Hacker

Here are a couple low-res "camera phone" shots of the T-3s rotting away at Hondo, taken in August '05.

Sorry, Toro, but your observation of the numbers at SJ doesn't reflect the actual statistic...we're talking about *rates* here and not physical numbers of how many people are at each base. Let's do your same # of O-5 WSOs and # of O-5 Maintenance Officers comparison at any base where there are aircraft without Navs, and there would be a different picture. It's a crappy way to make a comparison. The actual historical promotion data is available on the AFPC website (https://www.afpc.randolph.af.mil/demographi...eportsearch.asp). Some quick number crunching of promotion rates from 1989 to 2004 revealed: Major: Navigators, 85.0%, Mission Support 82.3% Lt Col: Navigators 60.5%, Mission Support 66.3% Col: Navigators 33.7%, Mission Support 45.0% So, looks to me that statistically JLoweCSU's Commander is correct.

This simple advice is that it's WAY too early to think about that. It will become pretty obvious after you actually start flying in the UPT environment what you can handle and what you like.

I was given a ticket in Tex-ass back when I was in tech school at Sheppard when I was a Lieutenant. Like many of you, I offered my military ID along with my driver's license -- my reasoning was a little different, though, because my Washington State license was a military license, with an expiration date of "90 days after discharge." I was offering my mil ID as proof that I was in the military. The officer didn't see it that way, and gave me some lip about did I think I was going to get off easy just because I was flashing my military ID?? When he gave me the ticket, the Tejas DPS guy said "Here's your ID back LIEUTENANT" in the snottiest tone I've ever heard from the po-lice. Maybe I should get one of those black stickers with the blue stripe...the "free pass to speed" sticker. <not>

I'm trying to figure out how an A-10 guy has a good comprehension of target RCS and side lobe energy! :D

Sounds like a reason to just pay the damn ticket and get it over with.

No, I don't think so. The article says, in essence, 'yeah, there are rumors that the Typhoon saw the Raptor...but it didn't, and if it did, it was because it was operating in the ATC config'.

Gee, ya think? More expensive to get flown around in and dispensed from a '135 or a '10 than just getting pumped out of a tank?

FWIW, I went back and looked at the web page that I created in 1998 discussing the process for applying to UPT. This is what I wrote pertaining to vision requirements -- copied directly from the AFI (at the time): - Normal color vision for both pilots and navigators - Distant vision - pilots uncorrected to 20/50 and navigators 20/200 but corrected to 20/20 - Near vision - pilots uncorrected to 20/20; navigators 20/40 but corrected to 20/20 - Refraction, accommodation and astigmatism requirements have had no corrective eye surgery (i.e. RK surgery) [ 23. September 2005, 06:01: Message edited by: Hacker ]

Good story, but can't say I agree with this part. There was still plenty of *****ing about reflective belts, flight suit sleeves being rolled up, floppy hats, friday patches, singing 'offensive' songs at the Wagon Wheel, f*cking in the bomb shelters, p*ssing in piddle packs in the tents, etc, even while there was a full-on shooting war going on. There is more than enough BS in the Air Force to go around even when we're supposedly 'doing the real mission'.

I think the boldface was something like: ASS - KISS GOODBYE

M=1.6 at 1000' AGL in a F-15E-220 across the Tonopah Test Range on 28 March 2001. Part of a Nuclear WSEP, verified by Sandia Nat'l Labs and Department of Energy. I think that it was somewhere in the neighborhood of 680 KCAS IIRC. For you F-15E guys who might wonder how the f*ck I was able to get a -220 Strike Pig (with a B61 hanging on LC2) up to that speed...let's just say that the speed run began at FL350 in Pahute Mesa all ready well over the Mach, and was achieved via a .8 AOA unloaded descent down to the deck. After hitting 1.6, the speed was decaying by the second after leveling off. It was slowing so quickly that I actually thought I had missed the desired speed for the drop, but the radar cameras verified the speed. EDIT: Photo added... [ 13. September 2005, 16:29: Message edited by: Hacker ]

Where in 36-2903 does it say that?

The "indicated" AS that is displayed in the HUD can either be Cal, True, or Ground.

There's no rule on it...there's not even an accepted theory as to the history of it. Personally, I don't care if someone does it or not...so long as they can perform when they get to the jet. There's nothing more retarded than looking like a fighter pilot but not being able to act like one when it counts. [ 10. September 2005, 05:46: Message edited by: Hacker ]

I dunno, this part cleared that question up for me: Reference also the thread from a few weeks ago discussing current UPT washout rates, which are reportedly in the 1-3% range in FY05.

I personally don't see a problem with it. Don't know how other services are, but the USAF is unbelievably overtly-Christian, and has been since the day I enlisted. If we're going to practice religious tolerance, then it's time to start practicing it instead of just paying it lip service.

Sure wish I was gonna be. That is the same weekend as the Reno Air Races, so I'll be on the left side of the country, unfortunately. The last show in Valdosta really kicked ass, and I am pissed that I'm gonna have to miss this one.

You're a SQ/CC, Group CC, or Wing CC?

Been There, Done That.

It's the same reason that Squadron Commanders and Wing Commanders sometimes get fired for things that their subordinates have done. It's called 'responsibility'.

Oh, I'm really interested in boxes...just not the cardboard type that you're peddling!

Think about this a different way... If you were the squadron commander, and you had an airplane with bent metal that was *entirely* preventable... What would YOU do? Personally, yes, I can see the pilot taking the ding, too. I have been grounded by my SQ/CC during combat operatons for things my wingman did. Why? Because I, as the flight lead, was responsible for the safe conduct of the mission, period. So, on a crew airplane like the C-17, I can completely see where the SQ/CC gets to dinging both the loadmaster and the guy ultimately responsible, the aircraft commander.

90+% of the time in IFF you will be a wingman, flying some type of formation. There is very little time spent single ship in conditions which an autopilot -- if there was one -- could be used. If you are used to the avionics in a typical biz-jet (like your slow-tation), you will be completely underwhelmed with the avionics in nearly every aircraft you'll encounter in the fighter area, from the Tweet on up to everything short of the Ramptor.

For IFF: 1) There is no autpoilot in the T-38C 2) If there was an autpoilot that could maintain tactical formation between BFM engagements or to-and-from the MOA, that would be a good trick. 3) If there was one that could fight BFM (especially defensive BFM), that would be an even better trick!!