Hacker

That is all pre-BRAC...with numerous F-16 units closing down, several F-15C units going away (or converting to Raptor), and the ANG absolutely taking it in the pooper. Again, it's the politics of $$. The "new student" FTU pipeline will not be shut off or slowed down, so with the same amount of new guys being produced each year and less cockpits for them to go to...where is the slack going to be made up? Answer: in the TX courses.

I have only seen *one* person do this. One. Uno. This was one guy, a Marine on an exchange, who went to an F-117 from the U-2 by order of a couple Generals. Post 1999 (when the crossflow boards closed) I've never seen a "line" USAF guy from a non-fighter background get sent to a "line" USAF fighter job via the U-2. Non-fighter guys who go to the U-2 have not been through IFF, so they would have to get an IFF slot out of programmed PFT. Plus, they'd have to get an FTU B-Course slot out of programmed PFT. All of that...not very likely to happen. With the number of F-15C and F-16C units closing thanks to BRAC, even previously rated fighter pilots in non-fighter jobs (ALFA, staff, schools)are having a tough time getting back to their fighters. Unless you have a General out there who is shepherding you around, I wouldn't count on it happening.

That was actually for the show "Heavy Metal" on the F-15 -- it was not just about that incident, but the history of the Eagle.

Tradition/superstiton going back to Vietnam (and maybe before, I dunno) that says if you're wearing a moustache during combat you're bulletproof.

So long as it doesn't have sewn-in creases on the legs and pocket pool side-zippers... Can't wait to see what other retarded "innovations" they've got in store.

Is that one of the responses in the e-mail chain? How do I recruit her for my squadron?

Dude...please do not ever make the mistake of putting FiFi in the same sentence as Zulu. FiFi has some legitimate accomplishments. Aside from not being captured while on the ground in Bosnia, I'm still searching for those "bigger and better" things for Zulu. Besides, if I were trying to show the great people that CAP has produced, I would certainly NOT use O'Grady as an example! [ 17. May 2006, 04:17: Message edited by: Hacker ]

For those of us stuck in AETC, what was the SOF's email?

Back to the uniforms.... Anyone else wanna go back to khakis/pinks-n-greens? So long as I don't have to fly in them!

UPT is a big part of the problem. I recently heard the SUPT T-38 program called a "Self-licking ice cream cone of mediocrity" because of the IP cadre made up of 50% FAIPs and a leadership team that is proud of how few students it washes out.

"Between this, and 'Death by Bunga Bunga', you'll choose Death" It's a reference to this old joke:

We need to merge this thread with the one on holding. <snicker>

Just ask one, he'll tell you.

You'd be surprised at how people perform when the real shooting starts. In my experience during Shock-N-Awe, the guys I expected to be the man sometimes weren't, and guys I suspected would be slugs sometimes surprised the hell out of me as real life-taker/heart-breaker killing machines. I don't know that there's any way possible to predict how someone is going to do in no-sh*t combat. Maybe Moody Suter had it right with the "if you survive your first 10 missions" idea, but I don't think that's an accurate predictor for who will be sharp and who will not.

I don't know of anyone who feels confident going against a "100 to 1" ratio of a "Wall of Flankers." Plus, the Chinese aren't exactly idiots when it comes to tactics. Let's just say they're not a Soviet Client State anymore, mmmmkaaay? You always have to assume your enemy is the top stick in his flight, assume that he is the WIC grad. The first time you assume any less, you're about to get an ass whipping.

Any time post-graduation you can go to the local FAA FSDO and take a military equivelency test. You bring them your AFORMS printout and flight orders, take the test, and you get the Comm/Multi/Inst ticket. At Columbus there was a company that came in and arranged the whole deal, to include a prep course for the test. Cost $200 or some such, and took one day. That was near graduation time.

It's actually a pretty unbelievable one. Or maybe not, if you know the AF. During the 3rd week of OIF or so, there was a major airborne gas crisis. Basically, the USAF didn't have enough tankers or time slots on the boom to service all the jets going into the container. The solution was to run USAF jets into Al Jaber for a pre-strike hot-pit refuel. The idea was okay, but the implementation was shat. Under the original plan, F-15Es would take off from OTBH with just full internal gas but nothing in the CFTs or externals -- by the time we flew up the NAG to AJ, the gross weight of the jet would be good enough to land and take a full onload at the Jaber pits. Unfortunately, POL at OTBH never got the message...so we took off every time with a full gas load (about 33K vs about 13K). In order to get to a suitable landing weight by the time we finished the 40 minute flight up to AJ, we had to basically dump the entire way up there once we got to altitude. So, the photo is on a jet on the Ocean Parkway dumping to get to landing weight at Jaber. Total f*cking waste. But I'm sure it made sense to some bean counter somewhere. I couldn't help but think of the irony of the petrol that we were putting right back in the Arabian Gulf unused. Hey, forcemac, how about shrinking the size of that huge f*cking picture in that first post, eh? [ 18. April 2006, 04:03: Message edited by: Hacker ]

Not a problem! Just don't ever call me "bra" again.

From AFI 11-214: "5.2.8. Separation of Aircraft: Minimum range during operations between fighter aircraft during Air-to-Air training is 500 feet or MAJCOM and service minimum, whichever is greater. If a violation of minimum range appears imminent or has occurred, each aircraft will perform a “KNOCK-IT-OFF/ TERMINATE”."

500 foot bubble in the CAF...

No...I'm not kidding. Read up on it. I know several guys who have done it before in an Aviat Husky and in a Dh Beaver and (acording to them) it's not as dangerous as it seems. The surface tension of the water at that airspeed is significant, as is the ground effect. The airplane wants to fly away from the water and not get stuck down into it. Apparently, it takes a bunch of forward stick pressure to keep it sticking on the water. This is obviously not the first time these guys have done this. They didn't wake up one morning and decide that it would be cool to do this in formation sometime. I'm sure they've practiced this individually a bunch before doing it in formation as well. The news release that was issued with the initial photographs a couple weeks ago said this: [ 08. April 2006, 17:45: Message edited by: Hacker ]

Not really...go read the thread on the photographs of the same event. Bush pilots do this all the time and it's not as dangerous as it looks.

I'd be interested to know specifically why you do not like the 92FS and why you do like whatever Glock it is you own. Although the 92FS is not featured prominently in much Gangsta Rap, it's still a good handgun and doesn't really have any poor design features (other than it is large framed and shoots a smallish round. The Beretta is suited for a pilot sidearm nicely. For the survival scenarios we're talking about, I can't think of anything "Glock Perfection" provides that your Beretta can't. But really...c'mon, if you're gonna b*tch about the M9 at least say that you'd replace it with something manly (e.g. 1911) and not some Tupperware gun.

Look over at flightinfo.com...there are numerous military dudes over there currently flying for majors, so they'll have a better take on things. More importantly, when it comes to meeting the minumums, make sure you look at each of the airlines you're applying to carefully. Many of them have specific time modifiers to solve the difference between the military's brake-release-to-touchdown hours and the civilian Hobbs-time hours. For some it's a multiplier for your overall time, and for others its an addition to each specific sortie. Modifying your AFORMS-logged time may be enough to put you into the category you want. WRT "total time", maybe I was reading you wrong...if you're just sitting in the jump seat and not actually being a member of the flight crew, then I think you should not log it as anything (because I don't think the FAA cares about it).