FUSEPLUG

Just one more thing for future airmen to memorize at BMT/OTS/ROTC/AFA Wasn't the Code of Conduct more than enough?

No they can't... cause it's President's Day. It can wait til Tuesday.

A dude in my class was Security Forces in his enlisted days. After soloing, he walked from the flighline to the cop shop (chute and all) and had one of the guys on duty throw him in handcuffs and drive him back to the squadron in the cop car. The cop escorted our 'cuffed classmate through the halls of the squadron to the flight room. That definately got some looks from IP's and other students in the hallway. Needless to say, we weren't going to let SF get him into the flightroom. He was promptly tackled at the doorway, the handcuffs were removed, and he went for a swim. It was pretty cool of the SF guys to play along (probably the most exciting thing that happened to them all week on an AETC base).

Fill in the blank (usually a Bonanza) and that's how most GA accident investigation stories begin...

ABCs of an engine failure. Airspeed - Best glide Best place to land Checklist - There are different techniques out there that people use for a restart attempt and then for securing the engine before touchdown. In the Cessnas I always taught the inverted L as a logical flow for making sure everything was set up properly for an attmepted restart. Fuel Selector on Throttle just out of idle Mixture full rich Carb heat on (if not fuel injected) Mags on both Master switch on Engage starter if its not windmilling Securing of the engine before touch down is just shutting everything off in reverse order. Of course nothing replaces actual use of the POH checklist, so take it for what it's worth.

I just went cross country in January and ended up doubling up with a classmate in Nashville for a night because the place was over the $70 or so we were alloted for hotel. Even the IP's were buddying up. The hotel split the bills in half and no one ever said a thing about it.

Correct me if I'm wrong, but my understanding is that "Clearance on Request" from ATC means that they are actually coordinating with Center (or whatever higher power) to work you into the system. The controller is telling you that he/she is still awaiting your clearance so he/she can issue it to you. Once they have it they will come back with something like "I have your clearance advise when ready to copy..." So for you to "request" your clearance at that point is moot because the controller doesn't even have it yet. That always confused me in Tweets when we'd tell Clearance Delivery, "Tweet 01, clearance on request..." And they'd provide the clearance at that point. Probably not good phraseology to take on to Non-UPT bases/civilian airports.

Do people ever use car covers when leaving their car for the extended periods of time at OTS? I can't imagine the Alabama sun is too good for the paint, or (God forbid) a hail storm.

So how do those guys log their V-22 time? Is it fixed wing or rotary... or is it divided somehow?

It took me almost one year to the day from when I first met my recuiter to the time I found out I was selected. My FC1 then came 3 months later! You have the commissioning physical, AFOQT, the paperwork, and of course the chance you may need a medical appeal or waiver BEFORE going to the FC1. Get all that stuff out of the way, then once you are selected you can worry about the FC1, and by that time you'll probably have had a year since the PRK.

I have to agree with Mike P. I went to Purdue but my girlfriend at the time went to WMU. I was always floored by the women in Kalamazoo compared to West Lafayette. Regarding your question: Purdue has a great flight program. I've been out two years now and head to OTS in April. Many of my classmates and friends have since gone on to the regional airlines, but several of the more intelligent graduates have, or are working on, careers in the Air Force. Of the approximately 60 pilots that I graduated with, I can think of at least 7 that are, or will be, flying either Active Duty or with the Reserves.

Would going for the C-21 increase one's chances of eventually getting into something like a C-37, C-32, or C-40? Or are those aircraft usually flown by guys who've been in for quite a while?

What would cause someone to become medically DQ'd during UPT? Isn't the FC1 the big hurdle to get by, and doesn't that happen before UPT?