pilot

Reserve thing to allow a commission into the reserves...not to be confused with getting an appointment order once sworn in. This process, signed by the secdef, essentially recognizes a previous commission from another branch/component into the reserves. I don’t think the guard does that but I’m not 100% sure. Here’s a few mentions of it in the link below. There’s a little info on google but not much. It was a PITA because I kept asking my recruiter who asked AFRC what the status was and it was “awaiting secdef signature” for a long time...so it’s hard to get any SA on the status. https://www.flyingsquadron.com/forums/search/?&q=Scroll&search_and_or=or

As soon as the unit hired me my recruiter started MEPS paperwork and got the scroll stuff going. I think it took about 4 months. I’ve heard of it taking up to 9. And you can’t swear into the reserves until the scroll is done. So I’d expedite getting that rolling. Got a bro from the navy who was navy IRR, selected by an afrc board, stuck awaiting the scroll and had to give up his original UPT date and get a later one because the scroll wasn’t done.

I had to get my ETPs signed and submitted with my packet to the AFRC board. My whole sequence was (keep in mind I was a civ on a break in service so ymmv): “hired” by unit, MEPS, FC1, scroll, ETPs, AFRC board, swear in, get dates, 2 days to inprocess reserves, straight to UPT a few days before my class dates. The guard is a little different so it may not be the same. But I have a little SA from when I was talking to Cathy R at NGB when I was rushing a guard unit and trying to figure it all out. She said I had to get the unit to submit my ARB and ETP paperwork to the NGB, get an FC1, and only after those were complete could I get solid dates. It sounded like I could be penciled in prior to that though. Not sure if she’s still the one assigning class dates, but she was helpful in discussing it with me.

I did FC1, ARB, then swore in, and only then could I get dates. I don’t think it’s even possible to assign you a TLN (ie putting your SSN to a training spot) until you’ve sworn in, and on the reserve side they wouldn’t let me swear in until my ARB was complete. Also regarding the FC1, I have an army bro who was active duty and got the reserves to pay for the FC1 before he swore in on invitational orders (same way I did it as a civilian at the time). Ymmv with guard.

I’ve heard no. In fact in the board announcements I saw (3 or 4 of them?) they specifically said no age/commissioned service ETPs iirc. But that could vary board to board. But if one recruiter said yes then maybe try to squeeze an app in? There is a person in pilot training right now who went unsponsored and had age and i think commissioned service waivers. Apparently said person had some serious connections though, so ymmv. Hopefully the sponsored route works out for you. Rush and apply wherever you can. Good luck.

I tend to agree...but kind of hope it’s this. But then again I really don’t know the possible LA capes for the TX.

https://www.wpafb.af.mil/Portals/60/documents/711/usafsam/USAFSAM-Wavier-Guide-171005.pdf I’m no expert on this kind of stuff but here’s the black and white.

With SecDef Boeing at the helm now, of course it will be re-evaluated...with a product that will give Boeing a huge contract.

I know a dude with a similar profile as you. He got no love from fighter units but got picked up by a herc unit. Ended up doing well at UPT and snagged a chick’s T38 slot who wasn’t hacking it. He ended up in vipers. I’m older than you and had more years commissioned service, albeit with a flying background, and got age/TFCSD ETPs. I got about 69 no’s before I finally got hired. Many units (especially fighter units) crap on old people applying. Especially old, already commissioned people. And extra especially old commissioned people with flying backgrounds in helos and heavies. Perhaps statistics and/or anecdotal experiences back that up as Evil says, but I know on the AFRC side there have been a ton of age waivers/ETPs lately, and I’ve heard the same for the ANG as well. Anecdotally I know several in the last few years who went thru fighter and heavy tracks with age waivers. But you really have to convince a unit that hiring you, with 12 years left, 10 after training, over a young, yet-to-be-commissioned guy who can give the unit/ANG/AFRC 20+ is a good choice, and that’s no small task. I failed to do so for about 95% of the units I applied to, rushed, or otherwise contacted (all fighter, can’t speak to the heavy side). If you aren’t in the fighter or bust camp, you’ll probably have an easier time getting hired. Either way, just know you need to get out and rush and meet the bro’s. For an active duty guy with no airline flight benefits, that gets time consuming and expensive, so try to contact as many units within driving distance as possible. Possibly some where you have ties or where you would want to live when you get out. Make a plan and start rushing. Good luck.

One guy with a special circumstance and some prior fast jet time got it. Another got T1 track initially but then got hired by a fighter unit and they switched his track before he started UPT. Those are the only 2 I know about. Could be more tho.

Congrats glad it finally happened

You can always email the unit and tell them you’d like to update it if possible if a certain milestone is met. Can’t hurt. I wouldn’t email them after every flight hour you fly, but a ppl vs no ppl is a big deal. They may just say got it thanks and annotate it, or have you submit a copy of it, or not respond at all. I’ve heard/seen updates done (or not) various ways.

Pulling G’s and pushing the edge of the envelope is kind of a necessary task to gain and maintain proficiency in air to air. Artificially lowering g limits doesn’t seem like a good way to produce and keep the best flying force in the world. But beyond that, and perhaps more importantly and to the point (according to Boeing’s sales pitch of the F15X), 30-40 year old eagles with old tech and worn out structures cost a lot more per flight hour to operate and maintain than a new build F15X with fresh components, with easier mx and higher capes to boot. If the new jets will pay for themselves in a decade (ie cost less in acquisition/operating costs than refurbing/upgrading C models over a decade) as Boeing claims, why inject a ton of capital into an old beat up jet just to keep it flying when it would cost taxpayers less to get a better replacement product. Regardless of whatever G/op limit you propose (which isn’t realistic anyway), the c models will need a lot of money to stay flying. If I had a 1980 crown vic with 400,000 miles on it, I’d probably be better off buying a new crown vic with all new parts assembled from the factory as a whole rather than buying new individual components trying to keep the old hooptie driving, especially if I had to go in and do some serious frame work. Lastly, the ANG isn’t exactly the JV of the Air Force. They do more than just sit stateside alert, and in many cases fly more than their AD counterparts. All that said, I don’t have any of the details for costs, capes, etc., and I’m guessing most on this board don’t either. I’d like to think that if it’s fiscally responsible to replace C models with the X and if it fits within our national defense plan over the next couple decades, it’ll happen. Conversely if it ends up being too much money for technology that will be obsolete, I’d like to think we won’t get it, despite a career Boeing guy being the secdef.

Not saying you’re wrong, but if the lifetime cost (capital cost and operating cost) of F-15X ends up being less than the SLEP/upgrade costs + operating cost of the F-15C/D over the next say 20 years (or comes even close to it), especially if it adds capes, wouldn’t it be worth looking at? If the cost per flight hour is actually a lot lower than the C model and “it’d pay for itself” with lower operating costs, then it ought to be considered IMO out of fiscal responsibility. But I am not a bean counter, nor do I know the actual breakdown of costs per flight hour for the C model or the x model, or the actual acquisition cost of an X vs the lifetime SLEP/upgrade costs for C models.

...........

One of my bro’s I met at my FC1 was a cobra dude, similar resume to yours (WTI etc). He got hired by an AF reserve tanker unit and went straight to Altus for the tanker FTU. He wants to do airlines and was done with tactical stuff. He didn’t have to do any additional fixed wing stuff, and he hasn’t touched a fixed wing aircraft since pilot training in 2008 (he did the exchange thing and did T6s at AF pilot training). But he never did t1s or any other fixed wing follow on prior to going to KC135 school. I’m assuming if you want to go fighters you’d have to do a pretty robust T38 course and then the full B course...that’s what I’ve heard 2nd hand but can’t speak to the exact syllabus.

Need some of these. Edited bc the link wouldn’t work.

Point of order...FCI is an Air Force term. In FAA land it’s a medical certificate: 1st/2nd/3rd class. And if it needs a special issuance it’s a special issuance medical. To the OP: I have a bro who was an AD guy. Got out with 10% disability for tinnitus. Got hired by an ANG unit, ended up with a break in service, and had a medical fiasco having to do (out of pocket) a bunch of tests (despite flying on an unrestricted FAA medical for the airlines) to get cleared to come back in. Didn’t hurt his chances of getting hired, but made the admin side an extra pain in the ass requiring a waiver. May be an even bigger pain in the ass for sleep apnea, assuming they’d waive it. I imagine if you have a waiver on AD it’d transfer and wouldn’t be an issue. If you get MEBd and separated for it I don’t think going guard would be doable, but I am no expert.

No idea, but I will say the 5 years of commissioned service is a pretty easy ETP if it comes to it.

I’m older than you and left an airline job to go fly fighters. It’s possible. Try to get on at a major in the meantime unless you have a flow. You’ll likely be on orders for 5+ years. Would suck to give up that lost potential seniority.

https://www.barstoolsports.com/chicago/vermont-air-guard-f-16-fighter-pilot-flew-his-jet-to-washington-dc-to-get-some-cheeks-from-an-army-colonel Didnt see this posted. Excellent commentary.

Took 2 seals and 2 marsoc guys to choke out 1 green beret in cold blood. Buncha POGs. Just sayin.

An ATC guy who said he knows her said on a different forum that it was an alcohol issue. The other part of the rumor floating around is that she was on probation after a previous alcohol issue (DUI earlier in the year was the rumor). That would explain the quick departure. The FAA has said she no longer works there. A medical issue, or a non probational termination, would likely take longer than 2 business days I would think. Hopefully more facts are released.

Negative. I thought it was a stroke as well. Apparently it was a .32 BAC. She was terminated by the FAA already. Edit: here’s a link https://www.reviewjournal.com/news/incapacitated-las-vegas-air-traffic-controller-no-longer-with-faa-1525525/ a medical issue wouldn’t result in her not working there within 2 business days...