Hacker

Nope. Bill Boeing started the company in Seattle in the 'teens, first producing the Boeing B+W floatplane in 1916. Far from ever being a conglomerate until post-WWII when they diversified into helicopters, space and missiles, boats, and all kinds of stuff that got them in trouble.

I am pretty sure that there is a Life Support tech order that restricts the painting of the HGU itself. I don't know what it specifically is off hand, but I can go look it up if you're really that interested. It was never an issue when I was an LSO, so I have never looked it up that I can remember. That being said, I've seen numerous "special" squadrons that painted helmets, most significantly the F-117 squadrons used to have black-painted helmets with special aftermarket black leather (purchased by their Life Support accounts!). There was also a Group Commander at SJAFB when I was there who flew F-15Es with a red-painted HGU...I know *I* certainly didn't have the balls to tell him he couldn't wear it anymore, especially since I believe it was a gift from the life support folks at his previous base when he left there. My understanding on the painting issue (as explained to me by my life support NCO) is this: Some types of paints can damage/degrade the fibreglass shell of the helmet and the USAF didn't want to have to regulate what kinds of paints were being used by billy-joe-bob on his helmet. This one always sounded a little fishy to me, since Gentex has no problem painting the base HGU in almost any color, but I'm sure there are some solvents and types of paint that could potentially damage the shell. Also (and more importantly, depending on who you ask) since the helmets are the responsibility of the life support techs in your squadron, a painted helmet becomes a liability for them. How pissed would you be if a 2-striper put a big-assed scrape through your airbrushed helmet while they were changing out your bayonet holders or your leather edge roll. They don't need that kind of baggage while working on government equipment. Would they be responsible for touching up the paint? What if they didn't fix it to your satisfaction? Would you fly into combat with your fancy-painted helmet, or would you ask for a "sterile" one when the balloon went up? See where this is going...it was just FAR easier to say "no" and not have to deal with painted helmets all together, since there is really no benefit to it. As far as the Navy goes, that's a whole different ball of wax. They actually require a certain percentage of their helmet to be covered with reflective tape, and thus the white base color of many Navy helmets is actually white reflective tape. Since they don't abide by AFIs, they can do what they want, I guess. The Navy HGU helmets that I've seen that appear to be "painted" are actually colored tape or latex graphic stickers applied over the reflective tape. I don't know how they deal with damage to those graphics through use...perhaps they just suck-it-up fatty if their enlisted tech alters it when they do their work. I've tried lots of different times to put something on my helmet, getting rebuked every time -- one time I wanted to put a little UW Husky sticker back by the nape of my neck on the shell, and it was removed the next day by the LSO.

Most visor covers are embroidered with callsign and sone kind of squadron emblem...at least that's my experience in the last three squadrons I've been in.

My understanding is that everyone is getting waivers. I have a couple students who are headed to Tyndall for FTU and, even though they will conduct the majority of their flying over water, they have had water survival waived.

What types of things does your AAS pledge program do to prep a cadet for FT?

That's where you insert the Data Transfer Cartridge. It is a standard PCMCIA card.

F-15Es lasts 7 months, and you get circa 69 hours.

You sure about that? I've got a student at Moody currently who fits that same bill; Major, ex-Marine, Super Cobra pilot, hired by A-10 ANG unit. He just started IFF. Seems pretty coincidental that there'd be two of the same floating around right now....

This possibility was discussed a couple years ago at flightinfo.com, and I surprised to hear the answer from somebody who actually knew. As far as AFPC is concerned, they will only assign pilots who flew T-38s *in UPT* to fighter units. I believe that is policy, and not regulation, that sets up that "rule". The other piece of the puzzle is the physical existence of a fighter crossflow board to allow re-tracking from a non-fighter MWS to a fighter. The last fighter crossflow board was held in '98/99 time frame, after which the previous CSAF declared "there will be no more fighter crossflow boards." So there will have to be more than one policy change to make the heavy/U-2/T-38/fighter career path a reality.

Very few bases have flying clubs anymore, unfortunately.

Someone in my squadron saw her very recently...still flying for ASA and apparently sporting a new last name.

He had a legacy of buffoonery completey outside the shootdown incident that is fairly well documented. My favorite is the HUD video from his flight lead -- who is in the process of shooting down Super Galebs -- where Zulu flies right though the HUD while blind. So, ToBeKC135Pilot, be careful of your own enthusiasm for his "success" because it seems to be based on media instead of reality. You'll see a completey different side of things once you go to land survival at Fairchild.

Nobody on active duty gives a crap what Zulu says. 800-hour wingmen...sheesh.

The only thing I don't like about the RV is the outrageous prices that builders want to sell them for!! You need to really take a look at what you want to use the airplane for. If all you want to do is fly cross country, there are LOTS better airplanes to get than an RV-8. If you want to go sport flying, the RV is excellent. There are other factors to consider, too...have you flown an RV? I really wanted a 6 or an 8 at one point, until I went and flew one. It turns out that there is a physiological factor for me -- I am 6'2" and I could not comfortably sit in the airplane. My skull was up against the canopy and my shins were hitting the instrument panel. That had a really big impact, and I'm glad I did before I spent 60 Grand on one.

I don't think it's "challenging", but it most unforgiving of carelessness. The airplane has small wings and small engines, and if you're not careful you can get backed into a corner while flying the final turn. The jet also doesn't want to land through the flare -- it would rather sail a couple thousand feet down the runway in ground effect before touching down. So, while the T-38 is a bit tougher to land "with style" than the Tweety, it's far from impossible.

The Squadron from Randolph (435th FTS) and the squadron from Columbus (49th FTS) both relocated to Moody in '01 and '02. IFF is currently only at Moody and Sheppard. ENJJPT grads are the only ones that I know of who go through IFF at Sheppard, but we do get Sheppard guys at Moody all the time, too.

Yeah, one thing I didn't mention about the X-33 I own is that all of those great gee-whiz features that they put on there for NASA...well, I never use 'em. I own the watch because *I* think it's cool and I like to wear it. The only features I really use are the time, zulu time, chrono and countdown chrono. I don't even use *those* features while I'm flying anyway -- the ship's GPS clock and "hack" chrono work just fine. I once used my X-33 alarm while I was flying because it has some un-Godly decibel level what I could hear with my helmet on. Other than that... So, I would not purchase a "pilot watch" under the false pretense that you're going to use any of those features while actually flying. I don't think I've ever even met someone who has used an E6B or whatever on a watch while flying.

I don't know if non-fighter guys can get the deal -- there was an actice duty pilot at base X who was the contact with Omega and arranged the orders. The orders were done in bulk, and you had to sign a contract that A) you were an active military fighter aviator and B) you would not sell the watch in less than 5 years after your purchase. I have the Omega X-33 and I love it. I have done what most guys haven't -- worn it! I wear it in the cockpit, and it gets knocked around quite a bit. That titanium case holds up like a champ! There are some scratches on the bezel ring after 3 years of active flying with it, but there are zero scratches on the crystal. It is a very well-made watch, and Omega is committed to fixing any defects that show themselves under tough cockpit wear. I have no complaints about it, other than it is tough to find an authorized dealer who can replace the battery then pressure-check it so the waterproof warranty is still valid....

Breitling and Omega both sell watches to fighter guys at a bit of a discount, too...perhaps that's what Dewey is referring to.

Each recent response spoken like a true non-fighter pilot. If you walk through your average fighter squadron parking lot, I'm certain you'll find it looks much like any white-collar civilian job parking lot. There are some high-enders like Vettes, Porches, and Mercs. There are also plenty of trucks and SUVs. The bottom end beaters are represented, too, as well as muscle cars and motorcycles. The truth is this: Guys who actually fly jets for a living generally don't feel it necessary to have a cool car to show how cool they are.

I got my license through an aero club about 10 years ago. It cost about $3500, and even then it was about a Grand cheaper than the Part 141 school up the street. So, I imagine that with inflation, higher gas prices, etc, that the price has probably gone up in the last decade...

There have been several guys passing through IFF recently who are active duty, yet are attending FTU at Springfield ANGB. At the moment Luke is jam-packed full of students. So full, actually, that previously experienced Viper drivers looking to get back through a TX course are having trouble finding a spot.

There's an annual application process. Just like applying for a UPT slot with an AF 215, there is a special duty application you have to send the the USAFADS. In addition to getting top ranking from your Wing Commander, you'll also need some glorious recommendation letters from powerful people to go with that application. This year the Thunderbirds chose 12 semi-finalists to go out to Nellis and interview for a week. Out of those 12, they've currently whittled it down to 6 finalists to fill three positions this year. The finalists will go to Nellis for more interviews and to fly with the team in the 2-seater.

More like the AF and the AFRES didn't want him. He wasn't exactly what you'd call a gifted fighter pilot. You should hear the stories from some of the people who flew with him. 800 hours and still a wingman...sheesh.

I thought it was for "First and Finest"