Learjetter

Call me if you need a partner...with his own plane.

Make your own $100K job as an entrepreneur.

Take it one step further...since we're the youngest service, and care nothing for heritage,, let's abolish all the departments and create a true joint US Defense Forces. One academy, one PME track, one acquisitions process, one doctrine, one uniform, one HQ.

It wasn't a "feeling"--apparently just my ignorance of how those events get done in that community. My community does it differently, and I applied my limited knowledge to what I thought should've happened in this case. No offense or slight intended. As for the grounding, I would've thought the SQ/CC may have permitted the flight to RTB, then conduct the interviews/investigation...and THEN taken the action. Grounding him before he even gets a chance to defend himself is the CCs prerogative, no doubt, but also unusual in my community...thus my interest. Got it: he briefed it, supervision blessed the plan, then he deviated from the prebriefed plan, and he reaped the consequences.

Supposedly, one of our own baseops dudes got hisself elected to congress, and has told us to "stby on Metzger" , and "were gonna look into it" in a couple of threads....I have decided I'll be patient and wait to see what comes of that effort. Back on this subject: It's been said many times but the only good result nowadays from statics and flybys is that you get to keep your wings...unless you don't. I did find it interesting that lead got grounded telephonically and told to drive home. That his bosses texted him he flew "too low"--where were these guys in mission planning? Did no one in supervision even ask lead about his plan? In our community, any high-vis sortie gets a once-over from a DO or ADO...usually on the form of a quick brief from the mission CC to the boss, or a boss will attend the actual crew/pilot briefing. Find it interesting that no one thought to ask Lead what the plan was...

Not unusual: first was standard masters everyone gets...second was credit for ACSC in-res, third was credit for staying on after ACSC for SAAS, fourth was credit for War college. No big deal, standard for guy on the "leadership" track...

OUTSTANDING reply! Well said.

I've been fairly happy with the credit card...customer service seems competent. Don't know about other aspects of penfed.

I've got no SA on this: is it AF policy that if you get forced down (mishap or otherwise), get rescued in short order without injury, then you still go home? Do you get an opportunity to stay in the fight? Different for POWs, injuries, detained personnel requiring debrief, etc....I get that concept. Or is this a "mishap" and the grounding is part of the normal SIB processes? I remember reading about Ravens, fighters, bombers, etc throughout our history that got forced down, rescued, and flew a line the next day (WWII, Korea, etc)--in fact my ROTC PAS was a Phantom pilot in Vietnam who told us he got shot down, twisted an ankle, got rescued after a short time hiding, and flew again the next week. Then there's other stories like Ogrady--shot down, rescued, sent home. Anyone have a theory on why some stay and some go home?

Another good BlackBird yarn...sent to me by a buddy via email... Subject: Slowest Blackbird flight "What was the slowest you ever flew the Blackbird?" Brian Shul, Retired SR-71 Pilot, via Plane and Pilot Magazine As a former SR-71 pilot, and a professional keynote speaker, the question I'm most often asked is "How fast would that SR-71 fly?" I can be assured of hearing that question several times at any event I attend. It's an interesting question, given the aircraft's proclivity for speed, but there really isn't one number to give, as the jet would always give you a little more speed if you wanted it to. It was common to see 35 miles a minute. Because we flew a programmed Mach number on most missions, and never wanted to harm the plane in any way, we never let it run out to any limits of temperature or speed. Thus, each SR-71 pilot had his own individual high speed that he saw at some point on some mission. I saw mine over Libya when Khadafy fired two missiles my way, and max power was in order. Let's just say that the plane truly loved speed, and effortlessly took us to Mach numbers we hadn't previously seen. So it was with great surprise, when, at the end of one of my presentations, someone asked: What was the slowest you ever flew the Blackbird? This was a first. After giving it some thought, I was reminded of a story I had never shared before, and relayed the following: I was flying the SR-71 out of RAF Mildenhall , England , with my back-seater, Walt Watson; we were returning from a mission over Europe and the Iron Curtain, when we received a radio transmission from home base. As we scooted across Denmark in three minutes, we learned that a small RAF base in the English countryside had requested an SR-71 fly-past. The air cadet commander there was a former Blackbird pilot, and thought it would be a motivating moment for the young lads to see the mighty SR-71 perform a low approach. No problem; we were happy to do it. After a quick aerial refueling over the North Sea, we proceeded to find the small airfield. Walter had a myriad of sophisticated navigation equipment in the back seat, and began to vector me toward the field. Descending to subsonic speeds, we found ourselves over a densely wooded area in a slight haze. Like most former WWII British airfields, the one we were looking for had a small tower and little surrounding infrastructure. Walter told me we were close, and that I should be able to see the field, but I saw nothing. Nothing but trees as far as I could see in the haze. We got a little lower, and I pulled the throttles back from the 325 knots we were at. With the gear up, anything under 275 was just uncomfortable. Walt said we were practically over the field, yet there was nothing in my windscreen. I banked the jet and started a gentle circling maneuver in hopes of picking up anything that looked like a field. Meanwhile, below, the cadet commander had taken the cadets up on the catwalk of the tower, in order to get a prime view of the fly-past. It was a quiet, still day, with no wind and partial gray overcast. Walter continued to give me indications that the field should be below us, but, in the overcast and haze, I couldn't see it. The longer we continued to peer out the window and circle, the slower we got. With our power back, the awaiting cadets heard nothing. I must have had good instructors in my flying career, as something told me I better cross-check the gauges. As I noticed the airspeed indicator slide below 160 knots, my heart stopped, and my adrenalin-filled left hand pushed two throttles full forward. At this point, we weren't really flying, but were falling in a slight bank. Just at the moment, both afterburners lit with a thunderous roar of flame (and what a joyous feeling that was), and the aircraft fell into full view of the shocked observers on the tower. Shattering the still quiet of that morning, they now had 107 feet of fire-breathing titanium in their face, as the plane leveled and accelerated, in full burner, on the tower side of the infield, closer than expected, maintaining what could only be described as some sort of ultimate knife-edge pass. Quickly reaching the field boundary, we proceeded back to Mildenhall without incident. We didn't say a word for those next 14 minutes. After landing, our commander greeted us, and we were both certain he was reaching for our wings. Instead, he heartily shook our hands and said the commander had told him it was the greatest SR-71 fly-past he had ever seen, especially how we had surprised them with such a precise maneuver that could only be described as breathtaking. He said that some of the cadets' hats were blown off, and the sight of the plan form of the plane in full afterburner, dropping right in front of them, was unbelievable. Walt and I both understood the concept of breathtaking very well, that morning, and sheepishly replied that they were just excited to see our low approach. As we retired to the equipment room to change from space suits to flight suits, we just sat there: We hadn't spoken a word since the pass. Finally, Walter looked at me and said, "One hundred fifty-six knots. What did you see?" Trying to find my voice, I stammered, "One hundred fifty-two." We sat in silence for a moment. Then Walt said, "Don't ever do that to me again!" And I never did. A year later, Walter and I were having lunch in the Mildenhall Officers' club, and overheard an officer talking to some cadets about an SR-71 fly-past that he had seen, one day. Of course, by now the story included kids falling off the tower, and screaming as the heat of the jet singed their eyebrows. Noticing our Habu patches, as we stood there with lunch trays in our hands, he asked us to verify to the cadets that such a thing had occurred. Walt just shook his head and said, "It was probably just a routine low approach; they're pretty impressive in that plane." Impressive indeed. Little did I realize, after relaying this experience to my audience that day, that it would become one of the most popular and most requested stories. It's ironic that people are interested in how slow the world's fastest jet can fly. Regardless of your speed, however, it's always a good idea to keep that cross-check up -- and keep your Mach up, too. In God We Trust.

Never say never! In these days of governmental want and woe, and "accountability/responsibility" I wouldn't put it past any penny wise/pound foolish SNAP/shoe whack-job commander. Especially when alcohol is involved and the rider isn't following big blue's rider rules like not wearing PPE... In the immortal words of Sgt Esterhaus: "Let's be careful out there!"

IMHO, 36 days isn't enough time to start over. Especially if you'll be in Spokane for 24 of those days. Call USAA, get name/extension of your loan officer, and call/email once a week until you get back. Good luck!

I'm not reading your comment right: are you suggesting the cops should've shot him? Or that it's a wonder they didn't shoot him?

An argument can be made that spending on items like these grows the economy much better than charity donation...making more people prosperous, and fewer dependent on charity...therefore it is morally equivalent to purchase a Saiga as it is to donate to some charity. At least, that's how I explain it to the spouse.

Apply during or as soon as you return from your first combat tour as Flt Lead or AC. That'll demonstrate your minimum level of expertise in your primary AFSC and probably let you meet your first "flight pay" gate. Don't leave for AFIT until you've upgraded to instructor. Yes, you've got a 10 year commitment from SUPT...but don't let anyone tell you you MUST spend those 10 yrs flying. It's a big Air Force, with lots of very cool stuff to do...flying isn't for everyone. Get out of the cockpit as soon as you can and make room for someone who really wants to be there. Technique only. Good luck.

Only my learnin' on sociology while getting my Master's in Criminal Justice (much of it in data form like the UCR that SurelySerious posted). I'm a Dad with a 25 yr old and a 19 yr old ...and I've been a youth leader in various churches over the years....plus I was 18 once...then I was 21--many differences when I think about it. So, bottomline...& since I don't want to go do all the research to prove a very minor point...let's just call it a belief, to go along with the theory posted above.

My theory goes like this: there's not that much physical difference between 18 & 21, but there IS a mental difference...a little more mature, a little more responsible, etc. I've never viewed the military as a social program, and think the service would be better off with guys enlisting who are a little more together than the avg 18yo. Save the military a ton of time/$$ on discipline, rules infractions, mishaps?...perhaps even shorten some training courses, etc. Kinda like graduated driver license programs: many states don't let kids under 18 have unrestricted licences...why? Maturity-level, experiences, etc. The military need not concern itself with what the kids do between HS and mil: college? Trade school? Job corps? City corps? Internship? Local work? Surfing? Evangelism? Travel? Volunteering? All good. Drawbacks abound, as you alluded to: mil benefitting the person as much as the other way round, energy, mold-ability, bringing dependents into the service as a new enlisted, etc. As for the "no" part: I should have qualified it as "No. As long as the enlistment age was raised to 21 also"

No. But the enlistment age should be raised to 21 w/o special circumstances.

Knowingly breaking the rules (without justification) was exactly the "mistake" this guy made. IMHO, not a big enough of a judgment error to lose your wings...but big enough to earn a Q-3. Whole thing should've been handled within the command....not the press. But today's climate is to punish, harshly, even "mistakes" like this. GOs getting LORs, Navy Capts getting beached, etc etc...I guess it's all the rage now to publically crush folks for missteps. Darn shame we lack more leaders willing to create/foster/defend a culture of safe, aggressive, mission-focussed ops...vice mere timid, vacillating compliance. ETA: That means it's up to us to be the kinds of leaders we're lacking.

When I became an FSO a few years ago, I made the mistake of setting an AFSAS rule to automatically send me every AF class A mishap via email: we lose LOTS of dudes every year in PMV2 mishaps, under all kinds of circumstances. It's made me more aware of the risks, and dampened my enthusiasm for riding. Got my first bike in HS in the 80s, still have one now for work/home commuting--but don't ride as often as I could. When I was a HS sophomore, I watched a junior get nearly decapitated during a street race --he swerved around a telephone pole and caught a wire. Fatal. The next year I laid my bike down on a blind right curve and I went into the ditch and the bike went under the stopped trooper's car in front of me--no major damage to me or the bike, thank God. A few parking lot scrapes, one lady stopped short of a stop sign (unexpectedly) that cost me a new front fender...and a bunch of slips,skids,and assorted close calls have made me a little more careful about when I open her up (sts) and corner tight. It's a lot of fun....but carries an element of risk (what doesn't?)....ride safe!

While I wholeheartedly agree with Champ, We have a card for convenience--we use Pentagon Federal Credit Union CASHBACK rewards Visa card: 5% cash-back on gas, 2% on groceries, 1% on everything else. Cashback shows up as a credit on each month's bill. Pay it off in full every month or don't waste your time with rewards cards. Penfed.org for details.

I think he "Come over from supply!"

Common plan. Haven't occupied on-base housing in a couple years, but base housing used to permit you, the member, to apply for base housing the month before your RNLTD. Call them and ask. You may only get on a waiting list. Normally, only the member can sign for the house--I've never heard of a spouse signing for quarters. Don't sweat the small stuff--your unit at Malmstrom will give you 7-10 days to get settled (YMMV). Call your sponsor and explain the situation--you'll get the best advice from your sponsor--including help from your new CC if necessary.

As for plinkers, I'm shopping now for a Ruger PC9. Any opinions/advice? ETA: there's NFSF when using iPhone..

It's not illegal, but it would be considered poor technique in my circles. Typically, if I'm officially downgrading you on something (actually commenting on the form 8), you're going to hear all about it in the debrief. If you passed, you'll know that right away, but I'll say something like "meet me in a half hour to debrief" if i think i need to look something up. When the debrief is over, you'll know exactly what'll be on the form 8. If you didn't pass--you probably know that the instant it happens. I think the examiner in this case maybe was unsure of the vol 2 tolerances for whatever he was downgrading: when an examiner is unsure, I think he should say nothing until he is sure. Easy to say...