and passed. Later on he somehow made it back to another 89 ride and passed. He struggled but kept working hard and made it through. Oh, yeah, I forgot to mention. After you hook an 89 ride, you go before a board and try to convince the CC that you really just had a bad day (or 5 bad days in a row) and that you really possess the skills to finish the program. So you get another change to not wash out. I don't know if I answered your question or if I just gave you a dissertation on the elimination process, but I would have to say that having a poor attitude, not accepting instruction, and constantly being behind the jet (perhaps due to lack of natural talent) are the reasons why people wash out. [ 04. November 2004, 14:55: Message edited by: JS ]

Anybody have this or know of a way I can get it?

I think that place in Texarkana is called the Dixie Diner. Mobile, AL offers free pizza for AF crews. You can call ahead on Victor to get it on order. Fort Smith also had a pretty good deal - something like $1 for either something from the local BBQ place or the local sandwich place if I remember correctly. They also have a nice FBO with free coffee, iced tea and cookies - but a lot of places have that.

Saw one flying at Mobile the other day (USAF). Don't think it was grounded.

Random questions on Buffs and bombers in general - do you guys have to haul your own parachutes to the aircraft or are they built into the seats like on some fighters? Also, does every crewmember on every bomber wear a helmet? For the entire mission or can they take them off at times?

In the middle of the hot, 100 degree, Mississippi days here at CBM, the T-1 can get unbearable at times. I remember several times I had to put my flight gloves back on while in the jump seat because I was too cold, and countless times we had to turn the air-conditioner off because it was getting too nipply. [ 18. October 2004, 03:23: Message edited by: JS ]

It depends on your definition of "active duty commitment." Kind of like the dude above mentioned about seasoning, you will be on active duty orders for several months after graduating from your RTU. This is of course after you complete your 2 years of active duty for OTS/AMS/UPT/RTU and any casual in between. So basically for the first 2 1/2 to 3 1/2 years after you start training there will be no difference between you and your active duty buddies.

In my limited exposure to both types of UPT studs I would say that the guard seems to hire a lot of studs for pilot training who came from within the unit as prior enlisted. The Reserves seems to take more off the street guys (many of whom seem to have zillions of flying hours already). Another big difference is that the Guard obviously has more fighter units, but they are statistically more difficult to get into due to increased competition. If you want heavies, I would say go Reserve. The commitment is the same (I assume you are talking about the 10 year commitment after UPT and not weekly/montly commitments - those vary by unit and airframe). As far as deployments there is really no definite answer as to who deploys more. Guard and Reserve are an integral part of the total force and they rotate in and out of deployments about as much as active duty (some units deploy more than their AD counterparts). Again, it depends on your unit and airframe, among other things.

At OTS, they are pretty strict about uniform wear, so I would probably not chance it if your BDU's look less than perfect. On the other hand, I saw some prior E's at OTS who had some pretty worn down BDU's (and of course their old duty badges still on them). If you are going to be a pilot, I would just wear the ones they issue you there and after you get done with any casual between OTS and UPT, you will probably not wear BDU's many more times.

To answer this question - military pilots (at least UPT studs) definitely use this website to plan. Some of our IP's here at UPT have specifically recommended it to us for nav planning even though there is no official guidance from up above sanctioning the use of it. As far as your safe question - see baseops.nets' response above.

Q: Who likes fighter pilots? A: Little boys and other fighter pilots. Q: How can a chick tell when a date with a fighter pilot is half over? A: He will say "now that I told you a little about myself, let me tell you about the plane I fly."

Feel free to PM or email me about OTS. I graduated last fall, so most of my info should still be valid. When you hit the max pushups/situps, you can't score anymore. If you can max out pushups/situps, then save your strength for the run. You only get 2-3 minutes rest, and as far as I know there has never been anyone who completely maxed out the run. I noticed that when I pushed those last few pushups out it drained me to the point where my run time went up several seconds compared to the previous runs I had.

If you can stay awake in the "big red bedroom" for more then 50% of the lectures, then you are way ahead of the game and should consider yourself a "good student." In all seriousness, several things go into whether or not you make DG or not (top 10% of the class). Tests scores (3 of them) and briefing scores (3 again, I think) weigh pretty heavily. Your 3 PFT scores also weigh pretty high along with your flight training officer (FTO) recommendation and score. If you become the OT wing commander or vice commander, that helps your score somehow. The OT wing CC is automatically chosen as one of the special DG's who gets individually recognized at graduation. I was told not to overdo things at OTS because UPT will be a big enough drain on you. I heeded that advice and was happy about it. In other words, try not to volunteer for wing commander or squadron commander unless you really just feel like adding countless hours onto your already long enough weeks. For me, sleep was more important because I don't function very well when I get less than 6/7 hours sleep and I know our wing and squadron CC's were up pretty late every night. Let me know if you have more OTS questions. [ 24. August 2004, 00:13: Message edited by: JS ]