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Whitman

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Everything posted by Whitman

  1. Bahahaha! AJ's is a whole lot better than Seville or anything else Pensacola has to offer. As far as the original question, it's pretty simple. If you're single and renting, don't live in Navarre. It's a pain driving to Destin and the work commute is frustrating during peak times, especially during the school year. Also, people will not hesitate to pull out in front of you on US-98. Aside from the shear boredom of the road, I wouldn't drive a bike on there either. You can find some sweet places on the bay or close to the beach in FWB and you'll be a lot closer to work and restaurants. As far as buying opportunities, Navarre is a good one and is going to expand, it's just a matter of when.
  2. Box STS, Has your area auto gas converted to 10% ethanol blend? I was under the impression that a lot of the United States has converted. If that's the case and I hope it's not, you wouldn't be allowed to run auto gas, even though you have an STC. There's a variety of dangers involved with running fuel with alcohol in it and your insurance would be void if anything happens. Hopefully the course will be reversed, but the federal mandates are screwing a lot of GA pilots right now. Check out this article https://www.eaa.org/news/2007/2007-10-18_ethanol.asp A buddy of mine in South Carolina runs auto gas on his Bonanza and Cub and filled five large tanks at home with the last load of ethanol-free gas. Nice looking airplane, good luck and fly safe!
  3. Great post LJ! Glad you made it out alive and appreciate your advice. Can you post a pic of the Stinson?
  4. I've heard that advice but disagree. It really depends on the airplane, altitude, and the pilot. Everyone who flies single engine should practice simulated engine failure after takeoff. Depending on the aircraft executing 180 is a viable option and can get you back on deck safely. The key is to unload the airplane in the turn. Many people have died trying to turn back to the airfield (that's why its common advice not to) because they start the 180 degree turn, while pulling back on the yoke to maintain level flight, and add a load factor to the wings in the turn which accelerates the stall, resulting in OCF at very low altitude. 500 AGL is the lowest I would try this maneuver in most airplanes as you lose a decent amount of altitude when unloading the aircraft. Your head is in the right place Gannon, great question. Thinking about things like this ahead of time can safe your life. I recommend the flight you talked about with the IP pulling the engine. Good luck and be safe!
  5. My bro gave me the other half of his wings when he broke 'em.
  6. Good luck, just realize that riding, much like flying, is serious business and can bite you at any time. Wear good gear (leather), take the MSF safety course, get your license, and keep your head on a swivel. Pretend like you are invisible to other drivers, because you are! I've driven as long as 3.5 on my CBR F4i and it was pretty uncomfortable. I was ready to sell that bike after the first few days because of the seat but got used to it. There are aftermarket seats you can by too. If you're looking for a comfy sporty bike, the Suzuki Katana has a great seat and would be perfect for a beginner. I do not recommend you go out and by a full up sport bike like a GSXR or R1. Buy something used that you don't mind dropping (it will happen) and if you get tired of it, resale it and upgrade. Bikes hold their value really well. Good luck and BE SAFE!
  7. I thought only AC-130H's were going to Cannon (16th SOS)?
  8. I never understood why airlines don't just board back to front? It would solve this very problem. I also never understood why its considered first class treatment to board first? If I'm paying double, I'd much rather chill in the Crown room in ATL (or anywhere else for that matter) and wait until the last possible second to get on the jet, strap in and go, but that's just me. Well said Bull.
  9. brick, i couldn't agree more!
  10. Anyone going this year? I imagine the crowd will be smaller than normal with avgas hovering around $5-6/gallon. I'm gonna try to make my way up there for the weekend.
  11. Knocking out the remote first with the follow-on seems like the way to go, if the follow-on truly was guaranteed. But the adage "a bird in hand, is worth two in the bush", comes to mind. After a year you won't be that experienced so they either need to keep you in the jet OR send you on your way to preds. You're only possibly gaining 1yr in the viper by going to Korea, but risk lossing 2yrs if AFPC continues with their buffoonery. Good luck and I truly hope things work out for you guys.
  12. Pretty sure it was "puss game" and Rainman but it's been a while. Semantics aside, well said Chuck.
  13. RIP brothers and God Speed. You will be missed
  14. What's the scoop with U-28's out of Corpus? It seems like they were dropping pretty regularly at first out of Corpus but died off. Whereas, T-38/T-1 have been dropping them consistently.
  15. Enough with the ball busting already! I still have nightmares from that video Herka Derka posted a couple months back.
  16. Said C-17 AC would require T-38 training at PIT or wherever, then JSF RTU. T-38 grad, gone preds would just need JSF RTU, right? I actually stole that line from a good buddy of mine, a Hog driver.....what's a vault????
  17. The way I see it is, even if you do not get a fighter out of T-38's, you have highly valuable training to fall back on in the future. If/when the JSF comes on line and they need pilots, you might have a chance at cross flowing (0% if you go heavies). Further, Guard/Reserve have hired heavy pilots without T-38 time, you'll have a "chance" again at getting a guard/reserve fighter gig. It all comes down to opportunities. If you've always wanted to fly a fighter, know the facts and trends but don't be scared by the stuff you can't control. TIMING. For me, I want to fly fighters or AFSOC so U-28/NSA's don't worry me. Preds on the other hand are scary, but at the end of the day, you can still rest your head down at night knowing that you gave it your all and now are in the fight and doing more damage in one tour than a fighter guy does in his entire flying career. T-1's would be nice but I want to do something in my AF career that I cannot do in the civilian world and fighters or herks seem more closely aligned with that. I figure I've got the rest of my life to worry about good deals. Lastly, as trivial as it may sound, I don't want my old man to be the only one in the family who's flown the T-38 Track select (or as the navy calls it, selection) is in app. 3 weeks so we'll see. Either way, I'm still thrilled I get paid to fly.
  18. What about deer, elk, antelope, and turkey hunting? Freshwater fishing? Lakes or rivers for water skiing? Snow skiing?
  19. 1) Get the 1853 signed by your Det. It doesn't have to be your CC, just a verifying official (ie: personnel NCO etc) 2) Show up to CHS with your form and military ID (cadet or 2LT reserve ID if you've already commissioned) 3) Be flexible I flew from Charleston-Dover-Travis-Hickam on my first Space A while waiting to EAD (precommissioning). Later that year, I flew from CHS-Travis-back for a ski trip to Tahoe after commissioning but while waiting to EAD. Charleston is a great place to fly from. It used to be really good for flights but they have been sending more flights out of Dover in the last few months. Check www.pepperd.com message board (flight schedules) for fights out of Charleston and all over the world. Truly an invaluable resource. Let me know if you have any more questions and HAVE FUN! I'm jealous!
  20. You get an "F" for SA.
  21. Nice.... :beer: back at ya, have a good M-weekend!
  22. I had the privilege of working for CH and he is indeed a class act! Good luck sir and congrats again!
  23. While it may sound like a "good 'ole boy network" thing, said Airman's assistance was a byproduct of how he was treated everyday by me. I didn't care that he wasn't writing my OPR or deciding who goes to Nellis for TDY, just treated him like I would want to be treated if I were in a job and was the only Airman in a squadron filled with O's. If I were knew on base, I'd hope that the dudes in my squadron would help me out. The "nobody is better than the other" comment is based on the attitude that "At the end of the day, I'm the one pulling the trigger so do your job shoe clerk" mentality. I've seen it personally and it's sickening. They couldn't do it without us, and we sure as hell couldn't do it without them. Period dot. As for the rest of your post, reference Fact #2.
  24. Fact: Support troops won't treat their jobs like pilots do. Fact: The system is flawed. You can either complain about our support troops or take an interest in them and show them that you actually care about their job (reference Bender's post). It's not that you are foreplaying them or trying to manipulate them, it's a simple matter of mutual respect. Everybody writes off airmen but you'd be surprised what they know and who they know. A personnel troop at my last squadron, Airman ##### was fresh out of the personnel building and had plenty of friends there. I was getting ready to PCS and needed and an amended RIP and orders by the end of the week. For all of you that are familiar with personnel, you realize this is the finance equivalent of getting 2 fighter squadrons to the fight without tankers. I talked to Airmen ##### and all it took was a couple phone calls, some email comm, and I had my RIP and non standard orders to follow in 3 days. Bottom line: Nobody is better than the other, we're all in the same AF and we're all after the same mission to fly jets and kill bad guys. Treat the support troops like you'd want to be treated and you can't go wrong.
  25. My thoughts and prayers are with everyone that knew these pilots. Bozz wrote a good piece on aviation safety a while back and I think we can all learn something from it. I couldn't find the post but saved it a while back so here it is. ------------------------------------------------------- Some Things I’ve Learned Till Now I’ve been fortunate to be able to fly the A-10 for a long time. I started out on active duty, then spent time in the Air National Guard, and now fly full-time for the Air Force Reserves. I’m not yet ancient, but I am old enough to have witnessed some major changes in the way we view the world and the way we fly airplanes in the fighter/attack community. Around long enough to see some devastating mishaps, I’ve lost squadron mates, close friends, and many other professional acquaintances. Some didn’t make it past their first few years in the cockpit—others were seasoned veterans with thousands of hours under their belts. For me, one the most humbling things that can happen, is to see someone that you admire, someone you know is a top-notch pilot and human being, die in an aircraft accident. You need to be introspective in this business. If you fail to examine yourself, each time someone else has a mishap, you fail to honor their sacrifice. In that vain, I’ve written a list of things that I’ve found to be truisms for staying alive and doing the job. They are derived from my personal experiences, but can be applied to most types of Air Force aircraft. 1. It’s Usually the Second or Third Bad Decision that Kills You On flying missions, even when you’ve made a bad decision, there’s usually still a chance to rectify the situation. Sometimes you just make a bad call. Your first bad decision might pertain to weather, fuel, mission complexity, or physiological factors. Don’t keep doing it. Get yourself back on a viable course of action. Flying is constant string of decisions that affect your outcomes. There is a lot of pressure to get the mission done. Sometimes the pressure is real and sometimes it’s perceived. Regardless…it can cloud your judgment. 2. Being a Little Bit Scared is a Good Thing I don’t care who you are…this job is dangerous. I once saw Chuck Yeager in a television interview. He made a statement that struck me as profound. I can’t remember it exactly, but it went roughly, “Every time I strap on an airplane, I say to myself, be careful Yeager, this sucker could bite you today.” If Chuck Yeager is a little bit scared, it’s probably okay for me to be. Call it what you want, maybe it’s a self preservation instinct, or those little hairs on the back of your neck, but you have to have an internal fear mechanism to make it in the long run. 3. Even within the Rules, There’s Plenty of Rope to Hang Yourself There’s no other type of flying that comes close to what we do in the military. Think about it. What other company is going to let you take out their planes and dogfight within 500’ of each other, or fly a low level at 300’ AGL, or roll-in and drop a string of bombs with a 60 degree dive angle. You don’t have to break the rules to have fun. When you step out the door, the Air Force gives you about a hundred feet of rope to wrap around your neck if you choose to. There’s a lot of trust inherent in that. I’ve broken rules, but as I’ve gotten older, and hopefully wiser, I’m able to see how stupid and gratuitous that is. It’s an insult to yourself and the Air Force. And…if you end up killing yourself while breaking the rules, they’ll make an example of you in safety meetings for a long time. If that’s not motivation to follow the rules, I don’t what is. 4. There is a Lot You Don’t Know The problem is…you don’t currently know how much you don’t know. Take this simple test. If you a have several thousand hours, think back to when you had 500. If you have 500 hours, think back to when you were in UPT. At each level, you were probably pretty confident and sure of your knowledge. Guess what folks…it never ends. I like to attend forums where there are aircrews from other communities. For no other reason, I’m reminded of how much is going on in military flying that I don’t know about. It’s humbling. If you fly fighters, talk to an AFSOC helicopter pilot, or a C-17 pilot who’s just back from one of the “Stans,” or even a FAIP who puts his life on the line with some young punk who’s trying to kill him everyday. You’ll find out real quick that nobody has “cornered the market” on risk and danger. 5. It’s Best to Keep Your Plan Simple Don’t make things harder than they need to be. This business is hard enough without incorporating the “double-rat’s-ass” plan for no reason. In my anecdotal experience, a tactical plan’s chance of success is inversely proportional to its complexity. Concentrate on basics and be really, really good at them. If you are a fighter pilot, those things are probably de-confliction, target acquisition, weapons delivery, and mutual support. Those basics apply to just about every type of tactical mission, whether it’s air-to-air or air-to-mud. Make those the tenets of your objectives for every training or combat flight. If you are good at the basics, you’ll be able to adapt to complex situations. 6. You Need to Visualize Yourself in Emergency Situations We can all sight examples of pilots who have “screwed up” in emergency situations. It’s easy to point a finger. How does a seasoned veteran forget to jettison his stores after being hit by a missile, or forget to put his speed brakes in with a failed engine and stall the plane, or make a landing 100 knots too fast and go off the end of the runway? Guess what…emergencies are stressful. There’s time dilation and the possibility of having the proverbial “seat cushion” where the sun don’t shine. Go through your boldface frequently. Don’t just say the words; translate the words into the physical actions you’d actually make in the plane. Move your hands to the switches as you say the words. If you reinforce the words with the actions it will help prepare you to act in stressful situations. 7. Good Communication is Imperative It doesn’t matter whether you are mission briefing, talking to ATC, or calling out a threat reaction…you have to be able to communicate well. You may be the smartest guy in the room, but if nobody else can figure out what the hell you are talking about, you can’t be totally effective in this business. Our job is very technical. It’s important to use the proper terminology and protocol. As an instructor if my wingman has a problem with his HUD, armament control panel, or navigation system, I can’t help him unless he can successfully communicate his problem to me and I can successfully communicate a solution. Communication not only has to be correct, it has to be timely. CRM is here and it’s important. We need to take care of each other in flight and on the ground. In one of my prior squadrons, an A-10 flight lead flew into the ground while holding at low altitude. He hit the ground at an extremely low angle of impact. He was highly experienced, had flown three different kinds of fighters, and was also a major airline pilot. He essentially mis-prioritized his attention in the cockpit while attack planning and gently descended right into the ground. He had two wingmen with him in tactical formation. Neither one said a word. One of them, a very young pilot, actually admitted to watching lead descend the whole time—all the way to impact. Afterward, he said it looked wrong, but he didn’t say anything, because he figured the guy knew what he was doing. Now he has to live with that. 8. Don’t Get Too Married to Your Plan Murphy is out there on every mission. If you are like me, it seems like the harder you work on your plan and briefing, the more chance that it will change. Plan properly, but don’t become emotionally invested in your plan. It can lead you to make bad decisions. For a particular mission, you may have created the greatest low altitude attack geometry ever know to man, but if the weather doesn’t cooperate, you may need to shelve it and go to plan B. It’s tempting to push weather or fuel in order to meet your objectives. One of the things that make our job so gratifying is that you can never totally predict what is going to happen. Flying is more like a chess game than filling out a tax form. Stay flexible, keep thinking, and don’t get too married to your plan. 9. Admit When You Don’t Know Something There are so many new systems, weapons, regulation changes, acronyms, tactics, and techniques that it’s becoming increasing hard to stay on top of all the things you need to know to do the job. It’s staggering when you think of all the layers of knowledge you are responsible for in the Air Force. You have know your plane, then the sub-systems of the plane (navigation computer, counter measures systems, displays), the mission planning software, the electronic briefing room, the simulator, and the new scheduling software. Add to that the volumes of regulations, the demands of your non-flying duties, death by PowerPoint, and the bombardment of emails from around the base. It’s amazing to me we can do our jobs at all. The fact is…there is tons of stuff I don’t know. Even in the flying arena, all I have to do is sit through a briefing by a motivated young weapons officer and I’m lucky if I understand half of the material. It’s no sin to not know something. Ask questions and admit when you are clueless. The same thing applies in flight. You’ve got lots of resources to draw on when you don’t know something. There are your wingmen, your SOF, ATC, Metro, FSS, and the RCO to name a few. If you don’t know something, there may be somebody else you can talk to that does. 10. Don’t Be to Proud to Change Your Mind There are things that I knew to be true in the past that I can no longer call true. Your perspective can and probably should change with experience. It’s easy to become myopic and parochial. Every clothing outfit you’ve ever worn and every hair style you’ve ever sported, you must have thought was a good idea at the time. All I have to do is pull out pictures from the 80’s to see that I don’t possess perfect judgment and wisdom at all times. I think the ORM constructs we use now can help to put things in perspective in real time. I’m not as passionate about the need to train at 100’ AGL or knife fight BFM in a flat scissors as I used to be. You need to constantly challenge your beliefs and compare them to current realities. 11. When You Train…Make the Most of It The government is only going to give you so much JP8 to burn in your career. How well you decide to use it is amazingly within your purview. How you train will largely determine if you are destined to be average or will actually be good. It’s easy to get into the rut of doing the same events or exercises every time you fly. In my community, it’s tempting to “mail it in” when you are going to the same weapons delivery ranges every week. Don’t fall into this trap. Push yourself to be really good in the airplane. Be proficient in all the weapons and deliveries, formations and tactics, and fundamental skills. Challenge yourself with difficult target acquisition, go to different airspace, and get realistic training. Don’t make your training missions so complex that you never get really good at the core competencies. It’s analogous to practicing for a sport. A football team doesn’t go out and scrimmage every day. Although scrimmaging, a full dressed rehearsal for game day is important, most of the time you need to be doing drills; like blocking, tackling, throwing, and catching. It takes a lot of repetition to be good at something. Practice difficult maneuvers and deliveries over and over until you get them right. You’ll be able to do them better and safer during a complex scenario and be better prepared for game day. It Can Happen To You Sounds cheesy I know, but it’s true. This is an unforgiving business. Take an active role in your own safety. Supervision is important, but when you are strapping on that jet, mommy and daddy aren’t going along with you. Look in the mirror and make sure you like what you see. Be proactive in your squadron or wing. Pull a buddy aside and tell them if they are screwing up. Learn from other people’s mistakes, don’t get complacent, and listen to that little voice in your head. You don’t want to be the guy who could have saved a squadron mate and didn’t…and you certainly don’t want to be an example in squadron safety meetings for the next 20 years. Lt Col Brady Glick is command pilot and combat veteran with more than 4000 hours in the A-10. He is a graduate of the Air Force Weapons School, Advance Instrument School, and Flight Safety Officer Course.
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