zrooster99

Comanche. Thanks for the data. As for post #2 You missed my point. Check out my PM. [ 05. April 2005, 15:35: Message edited by: zrooster99 ]

Scoobs... I'm probably here where most people have given up, but can you quote the the FAR Part page and paragraph that relates to type ratings and what would qualify you for a particular one? If not, can you site an offical FAA source that difinitavely answers the question yes or no? Do you have any other supporting data apart from other comments you've read on this board? If so, please site you sources. If you can not answer any of the above questions, then don't post a comment in which you speak with authority on the subject. If you don't personnaly have the supporting data from an official source or have the "been there done that" experience, then you could be misleading someone who doesn't realize you're an 19YO kid that doesn't have a clue. If you're not really a 19YO kid and are just trying to flip people's switches, then you're an even bigger dip. [ 05. April 2005, 11:48: Message edited by: zrooster99 ]

As anyone who's gone to ASBC/SOS can tell you, the space side of the house enables all of the above through GPS, intel, recon, Comms, etc... Personally I'm a former MX guy, so not trying to sell you on the whole thing, but that's what they tell you...

Sorry, just thought since I've been there and done that (and am currently embroiled in the fight to keep my slot specifically because of PRK), I might have some wisdom to impart. WTF was I thinking... Scoobs is right, do no research and by no means should you carefully consider your decision...just go get your eyes cut and press on. :rolleyes:

There's also a limit of 5 years service based either on your commission date or TAFMS date (transparent to you, I think). So, anyway, if you're not selected after 5 years on AD, you'll have to get a waiver for that too. My impression (purely opinion)is that most of the people selected on AD are coming up on their 5 years... Also, I'm drunk, so if there are any type-os...I apologize.

Scoobs, there are about a million reasons not to "get PRKed". Especially if you (like this guy) already had a rated position lined up. PRK (and I'm a guy who had it expressly for the purpose of getting into UPT) is a last resort. If you have no other options, then go PRK. It's not a guarantee and there's a lot that can go wrong. I was DQed for a very very minor condition resulting from PRK (which thankfully appears to have been cleared up), and was extremely lucky to hang on to my pilot slot. If there are any complications as a result of the surgery, you can kiss any chance of getting a pilot or nav slot goodbye. One of the biggest problems with it is that having the surgery inspires the folks at Brooks to look at a lot of stuff regarding your vision that they would never otherwise look at. My advice to anyone considering the surgery is to consider all options and get all the facts first. That said, it is an option, and can get you where you want to go. OK, stepping off my soap box. [ 29. March 2005, 16:10: Message edited by: zrooster99 ]

Good attitude, but that doesn't mean that you should roll over and let the AF hose you...because it (the AF) will (hose you). My advice is Fight it as long as you have avenues. When you run out of options, accept it and make the best of it (but see if you can get an Acft MX job...I'm biased though). Something similar happened to my brother...Zoo grad...lost his ABM slot at the last minute due to a back door (sts) DQ. Now he's a cop, had PRK and is trying for a Pilot slot. Never give up if this is what you want. It took me 5+ years on AD to get my pilot slot, and that made it all the sweeter. I know I'm repeating myself when I say this, and there's a reason for that. Never give up if this is truely what you want.

You're not Rex are you? :D

Platinum Card was how I did it. Granted I just now paid it (plus a few other things) off...5 years hence.

Here Here

Holy Crap, didn't know Zerkel was in the class...I was almost in that class (I had orders for about a week)

The key is to buy a car that she doesn't like to drive, then put REALLY loud pipes on it so she'll never want to drive it. :D Worked for me any way.

Hmmm. Unit funded. Well I can pretty much guarntee you that you will only be going through MFS for 1 day. Only problem is there is that outside possibility that they could have folks come back the next day. CYA. The safe bet is to just keep your reservations as is and change them when you finish MFS. Look at it this way, I was only supposed to be in SAT for 2 days, and it has been 8 months now. I'm betting you're going to be in 06-10 with a 12 May report date. So, no chance I'll be in your class, I could make the next one 06-11, but will probably be in 06-12.

It's a 1 day deal unless you've had PRK.

"So there I was at FL250 when suddenly I hear 'howdy' come over the intercom..."

Obviously he was being a wee bit sarcastic in his post.

Hmmmm...tweet...lame assed...compared to my story about C-150 at "FL who gives a shit cause we can't see you down there any way"...hmmm [ 16. March 2005, 23:15: Message edited by: zrooster99 ]

Disclaimer: The following is a sappy GA story…looking forward to many great stories in AF aircraft starting in about 3 months Mine (so far) would have to be my first real XC after earning my PPL. My vision was 20/200 when I was commissioned (’99), so I was forced to go the GA route if I wanted to fly, until I could find a way around my near sightedness. As soon as I got to my first duty station I worked my balls off, and 4 months, 7 IPs and one maxed credit card later I finally had my PPL. From that point on, of course, I’m looking for any opportunity to “show my skills” and take advantage of my new found federally granted privileges. So, up in Fort Worth on Christmas eve that year I hear my sister say she needs to get to College Station because she’s due to work a shift at her job down there (large animal vet clinic…hand up a cows butt type thing). Golden opportunity, so I volunteer to fly her there. So we head on over to Fort Worth Spinks, check out the world’s oldest C-150 (a 1973 model that looks more like it should be a 1963 model) and we’re on our way. It’s a pretty easy trip, plenty of fuel for both legs and nice big interstates for land marks...no challenge even for my lowly 65 hours. It’s a beautiful Texas day…a little haze, but pretty good visibility, and hardly another plane in the sky. We arrive at CLL uneventfully, and I manage to grease it in pretty good (which was key since this was the first time anyone from my family had ridden with me) and am feeling pretty good about things by now. I drop my sister off at work in the courtesy car and hang around in the pilot’s lounge drinking coffee and just generally enjoying the whole deal. So, coffee and pit stop are out of the way and I’m off again for FWS. Now this is the part that really makes it all worth while. I’m getting flight following from Huston and subsequently Fort Worth center, and there’s hardly a peep on the radio. It’s slowly getting dark, I’m all over it, got it trimmed out and the air is smooth as silk. It gets dark, and I fell like I’m the only one in the world just suspended in space. The radio is dead silent, it’s a clear dark night. It’s just me, all the lights on the ground and the smooth hum of my engine. Slowly, however, get-there-itis combines with my lack of experience and I start to get a little antsy about finding my field and getting on the ground. Just then…wait…yep there’s the beacon right by the highway just like it’s supposed to be. I begin my desent, switch to CTAF and make my approach…yep got it all locked in, power back, white arc…2 notches of flaps…short final…wait a minute…nope…something doesn’t look right... Um…yeah…wrong airport…that’s Hillsboro, about 35-40 miles south of where I’m headed…call missed approach (not that anyone’s listening), full power…flaps up, climb back out and Switch back to center. At this point a knowing voice on center calls me and asks where I’m headed. I tell him sheepishly I’m headed for Spinks and he says “well, you’re almost there, just maintain heading you’re about 30 miles out” (or something like that). That was one of the best feelings…for a minute there I felt like I was all alone in the world when ATC reached out with a little reassurance and nudged me in the right direction. I probably could have found it on my own, but it was nice to know someone was out there watching and trying to help. So, found FWS made a nice straight in to full stop taxied in and shut down. Again, the utter silence…not another soul in the world, just the ticking of the cooling exhaust and me. I just felt like I had the whole world to myself that night. It’s been a long fight to get to UPT, but with moments like that I had no doubt that this was what I wanted to do with my life. [ 16. March 2005, 16:53: Message edited by: zrooster99 ]

Yes. Most guys coming from grey jet assignments to PIT flew 37s in UPT...if you're talking FAIPs that may be a different story. What usual program? I think it's only taught at Randolph, but not sure. Yes, TDY en route in most cases, I think (again, it probably depends on whether you're talking FAIPs or grey jet guys).

Who was the KYS directed at? Oh, and KYS.

Out damn standing! I figured if anyone was, it would be hogs and vipers, but hadn't heard much. Edit And gun boats, of course [ 14. March 2005, 13:57: Message edited by: zrooster99 ]

Another stupid question...does anybody know, among AF fighters, which MDSs are shooting these days (in Iraq), if any?

Joey, you are correct. Vance has started getting theirs. Columbus will start next year. Laughlin has all of theirs except their non PAA (I think), Moody has all of theirs. Not sure when Sheppard gets theirs.

You can always go buffs or bones out of '38s.

Oops, I think my sarcasm meter was inop...