AirGuardianC141747

Fly what you want to fly. Go slay your dragons early while your younger and full of gusto. Either go fast and furious doing the fighter thang and truly enjoy it, worry about that airline gig later, or $$$ wise - Fly Fast jets, go regionals to accumulate not only quicker, but Part 121 time which undeniably helps secure an airline gig (seniority number earlier perhaps/friends help as well), but is not required. The mobility side runs 90% or greater real world missions on a weekly basis and trains 10% or less of their time. Fighter gurus do their kick butt flying most of the time but maybe 10% real world (meaning actual engagements, as defined by y’all) and train 90% of the time for that close encounter/real world event/deployment preparing to save the world as we know it thankfully. I am definitely off base on the exact percentages, but not way off as (having been privy/leading teams at the NGB/ANGRC) to how the flying hour programs were divided among units using O&M dollars annually / POM cycle. The differences between flight hours for training / RAP, etc and actual mission hours (different colors of $ per say) varies significantly on unit mission assignment at times. That being said, hours don’t accumulate like heavies as they drone for hours from A, B, C, D, etc. You want to fly fighters, do that work and fly fast and the rest will work itself out. You will have Fighter Pilot/Airline contacts in your unit and off the reservation. All Military pilots with good record are highly sought after and the airlines sources are dwindling...

I guess “rolling up” the flight engineer during the later half of Atlantic crossings back in the day is not good? Literally duct taping them to their chair on the flight deck while asleep and hitting the gear warning or fire test switch lights/bells to wake’m up... Seemed humorous although it teaches one to stay on the job, but then again there weren’t any safe/quiet spaces on board either... Definitely and arguably the good O’l days.

Herkbum perfectly got that right. I retired about 18 months ago when I was 48 one month prior to my required test date (proper planning) - Phew! Getting older was tough for me as you had to put up with 10 years stretches of the same run requirements, etc. (weaker as I grew older due to extreme Army/AF training during my early years - my fault for overdoing it). Overall assessment: Introduction of the PC era, ever changing PT criteria, Don’t ask, don’t tell/gender complexities, and the introduction of Face Book to Govt computers are more avenues for them to cancel your employment. My conspiracy theory = Amazing weed out programs! And of course the latest use of “lack of confidence” when folks just can’t Command or dare I say can’t get along... Commanders being removed/fired quite a bit these past few years.(Besides the ones who deserve it/or do we suck more?) Easy answer: Don’t Suck! Glad I didn’t have to do my that next PT Test, I would have sucked - perfect timing.

Great post Loach. I did pretty much the same. Pure AD, GS-13(on long term MPA until 1095/1440 waivers quit) ADOS, MPA, AGR, STAT TOURs... As mentioned before, it is not an easy endeavor to attain a full AD retirement within AFRC or the ANG Reserve Components but possible with some “ STRATEGERY “ - Bush II. Attaining an AGR position is one of the best methods, but if you can do the pain - Statutory Tours are very amiable but may require a move plus Staff work. Plenty of pain, but well worth the gain now facing forward looking back from the airline world. A true blessing during the transition from blue to gray.

My apologies, I am also honored and proud of those who are below 20 years or planning to serve... Thank You for your relentless efforts.

Airline hiring projected to continue at maximum effort as retirements are through the roof at most. Always good to have a PT Guard/Reserve gig just in case your near the bottom of the seniority list. It was also fun for awhile having the Military hero work with your friends flying your keeper jets and then back to the other world. AGR gigs were scarce after 911. Always a cyclic event. Those who continue after 20, I thank you for your servitude/patriotism-nationalism. Ya’ll make us proud!

Definitely, but our airline gig is not so savvy in this area as all the others. No trip trades or give aways unfortunately. Burn vacation, get sick or fly the trips awarded. Or just go somewhere else. Doh...

While there are many units that will not consider a twice passed over individual, there have been cases of at least one unit (probably a few more) that have. Circumstances during ones career may impede an individuals ability to promote. Size of unit/competition, RIF, unit mission, OPRs not having been properly filled/routed/or even a buttdart Commander, but perhaps timing maybe the culprit. We heavily scrutinized an individual and despite the pass overs (he even was given an end date/leave the military in 6 months) we hired him having fully vetted the historical data. We fortunately found the right person for the right niche job based upon their training, knowledge and experience which has paid dividends for our unit and continues. It is fairly obvious most of the time when an individual has failed to promote because they are not meeting or exceeding standards. Your unit must do the leg work if they are so inclined. Granted, if there are a plethora of highly qualified candidates, then timing will not be in your favor...

As matmacwc said, stick to the coastal defense / alert units for longevity sake. Regarding unit conversions (very unfortunate at times) its a very political arena and you get water boarded til you comply - Eagles to Herks (Montana). Or from Vipers to Reapers (Boys from Syracuse) - These are just examples and I am not picking on anyone so forgive me for bad memories. Despite being a heavy lifter almost from the get go, I have worked/seen a few unit transitions from the pointy nose world to us trash haulers and they are far from smooth like Duck mentioned. And the most current mess from fighter to lift and now possibly something else to meet “the needs” of the Air Force (PRANG) - and the list will go on forever. Like real estate dictates “location, location, location” - buyer be ware - it’s longevity, longevity, longevity if your stove piped with your mindset to a particular weapon system or an actual flying gig. Good luck with all your endeavors and understand the workload, dedication and commitment like Guardian mentioned.

We = Atlas Air. So much for remaining anonymous, but good question good sir! 🤪

I was an age waiver recipient just about 20 years ago (pre 911) and 1 of 2 approved during that fiscal year so things were tough to say the least. Switched to the ANG as a 7 year AD Maintenance Officer when the age limit just changed from 27.5 to 30. I was 31 in UPT thanks to my ANG unit; just happy to have butter bars teaching me and soaking it all in. I worked on staff at the Guard Bureau/ANGRC just a few years ago and watched age waivers getting approved at an increasing rate. The rates increased due too massive airline hiring/constant unit deployment issues since 2012/13ish so things should continue as the USAF is hurting as a whole. 11F (Fighter) and 11M (Mobility) were/are disappearing at an alarming rate with the airline hiring wave and this shortage will continue as company requirements (Total Hours/PIC Time/Degrees) have decreased significantly. Military pilots are being sought after with a vengeance for the most part if you have regency of experience. We have hired 24, 25, 26 year olds to fly our 767, 747s which is a good indicator of current events... Timing is everything and the Military/commercial arena is a cyclic event. *I concur with Duck. I had sleep apnea in the USAF and regained my flight status after fulfilling the medical requirements.

That is Painful Duck, so sorry to hear about this and may your pain be brief as possible. Based upon others I have flown with: 1. Push as fast and hard to get it done and over. Get your life back straight and level. 2. House is a normal loss/buy out. Lucky no retirement to lose at this juncture. 3. I know it’s hard, but consider yourself lucky timing wise as you are at the beginning of an airline gig = lowest pay!!! Imagine being a 12-15 year 76, etc Airline Captain pulling in an avg $360K annually or more. Super unfortunate, but you may have dodged a significant financial bullet now vs later.... My friend has remained an FO for 2 years now to keep the courts from using Capt pay to calculate alimony. XWife to be has been pushing him out his apartment door to fly overtime AND also pushing him to sign up for Capt, hence she is dragging the divorce out... He lives in FL. Stay strong for your kids AND stay strong for you! Godspeed!