HuggyU2

NAS Sigonella, April 1999. Allied Force. I'm the mobile/backup pilot for the nightly mission over Yugo. The primary pilot flies, and lands about 0600 after a 9-10 hour sortie. After debrief, he and I head to the Navy's greasy-spoon-kitchen on base. It's about 0730. We order up scrambled eggs, pancakes,... the usual. Then we notice "beer" on the menu. So we order a pitcher. As we go walking to our tables with the pitcher in hand, we walk by a table of 4 security forces types who are looking at us with this confused look, since we're in our flightsuits. I look at them, shrug and say, "I gotta do something to calm my nerves before I fly", and then sit down and start drinking. I'm guessing they thought we were on our way TO work, not heading home.

I generally find a number of errors on AF.mil "fact sheets". I don't know how the USAF does their "statistics", but when I divide $44B by 21, I get a little more than $2B. But I'm no math major. I guess that's why the AF says the F-22 costs ~$140M, but it seems to cost more like $325M each. Plenty of good B-2 budgetary documentation. Here's two: https://www.fas.org/man/gao/nsiad97181.htm If you don't want to read the whole thing, go to appendix I, near the bottom. https://www.cdi.org/issues/aviation/B296.html Yet another of the dozens of sources out there.

Try $2.2B.

Seems to me y'all are more worried about looking like a "douche nozzle", or trying to be "a cool dude, bro". Get over it. You're in the military now, and there are some great traditions,... some are called "customs and courtesies". They are not designed to demean or "put you down, braa". If you can walk toward someone, and say "hey, how are you today", and wave your hand,.... well, instead of waving, just try saluting. It doesn't hurt. Is this some sort of "millenium generation" mentality? No, 'cause someone will chime in how Uncle Albert, who was in the Korean War said he never saluted a fellow Lieutenant,... blah, blah. Go ahead, pounce on me, since I'm probably in the minority on this thread. But I had no issue saluting when I was a 2Lt (should I have?). And, no, I never said a word if a 2Lt didn't salute me when I was a 1Lt,... oddly enough, I can't remember that ever happening. But don't go making excuses as to why YOU feel it's all about YOUR interpretation of what military customs are about and YOU don't think this applies to you. Salute a senior ranking commissioned officer. Just do it and move one.

Fun debate. I'm not reading all the posts thoroughly, but I agree with that_guy's logic. Going with what I know: a T-38's L/Dmax is 230+fuel. So,.. If I plan to do 250KIAS and the jet has 2000# of fuel, I'm right at L/Dmax. If I'm out of gas and doing 250, I'm flying 20 KIAS above L/Dmax,... hence, more total drag,... so I'd descend faster, right??

What kind of aircraft are you bringing there? I know some Navy pilots that have gone there in the T-34. Call out to Whiting or Corpus and ask around.

I've designed two watches for the U-2. Both were Breitlings. Anyone,... even heavy guys!,... can get a watch though them. But you'll need a minimum of 25 or 50 orders (depending on the situation). I'm in the process of creating a third watch through Breitling; should have it by year's end.

Alternate idea: simply use the camera, instead of a hook, for hanging your hat.

I would guess the days of the FE in a newly designed airliner are gone. Long gone.

As stated earlier, there's a difference between: - getting an ASEL add on, - and getting a CFI certificate (not an add on).

It's not so much the camera on the tail that most pilots will not like, but the camera in the cockpit. Is it a replacement of the CVR? Look above the center jumpseat, and you'll see it.

I spoke to the guy running this program at FAA HQ back in Nov. He said "10 Sept 08". "Rumors" state it could get accelerated, but don't hold your breath. Correct: it is not an add on. It's a separate certificate. Also realize the FAA about 2 years ago greatly reduced using Designated Examimers to do initial CFI checkrides for them: the FAA does them to the max extent practical. Getting "up to speed" is less about flying the maneuvers (which are quite easy, as you know), and more about the ground eval. It is not uncommon to meet folks who had a 4-6 hour ground eval. Suggestion: if you're going to wait until Sept for this to take place, hold off taking the tests until more is known about what will be required. Once the picture is clear, and you're all studied up, go take the FOI along with the test for the "Advanced Ground Instructor". That does a few things: 1. it gets you a ground instructor rating for the cost of the extra test. 2. passing the FOI has to be done anyways for the CFI/MEI/CFII certificates. 3. the questions for the CFI written are a subset of what you'll study for the AGI test, i.e. for the AGI you'll study some glider and rotorcraft stuff, but not a big deal. 4. When the the test proctor gives you your passing score on the AGI written, hand him another check and take the CFI written. You'll basically just used the AGI test as a practice test, and should have no problem passing the CFI written.

First, please try to use capitalization in your sentences: makes it easier to read. I've never been an AFPC guy, but I deal with them daily on U-2 assignments. When I can't get a guy released, it's usually for one of three reasons: --he's already been tapped to go to another assignment (oftentimes, a Predator); --he upgraded to IP recently, and they need "payback" on the training --he's in a community that is short manned in his crew position (Aircraft Commander, IP, etc..) Example: we had a bomber pilot apply and we wanted to interview. Had the support of his Wing CC. AFPC said "no, he's going to the FTU, since he's a young IP, and we're short of IP's." AFPC went back to his OG, and a week later, his Wing reversed their position, and he PCS'd shortly thereafter to his FTU. Hopefully, he'll reapply after his FTU tour.

I got her address off of whitepages.com, and plan to send her a letter.

I got to do a JATO shot on 'Bert a few years ago. That was cool! Funny thing was they even let dependants ride in the back! I was wondering if the USAF would allow that,... NOT!

Just travelled this week. I-5: too many HGV/18 wheelers. I'd like to know why I-5 is only two lanes each way. It's the only good north/south artery on the west coast. SFO airport: the TSA folks look like something out of a Wes Craven horror flick. It was a freak show (typical for anything in San Fran, though). How about grooming standards, thank you? As for the shoes: correct me if I'm wrong, but as of last year, it is now mandatory to remove them.

Just curious: how did you determine that?

It appears that particular clip is of a guy in the back of a two-seater grabbing the FOD, while the TBird pilot flies.

This only about 21 years old, and has probably been posted dozens of times, but ifyou haven't seen it, here you go: https://www.youtube.com/watch?v=OzMzGXRUlaM Some guy edited a new version with the Hornet (circa 1995), and it's good too: https://www.youtube.com/watch?v=ZUDPjsvjRkA

2.... except I call it a glove BOX.

We had a high-time U-2 pilot get the opportunity to go be a C-21 DO a few years back. He came back to the U-2, but said he loved his time in the C-21. That said a lot to me. Also, our C-21 guys that have come to the U-2 were able to apply fairly quickly, due to the fact they can build hours quickly. One pilot says he picked C-21's for that very reason, e.g. to get to the U-2. Most of our C-21 pilots have done very well in the U-2. All of them say the C-21 was a great tour, especially those that were based OCONUS.

Looks like a bunch of the argumentative posts (including mine) have been deleted (which is a good thing; sorry 'bout that Mods). One questioned what I had said (on an earlier post) that the Blues couldn't use G-suits because it makes control difficult. I didn't mention the ~40 lbs spring they use, that pulls the stick nose-down. The TBirds don't have a spring (due to the nature of the stick), but opt for full nose down trim. A friend of mine who was on the TBirds for 3 years said, if he had his choice, he'd want way MORE nose-down trim. I emailed a guy who was the Blues' solo 4 or 5 years ago, and asked him if I remember correctly what the guys on the Blues told me, or if I was smoking something. He wrote me back with this: "As you know, there is a spring connected to the stick to give us feedback on the stick position. Without that, there is a "void" near the center of the stick position where the stick can move 1/8 to 1/4 inch without triggering a flight control response. Bottom line it feels like "slop" if the spring is not connected. Not really noticeable unless you are flying 6 inches from a dude. What am I getting at? With 40 pounds of downward force, we have to rest our right forearm on our leg to act as a fulcrum. It is not humanly possible to hold 40 pounds the entire flight. So, with a g-suit under your arm and inflating and deflating throughout flight, there is no way you can stop that movement from transferring to the stick." That should settle the argument.

All these years, and I never knew it was so prevalent at all the airports,... and that it had so much to offer. Very cool.

Those videos are of Dean Wright, and he was on the team in '99-'00. Looks like the Chicago show they do every year. I haven't been, but I think they still fly between the buildings. The Block 52 decision was made by CSAF. I think it was more about getting the Block 32's back to units that needed them. T-Nerds? T-Clones? What's up guys? The name calling's a bit childish, don't you think?

Too funny! I was going to say the opposite. Oh well. The pilots are all just as skilled as the next. The Blues' solos fly very low on the sneak attack pass, and I like the way the Hornet looks in formation better. But each of the pilots is very skilled. Just like the pilots on this forum.