Hacker

Depending on your mission for that day, those tasks (plan, brief, fly, debrief) might just take up your entire day. Remember that each pilot has a "desk job" that he's responsible for (scheduler, training officer, weapons shop, etc), plus any number of additional duties. That's what comprises the rest of the hours in the work week.

TS is the highest actual security clearance level. There are, however, tons of "modifiers" used on top of TS. For example, one of the most widely used is "SCI", meaning Special Compartmented Information. Another one might be CNWDI, or Controlled Nuclear Weapon Design Information. There are thousands of these specific modifiers that limit access to only those who are authorized that particular program or compartment of a program. When the F-117 was a super-secret program, it was still only classified "Top Secret"...but it had numerous modifiers on top of it that limited access to only people who needed to know about it. The reality is, though, when it comes to security clearances, you'll get what you need to do your job. In my old job we used to say "those who have a need to know, will know soon enough". In other words, you won't be out there trying to get yourself a higher security clearance for coolness value. If your job requires it, you'll get it -- otherwise you won't have that job! You won't accrue higher clearances just by making rank, either. Clearances are for specific jobs, and if you're not in a job that requires one, you won't have one. There are SrAs out there with clearances probably higher than any one of us will ever have...and then when they transfer to another job that doesn't need it, they'll be "read out" of the program and they will no longer have that clearance.

As of about 2 years ago, there was an *immense* backlog of SSBI investigations (the one you need for a TS clearance) at DIS -- something on the order of 5 years. Like M2, I had my 5-year reinvesigation delayed nearly 2 years because of the backlog. I'd be very surprised if they were "leaning forward" and accomplishing SSBIs on cadets who -- as of yet -- didn't need them at all when they're having a tough time completing them on those of use who really need them for our actual jobs on active duty. The SSBI is going to include a much more in-depth look at your history than the NAC that was accomplished for you to get a Secret clearance. In this one, DIS or the FBI will visit some of your listed references to interview them, as well as talking to people who *aren't* on your list. When my initial SSBI was being done when I was a 2Lt, I got a call from someone who I played sports with in high school, but hadn't talked to in literally 5 years and was *not* listed on my SF-86. He said, "the FBI visited me asking questions about you..." so they're pretty thorough with who they talk to. Make sure you *tell* the people who you're listing as references on your form so they are not surprised when someone in a dark suit flashes a badge and asks about you. As for the phone taps, that is complete crap. I was once read in to a classified program, and as part of all the legal hoopla I had to sign a paper which explicitly said that "they" could listen in on my private phone line at will. I had to explicitly provide them permission to do this. Of course, if I hadn't, I wouldn't have gotten the clearance for the program. So, the idea that as part of a routine cadet security clearance investigation they're phone tapping...that is a load of shite. Now...if your cadet friend hadn't been exactly "truthful" on his SF-86, or some kind of red flag had been raised during the background check, that might be a reason for them to follow and phone tap. If that were the case, there's *no way* the special agent would have told him that it was being done, except if they were standing in front of a judge and it was being used as evidence!!

The tradition is actually just to not wear ribbons on the blues shirt. If you're wearing Class As/Service Dress, officers wear "all, some, or none". Why? I have no idea. The tradition pre-dates the (recent) times when every USAF specialty had a badge, though. [ 27. December 2004, 05:12: Message edited by: Hacker ]

Here is a better shot of the modern F-15E incarnation, minus my ugly mug in the shot.

It's like Red Flag but colder, eh.

He can't possibly top the harassment I've recieved over the last 6 or 7 years over my old www.militarypilot.net website (with my UPT journal on it) or my "Strike Eagle Gouge" website that was the subject of an ACC IG and OSI investigation!

I know that airplane (44-72934) used to be over in the UK, but apparently it's in Mexico now. Not sure who the pilot is on the airshow circuit Check it: https://www.mustangsmustangs.net/p-51/survi.../44-72934.shtml https://www.warbirdregistry.org/p51registry/p51-4472934.html On a related note, there used to be a P-51B painted up as the original Shangri-La. It was owned by Pete Regina and flown by Skip Holm back when I first saw it in '82. Since then, it's been repainted orange, renamed "The Believer" and flown by Joe Kasparoff. After that, it was sold to a fighter collection over in the UK and painted as "Miss Elizabeth" (or Princess Elizabeth, can't remember which).

Red Flags are held something like 7 times per year. Over the last 5 years I've been in the fighter business, the frequency of Red Flag participations has changed somewhat. This is mostly due to real-world taskings like ONE and OIF. All things being equal, it's a reasonable expectation to go at least once during a 3-year operational tour. My previous squadron *would* have done two Red Flags and one Maple Flag during my 3 years there, but the MF and one RF were CANX so we could play in ONE, OEF, and OIF. On the other hand, there are guys from Vipers and Hogs that I fly with at Moody who have been through two ops tours (one normal and one Korea) and never been to Red Flag. So, as usual, your mileage may vary. Regarding the funding of participating in a Red Flag or a WIC support...if you're not _at a minimum_ drinking your daily per diem, you're probably doing something wrong. If not that, then spending it at Blackjack or Craps is a suitable substitute. Just remember, if you hit it big at Craps you're obligated to take the rest of the boys to the Dancing Bear establishment of your choice and supply the $ bills for the evening! I recommend Crazy Horse II, but Spearmint Rhino also isn't bad.

Thanks...that's something that I don't see a whole lot of among USAF pilots -- a real interest in the history. I was amazed that guys in my squadron (and even in the rest of the 4FW) just didn't have an appreciation for the importance of the units they were assigned to and the amazing historical accomplishments. As an example, when I was first sketching out the "Shangri-La II" artwork on the nose of the airplane, you wouldn't believe how many people asked me, "hey, how come you're putting the 334th emblem [the boxing eagle] up there?" None of them realized that the emblem was on a very historically significant and well-known 336th FS airplane, and only later on did the boxing eagle become the squadron emblem of the 334th. Here's another little geeky tidbit for ya -- that P-51D that you have pictured (well, not that *exact* one...) is Gentile's Mustang that he used during his stateside war bond promotional tour. The *real* Shangri-La crashed at Debden on her last flight and was bulldozed into a field!

I'm gonna vote Creech, McPeak, and Fogleman. Creech was TAC/CC and the other two CSAFs. From the looks of the link, it's from some photos I have posted over at the Warbirds Information Exchange website, where I'm also a frequent contributor (because I'm not only a big geek about current military aviation, but a warbird buff too!)

What, no comments on the cool combat 'stache or the really bad grown-out-shaved-cranium chia look?

I'm sure all the Juvats will love to see what the Pantons are up to, holding ****-n-balls on video travelling 'round the world.

I'll throw my view as an IFF IP into the mix here. I brief my students on every sortie that when there's a no-kidding EP, training is over but *keep flying the airplane* and run applicable checklists. As others have said, I'll let students handle the EP on their own up to my tolerance for safety. I think being forced to handle an EP on your own is a fantastic learning experience, and by the time students get to me they should be able to perform a T-38 EP with few problems. My most recent EP I did not let a student handle was a weird EED indication which looked like an oil pump shaft shear (it later turned out to not be that), after which we shut the motor down and shot a single engine ILS into 400-1 conditions. I let the student trouble shoot the problem while I ran checklists for him, he performed all the coordination with his flight lead, the SOF, and approach. I only took over when we were approaching ILS final. He was doing a fine job, but I couldn't afford for us to mess up a no-crap SE ILS down close to mins and low on gas (it happened on RTB). It wasn't a big deal for me, but it could have been for my student, and I could not answer the mail as an IP if anything had happened.

What's your reference? What UCMJ article addresses this subject?

As a fighter guy, I've never used a Jepp chart. A shame, since when I go for that ATP I'm gonna have to learn! Anyway, I don't think it's of any utility to subscribe to Jepp as an individual military pilot. I'm guessing that the heavy dudes who use Jepps with approval have a squadron subscription and don't fork out the dough from their own Per Diem Cowboy fund. [ 02. December 2004, 19:07: Message edited by: Hacker ]

As many others have pointed out, you don't *have* to study anything prior to UPT in order to succeed. Also, once you start UPT, you have gotten on an ass-pain train that is not going to stop for about 2 years, so it's in your best interests to just enjoy your time with no responsibilities. That being said, when I went to UPT I'd had a copy of the Tweet -1 that I'd been studying for months. A student I met pointed out some of the things for me to focus my reading on (notes, cautions, warnings, etc) and that gave me a *serious* advantage once we hit the flightline. So, it's your choice -- listen to those of us who speak from experience when we say "just relax -- you'll be glad you did," or grab that -1 and start the pain early.

Herk drivers must drive like grannies! It's about 4 hours and change to Atlanta. I'll echo the thoughts on Valdosta. Nice, small southern college town with a good business district. Compared to Columbus (only other UPT base I've been stationed at), this place is the clear winner in all categories.

I belive that everyone has had to suffer through "Wingman Day" recently. Probably not as painful as "Combat Nighthawk" or any number of those programs, but still pretty laughable.

I definitely see that the downswept top surface of the ramps would provide some aerodynamic forces that the flight control computer would have to deal with. Based on my purely non-scientific experience looking out the window at the ramps while actuating the stick in flight, I don't see that there's any relation to the commands generated by the flight control computer and the commands generated by the air inlet controller. Interesting information, though. Perhaps even true!

That's a new one on me. While I don't doubt that the large under-side surface area of the ramps provide some kind of newtonian lift via ram-air, I have never heard that they had any relation to the flight control system. Do you have a reference for that? My -1 doesn't mention anything about it.

Dang, and I was just getting all amped up to resign my USAF commission and join CAP so I could get close to the real action...

The F-15A, at least, had capability to select and drop dumb iron, as well as a depressable air-to-ground pipper and even an air-ground mode of the radar to use for ranging. Many early operational Eagle squadrons even had RAP counters for bomb dropping.

I don't believe that the crash is actually on the video. The tape that I'm aware of has them doing the wingovers by the cliff on a different day prior (I don't know how long before...) to the flight on which they crashed and were killed.

Beware of what you sign up for with the USMC. A friend of mine in college signed one of these "guaranteed pilot" contracts with the Marines. While he was off at a summer program called "Bulldog" (which I assume is a field training type of thing) he broke his ankle...and as a result lost his pilot slot. Apparently in the fine print of the contract there was something saying that if you are injured they don't have to make you a pilot. So...he was headed to be a rifleman instead of a jet jock!