brabus

"There was an "incredible convergence of stimuli," Col. Thomas Sherman, commander of the 88th Air Base Wing, told reporters Wednesday. "Sounds, yells, sights. All of those things that are really testing the senses." Hahaha, oh wait, you're serious? This is one, rare time where I think some leadership deserves to get fired. Unbelievable clown show.

I don't think there's any reg that mandates you stay for X time. One way you could be on the hook "officially" for a length of time would be if you're on AGR orders for a few years and you want to end them early to transfer units, but TAG does not approve the curtailment (that's ANG, but I assume it's similar in AFRC). If that happened, you'd have to finish out that set of orders before you could move. This situation is probably unlikely, but possible. Post-FTU, you will have some amount of full-time seasoning orders. For fighters it's broken into two sets of 365 days, so roughly 2.5 years all said and done (assuming a few TDYs/deployment that are on different orders and don't count against your seasoning days). I don't know how long heavies season for, but probably varies a bit depending on community. Bottom line, as a new guy back from training, I'd plan on at least 3 years given to your unit before you try to transfer. I think 3 years is also a good ROT for an AD guy who punches to the ARC, then wants to move later. That all said, this isn't black and white and if you have a compelling situation that drives a necessity to move and that's what your family needs, then bring it up to the boss. The ARC is generally very good at being supportive of family-driven decisions and will help you get where you need to be. Just realize you may get less than enthusiastic support if you try to bail a year after getting to your unit.

Whatever all these fees total up to = the amount of 1-2 taxi rides you took and don't have a receipt for. Fuck them, you can play their game.

Last I looked 2 years ago, you could PC for an earlier DOS. That could have changed.

They will lead a squadron, wing, etc. tactically...as the expert in their community on tactics, at integrating with others, solving tactical problems many would say, "that's unsolvable" to, building up those around them to be the best ____ that person can be, etc. WIC is very much a leadership school, and you will get a lot of leadership opportunity out of it, much of which occurs prior to being a SQ/CC. People should do it because they want to do these things, not primarily as a container checked to help make SQ/CC down the road.

If someone goes to WIC to help their future SQ/CC chances, they are fucking it away wholesale.

To be clear, the guard does allow promotion without PME through ROPMA. Not a guarantee, but seems like a high Pk promotion for pilots at least. Downside is you lose a few years of O-5 pay, so even for money alone it's probably worth doing ACSC if you're a full time guy and not living off an airline paycheck. Sucks that ROPMA isn't an option in the Reserves.

Here's some anecdotal thoughts based on what I've seen amongst friends in this situation over the years. Short answer opinion: Tracking T-1s and FAIPing is highest chance of desired outcome...see below for reasoning. 1. FAIPing together gives you at least 3 years post-UPT together. Even though she's 6 month ahead in UPT, they could align you guys on the same VML down the road to help increase the chances of getting a join spouse assignment to the same aircraft. Not a guarantee of course, but you probably have a higher chance of it working out vs. her assigning X aircraft 6 months ahead of you and you crossing fingers the same aircraft is available in your drop. 2. (N/A if you go to ENJJPT) Consider track and decide if living together is more or less important than what you want to fly. You don't know how either of you will perform or what the T-38/T-1 availability will be 6 months apart. T-1s is the more sure bet based on slots available. If she goes 38s 6 months ahead of you, it's higher risk you don't end up in the same track and thus a lot less likely to be in the same aircraft down the road. Bottom line, I've seen several couples make it happen who ended up in the same aircraft, but generally one of them ends up getting out ASAP. I've seen different-aircraft couples fall apart. I've also seen most of my female counterparts love the idea of flying in their early 20s, but despise their 10 yr ADSC and the AD lifestyle when they want to have kids and stop working 12-15 hrs a day, want to be at home with the kids, etc. It creates a real problem for them, and ultimately they suck up shitty non-flying jobs, balance being an officer/mom/wife, and their husband continues to fly while they punch at the first chance. I'm not judging those couples who go down this road or their decisions to stay/go, but its a real challenge you both should talk about.

Heroic - You flew 690 miles to take the fat one for you bro who only could nail the 10 if her 0 friend got some too. Meritorious - You banged 3 or more chicks (8+) at the same time.

Correct, you can keep your residency where you have it as long as your on active orders, or you can choose to change it however often you want as you move to different states. Carry on base is only allowed at some bases, and clearly the rules are different at each.

Makes sense, wouldn’t want the gun to explode during the day in your locked case, thus causing what would likely be the largest MASCAL event since Hiroshima. Idiots.

For CCW independent of on-base carry policy, you do not have to change residency (or CCW permit) when you move. However, you must alert the authority who issued your CCW of your new address within 30 days of moving (federal law). Florida and Colorado can be updated online. I’m guessing most states offer that option nowadays. You can renew your CCW in your state of residence as well, regardless of where your current home address is.

Agree with Pitts - send your app to everyone you're interested in. Your age will hurt you, but it's not a deal breaker for some units; the trick is finding out which units care less about age waivers. Based on your resume highlights, I think there'd be several units willing to talk.

I don't know anything about that process, but it makes sense. My skepticism isn't with the U2 community, its with AFPC if you somehow manage to go to AD not on VLPAD, you've lost at least some bargaining power; this leads me to fear there is absolutely some chance they go, "hey thanks for coming over. You'll be a great asset at AFCENT AMD next week!" Again though, bring up these things with U2 guys and see what they think. Good luck, hope it works out!

How long are you willing to do AD (assume you want to go to 20)? As Kenny said, I imagine multiple VLPAD tours (or simply extending one) will be fairly high probability of success given the AF's shit managing of the pilot force. I wouldn't make assumptions - you need to talk to some U2 bros. Be honest with them on how long you plan to stick around, and if you're the right fit, they may just give you the shot you're looking for. Also, if you simply go back to AD (not VLPAD) you're not going to have the same "power of choice" you do on VLPAD, so what makes you think you'd be going to the U2 for sure? At least via VLPAD you are a terrorist AFPC most certainly will negotiate with, and in the end you will have the freedom to walk away if the U2 doesn't work out (assuming you're not willing to go back to AD for a different assignment).

Why are you opposed to VLPAD? 3 years to start (probably can add more if you want later), all the benefits (pay, retirement years, etc.), and no prison sentence (AKA ADSC) from AD. I'm curious what a "full transition" to AD buys you over VLPAD. Also, I'd like to add...

2000 hrs and I've never in all aircraft I've flown heard the technique of "rotating early to ensure the nose is up by rotation speed." It has always been "pull the stick back at rotation speed." I don't blame the guy that much, it sounds like there is a community wide culture/understanding of this is how it's done (at least from reading the AIB). To me the logical fix is refresher on what TOLD items mean, stop this trend of rotating early on purpose, and do not put the gear handle up until FPM/CDM is at least 3+ degrees above horizon line with a positive VVI. If after that you're concerned with a gear overspeed, mitigate via increasing pitch and canceling AB early if required. I think this is a lesson learned that applies to all fighter aircraft. I can't speak for heavies.

There's nothing wrong with putting the throttle to MIL around 285C on an AB takeoff if gear overspeed is in question and you've already gone as high a pitch attitude as your comfortable with (more of a player in IMC). I don't know what the point of your post is, but it's T.O. procedure (and common sense) to take the throttle from AB to MIL after an AB takeoff - there's no reason to be afraid of a stall, etc.

It's not hard to avoid a gear overspeed - increase pitch attitude/reduce power as required. A plan of "raise the gear as soon as I break ground" is not a good plan for overspeed mitigation; sounds like that thought process may be fairly widespread in the Raptor community. This should be something briefed in motherhood to a young guy when an AB takeoff in cooler weather is planned. Also worth bringing up to the squadron at large at a pilot meeting as winter flying approaches.

Culture difference I suppose...I've met a few good dudes who were SEALs, but by and large I much prefer working with the Army and other agencies. They're all good at their jobs, but SEAL-level "shit show" seems to be rarely matched by other teams. The only thing I can think of is it comes back to their culture and what they value/think is OK.

Never heard of a fighter pilot being told the same. I'm sure it has happened, but like I said, that situation (and your's) is not the norm in the CAF...at least not in the fighter world. Some people have bad timing/luck, but I don't believe the majority do. For every shitty "I hate life in the AF" story told, there's a 100 that had a pretty good time overall. I think Viper's last line above nails it - it's not all good, but in the end, totally worth it for the vast majority of us, at least the first 10ish years anyways.

That kind of bullshit (Chida's post) rarely, if ever, happens in the CAF. In my 11 years, I never saw anything that even slightly amounted to the careerist bullshit that all of my MAF bros told me (and I've read on here). Sure there's the occasional CC who's not great at flying and has turned to perfecting queep, but it's minor when compared to the MAF. It seems like the cultural cancer across the street is so bad even the few good bros who make it to CC are unable to affect change. Grassroots guys - stop playing their game and the game will eventually subside (I know, easier said than done).

Dream big is spot on. But I still recommend not passing up AD if that's your best bet to fly (i.e. pushing age while trying to rush guard/reserve units). I'm glad to be in the guard, but I also had a great time on AD for 11 years FWIW.

I've heard that WOM off and on for a few years now. Doesn't seem to be true since I know/have seen tons of guard dudes get hired over the past few years. Take a look at the ARC in general and tell me you don't see a large portion already at the airlines/soon to be on their way. The airlines would be crazy to bypass any qualified pilots nowadays, let alone "highly" qualified mil pilots.

What I have never understood is why preliminary info (when known) can't be released via safety channels ASAP (i.e. within hours or days). There should be a process that enables the local safety guy to release known info in a debrief style so other aircrew can learn immediately. Caveat that info is subject to change based on the ongoing investigation. Bottom line, there are so many accidents that primary contributing factors or even root causes are essentially known within hours, but said info is withheld from everyone for over a month. Not sharing this info immediately for the purpose of preventing similar mishaps in the near future is assinine.