Hacker

Nonsense...we've seen at SJ that if you go VFR direct to scheduling and piss off some of the guys in the squadron...the Wing Commander will personally offer you a ride.

That same kind of sh*t happens in England, too. The spotters are always out there and know everything you said on your intra-flight freq. Next thing you know they'll have Have Quick, too, and be asking for a Mickey.

You sure that isn't just standard equipment attrition with the Riddle training?

Play piano in a whorehouse.

The reality is that your Phase III Flight Commander is going to have the largest impact on you getting selected to be a FAIP. Buying a house in and of itself has no bearing on if you will be FAIPed. Your Flight/CC might, however, use that as one of his datapoints to decide who will get a FAIP assignment. Personally, I think that's a totally dumb datapoint to use, but it's up to each Flight/CC.

At Seymour Johnson, they guy who ran Outdoor Rec was also an FFL, and would buy anything you brought him from a catalog at dealer cost plus shipping. That was as recently as '03.

I'm still wondering about his whole "I've had my dick in the shit" comment. Uhhh, STS anyone?

Personally, seeing his mother's grief only strengthens my resolve.

Has anyone not been able to get an ALFA tour when they requested one because of over-manning at the SUPT bases? Doesn't really seem like that big of a problem.

FWIW, there's no hyphen in the base's name -- Seymour A. Johnson is the guy's name that the base is named after.

If he makes it to the fighter community, those tons of emails from chicks he will never meet or bang will do nothing to assauge the enormous ration of sh*t that all of the guys he flies with will give him on a regular basis.

This is the source: https://pilotjargon.com/Military.htm Someone please slap this student for thinking it was a good idea to promote this.

The link to the Cosmo site was on the PilotJargon UPT website that was posted in another thread.

What a tool.

Two very good points -- the root of the problem is standardization in grading. The fact of the matter is that there ARE course training standards...it is up to the leadership to enforce that the IPs are grading to that standard. With respect to everyone going through the T-38, that's a great idea, but the problem is with the number of hours put on the airframes if EVERYONE flies them. The maintenance and logistical costs go up exponentially.

The last fighter crossflow opportunity was in 1998/1999, and at the time they said it would not open again in the future. The reason is the SUPT pipeline, and the AF won't allow guys that went through the T-1 track to go to a fighter. The U-2 method that you referred to was possible, but EXTREMELY limited, and as you said, gone now. So, if you're a heavy guy that wants to fly fighters the only way it'll happen currently is through the ANG or Reserve.

Search this topic...this one has been discussed before. It's a complicated one and there are many different things to consider. First off, I highly recommend you log your UPT sorties in a personal logbook, especially tail numbers, instructors, and callsigns. Why? That information won't be in your permanent AFORMS record. Not sure how they're going to do it in the TIMS era, but to the AF your SUPT time is just considered "student" time and not worth anything. It will be in your AFORMS record as a chunk of total time only, and the individual sorties will be lost to history if you don't document them yourself. Before you leave UPT, get a TIMS summary printout of all your sorties, and that will be the "proof" you're looking for. By the way, at the end of UPT you'll have the opportunity to take the FAA military equivelency test, which will give you a Commercial/Multiengine/Instrument rating. The FAA DE that signs your paperwork will need to see that TIMS or AFORMS printout. Once you get that rating, nobody will question the validity of your logbook entries, but keep that summary printout from the AF as backup just in case. Now, as far as the instruction going in your logbook as "dual" even though the IPs are not FAA CFIs, I say yes - log it as dual time. On solo flights you should also log PIC time, as it conforms to the Part 61 rules for PIC. EDIT: Forgot to mention that you should carefully consider mixing your military time and your civilian time in the same logbook. The reason is that your AFORMS record is the "official" documentation of your military flight time. You will run into problems if your personal logbook doesn't precisely match what's in your AFORMS record. If you do choose to log the time in the same book, be diligent about making sure the numbers match. You'll run into issues later on in your career with logging PIC time, as the way the USAF does it is different than the FAA. You will be able to review your AFORMS record annually once you're flying operationally, and I recommend that you take your personal logbook with you to that records review and look at EVERYTHING line-by-line. Going back later and trying to correct errors in AFORMS years after the fact is a real b*tch. Personally, I log my civi and military time together, but I use an electronic logbook. If I need to separate out the time for any reason, it's easily done electronically. It's not so easily done in a paper logbook. [ 07. October 2006, 10:37: Message edited by: Hacker ]

The major airlines currently only give you PIC hours if you signed for the aircraft. Yes, this is different than the FAA Part 61 rules. For example, here's what Southwest has to say about it:

So...who is going to get the medal for "heroism in flight" in an aircraft that doesn't have any enlisted folks on board...your crew chief? Load toad? Ammo puke? Pro Super/expediter? I agree that the majority of the medals and ribbons in the Air Force could be sh*tcanned. This is why I like the "all, some, or none" policy for officers wearing medals on their service dress -- for the one time every 5 years that I have to wear service dress.

You have to submit the sortie worksheet for AMs and AAMs. Rotor, are you saying you filled out the sortie sheets, then refused the medals when they were presented? Or did you just not log the sorties or turn the logsheets in?

It's not any more complicated than it sounds. Have scheduling arrange range time, blue bombs on the jets, etc, for a couple days. Have the flight commanders ensure that at least everyone gets the opportunity to get across the range once. Several weeks prior to this, everyone in the squadron has an opportunity to bet on any pilot. You're betting that pilot will place in an event. Again, you can bet on yourself, or you can bet on someone else, it doesn't matter. I've seen it done where there could be multiple bets on each person (like everyone betting on the guy who has taken A-G Top Gun the last 3 quarters running), I've also seen it done where only one person could "own" each guy in the squadron. If you make it an auction, and only allow one person to bet on each "horse", then you could drive the prices up even more. The Snacko collects the dough (make a minimum bet of $5 or something), and immediately snakes 50% off the top for the snacko fund. The other 50% goes toward prize money. Then, the pilots go out and do their thing on the range. Standard range rules apply...wheels in the well buys the bombs, yada yada. Have the Weapons shop tally up the bombs and come up with a win, place, and show for every event -- 10LAHD, 20 LALD, 30DB, etc. Figure out how to divide up the prize $ in a way that the people who bet "win" get the most, "place" get the 2nd biggest chunk, etc. Reveal the winners at a pilot meeting or a roll call. Snacko, count all the fat ca$h you made while everyone else gets drunk and falls down.

Oh, come on. Rainman didn't question his patriotism...he questioned his priorities. My reply has nothing to do with being a d*ck. It has everything to do with a little dose of the real world. More importantly, how do you think a B Course stud whose priority is his MBA and spending time with his family will fare? Cheers.

First of all, no. I showed the video of a guided Roland SAM threat reaction. I followed that up with a run down of all the sh*t that I did wrong and how I all most didn't go home that day in one piece. The point I made to new punks on day one of fighter pilot school was that the fighter job is deadly serious and although we kill people, those same people are trying to kill us back. Second, since you think my war stories are so tired and lame, let's hear some of yours. [ 13. September 2006, 16:12: Message edited by: Hacker ]

You mean, 'this isn't a place where you're going to get stroked and told pretty bird, pretty bird'? I think that this forum gives gobs of great advice to people who are willing to hear what more experienced folks are trying to tell them, and not just hear the answer they want to hear. The straight talk from people who have been there is perfectly valid advice. In this particular case, if you don't like what you're hearing about a career in pointy-nosed fast movers, then interpret that to mean "take T-1s." Not sure where you fly, but if you're going to throw in your two cents by saying that 'there's nothing wrong with keeping family and career in mind' when track selecting, I suggest you qualify it by filling in what flying community you're taking about. Yes, flying fighters is a busy business that involves lots of hard work. I assume your 'd-bag' comment was aimed partially at myself and Rainman, since we're the most vocal (and verbose) fighter guys on this topic. Rainman is retarded (er, retired) and I'm on an AETC tour as a T-38 IP. How is it that I'm a douchebag because my AETC tour means that I have time to post on baseops.net? [ 12. September 2006, 19:42: Message edited by: Hacker ]

That's a good one. How do YOU know the strength of your resolve? I think until you've actually maneuvered past the AAA and SAMs to the fragged target, and delivered your ordnance on the correct DMPI on time, people have all the reason in the world to question it. I sure didn't know what I was really made of until I was staring down the barrel of 57mm in Hadjiland. The fact of the matter was I was scared sh*tless and wanted to go home to momma. That feeling was offset by professionalism, duty, patriotism, anger, whatever, and fortunately that stuff had the 50.0000001% advantage on that day. Of course, after I bombed the sh*t out of the AAA site that had been shooting at me, I felt much better...but that is beside the point. There's a Grand Canyon's worth of difference between "I wanna fight" when you're sitting here in the U-S-by-God-of-A and when you're actually in some sh*thole with the real chance of going back home in a bodybag. Until then, if you wanna prove your resolve to fight, do it by having your mind in the correct spot to become a warrior. As you can gather from the responses you've seen here, that spot is not currently co-located with trying to get your MBA or have more time with your family.