PHASE II FINAL THOUGHTS

Be aggressive and have fun with the Tweet. As it stands I wont’ get to pull Gs and fly in tight formation in Phase III and beyond, but I did have a great time and get some great memories from Phase II. I focused pretty hard on getting T-38s during Phase II. I did stress out a few times over trying to figure out how I could get a T-38. I realized how little control you actually have. All you can do is study and fly the best you can. You can’t control what people think of you or what IP you get who may grade hard while other IPs grade better or even better weather on your checkride day. You also can’t control if certain IPs seem to favor or fly with certain students alot either. The option of going T-38s came down to Flight Commander ranking. Basically, the flight commander decides and ranks the class and T-38s are going to those who he/she believes would best fit the mold. You can and can’t affect this. I believe it to be pretty political sometimes.  I’ve done a lot of talking with my wife and soul searching and I’m ready for T-1s. Obviously my goals will now change and I realize that I must be ready to accept God’s plan when it goes in a different direction that how I think it should go. Here is another observation that I have realized about the difference between fighters/bombers and airlift/tankers. I couldn’t seem to understand why people were always saying that the heavy side favored families. I thought that the specific/planned deployment schedule for fighters actually favored a family schedule where as a heavy’s schedule might be unpredictable and not allow families to plan events, etc. But this is not the point I believe people are making. Realize I am speaking in generalities but I’m seeing this to be true. The heavy side being friendly to the families is referring to the culture and the people. Its referring to how the people view families within the pilot culture. In the fighter/bomber culture (of course, looking from outside-in), the bond between pilots (festivities) are pushed ahead of family where as the heavy culture is more understanding of family needs. This is hard to explain but I am seeing it. From experienced pilots on the fighter side, I saw a slight disregard for family with a great emphasis put on the brotherhood of pilots. I’m not naive, I’m sure there are some examples of those holding families first as well as those on the heavy side that have awful family lives. I hope this doesn’t offend anyone but this is what I see at this point in time; this is how I explain that classification I hear so often. I was told, almost since the time I began to pursue becoming a pilot that I’m a family guy and I should go heavies. I know, I did want T-38s and I believed I could break the mold but God chose for me not to. All right, here is the formula I think will take you to T-38s: get the academic grades, push hard everyday and don’t get down when you might fail, never allow the IPs to see a negative attitude, pick a significant, visible way to contribute to the flight (function within the flight), genuinely care for others and how they are doing and don’t push your success in their face. If you do these obvious things, I think you’ll be at the top.  The webpage - have I had any negative backlash? Some, I’ve found that multiple people here read the webpage and a simple honest entry can be taken out of context. I’ve had to go back and edit some entries to make them not be as specific. I’ve tried to post grades of the class from Phase II, not because I have to know other’s grades but because I wanted to give people reading this webpage a honest real view of what kind of grades people (anonymously) were getting. I believe some people are sensitive and not open with this type of information whereas I’m sometimes an open book. I absolutely enjoy having this website and being able to help others. If you have any questions, just email me. I hope no one interprets the above thoughts as bitter, just seeing things straight forward, with no sugar coating.

12 May 06 (Day 127)

TRACK SELECT

Well, the Lord saw fit to give me other than what I prayed for but I Trust in Him. I was blessed with a T-1A for Phase III. He blessed me with the pilot slot in the first place and allowed me this opportunity. The morning started off great with a breakfast at 0800 followed by a Wing Briefing at 0900. At this point, solo and spouse appreciation certificates were given out. At 0930 we had a fake morning Formal Brief and GK/EP session. The questions were way too hard and parents were given the answers ahead of time to show up the the students. The EP covered what to do if a snake was discovered in the cockpit. After that we had various sim times to fly family members around. The sims were pretty good but we lost visual displays a few times while I was doing rolls and loops over the runway with my dad. After this, we grabbed some quick lunch at the sub shop and went on our tour of the RSU and static displays. After this we had free time until 1700 for Track Select. At track select we met a few minutes early at the bar and waited the for the wing leadership to come. It is tradition to take a shot of Jeremiah Weed before going out to get our new track assignment. The wing commander stated we had a great drop and I was excited. I was mentally prepared for either direction but I new my grades were there to get a T-38. We walked out and the place was packed. We had the TBolt throne there beside the prop that we spin (and say “clear”) while the screen clicks down to our track assignment. Our final drop was 4 T-38s, 2 T-44s, 1 Helo and 13 T-1s. The Lord blessed me with a T-1. I was awarded the “TOP GUN” for the contact phase. Clint Hammer was awarded the TOP GUN for Formation and Jeremy Corner the TOP GUN for Instruments. The Leverette Award went to Craig Baker, a great guy awarded with a T-38. This award goes to the overall best well-rounded student. After the ceremony you meet with your new flight commander for Phase III and he gives you a welcome packet and a time to report Monday morning. We are suppose to have a boldface (T-1) quiz on Monday to see if we studied. And there it is Phase II. God has certainly taken care of me and blessed me in the direction he wants me to go. It is truly wonderful knowing that God has purpose and a plan for my life. 

10-11 May 06 (Day 125-126)

Yesterday, I helped tie up more loose ends for Track Select. We had some fearsome thunderstorms move through that delayed checkrides until today. As of today, everyone in TBolt is Tweet complete. Our flight has 22 members and they are splitting the “super” flight into smaller flights, TBolt and Lightning for the next class. So today alot of us helped get the two rooms ready and finished up Track Select prep. RAPCON/Tower notified us that they couldn’t support the tour of their facility and the tower for tomorrow’s Red Carpet day. We’ll still get to take the families/friends to the RSU and static displays (T-38, T-1, T-37). This afternoon the SRO and I talked with the baby class (taking our place in the 37th squadron) and it was eye-opening to think that we were there not to long ago. I’m ready for Phase III what ever the Lord has in store for me. One more update in Phase II!

Our flight totals for checkride scores (left - pass, right - hook). Not bad!

8-9 May 06 (Day 123-124)

Yesterday was pretty laid back. We’re back on early weeks and it was something else getting up at 0400 again for a 0520 show. I finished getting the sim schedule together for Track Select as well as getting the tower/RSU/Rapcon tour together for friends and family. Today was more of the same. We had four checkrides go today, all formation, receiving a 8G, 4E, 6G, 9G. I went to the formal brief and then came home to take a nap. A study is ongoing right now and all people who are Tweet Complete go and have a T-38 Sim and you fly (with plenty of instruction) a low level flight and then shoot several approaches. I had mine today and it was something else. The amount of avionics and displays is slightly overwhelming at first. I had a good time and didn’t do too bad. The study is aiming to determine if the people who are picked for T-38s also did well in the preliminary sim. If this study goes well, they might include it as one of the testing criteria. Once that was over I came back home to rest some more. It feels pretty weird not to be busy all day and simply relax. 

The T-38 Sim with instructor sitting behind you. This is the model with only a frontal view. Others have 270 degrees of view.

I nice shot showing the HUD (heads up display) and I believe it is called the MFD (multifunctional display) in front of the stick.

5 May 06 (Day 122)

TWEET COMPLETE

The day has come. I had my 88 ride today and it went well. I had an unbelievably cool Major who flew with me and set me at ease. I flew the exact same profile and did the exact same fix-to-fix. It was great to hear the words you passed and to know that I had finished Tweets. Other checkrides went today; our top instrument score by Jeremy Corner (airline pilot) 1E on instrument check, a 3E on formation and a 10U in instruments. A good bit of stress has been lifted with finishing and now I will wait to see what God has in store for me on Track Select. Phase II has taught me a lot about being a pilot as well as a person and I’ll talk more about that once May 12 has concluded. 

4 May 06 (Day 121)

After you hook, you normally get a day off. If circumstances warrant, you may get an 87 ride (free ride) to practice and fix what you hooked for. I didn’t get one and tomorrow I’ll hope to finish Tweets with my 88 ride with an ADO (assistant Director of Operations). Today was relaxing and I worked on Track Select stuff. We had two instrument checks go and they earned a 3E and 8G. We had two other instrument checks from yesterday and they earned a 6G and 11G.

3 May 06 (Day 120)

INSTRUMENT - 5U

No kidding... I know. Today was a rough day. It was a 2E until some buffoonary that happened between the controller and myself. No excuses though, I got the grade. It has been a big deal to swallow being that I haven’t hooked any event in pilot training yet and I hook my very last Tweet ride. The day was made of ups and downs. In the morning we got to the flight room and we had some new pubs that needed to be put in, so that needed to be done in addition to getting ready for my flight. My profile included two approaches at Tuscaloosa, AL; well, one of the approaches couldn’t be done because of the outer marker being down. So, my profile had to be changed to do one approach at Tuscaloosa and one at GTR, a nearby airport. Not a huge deal. I flew first period and all started off well. We flew the departure and turned to do the fix-to-fix (point to point in space) and here is where my hook came. I did the initial procedures and all was well. Then the controller told me to switch to the new radio frequency and I did to make my request for weather and approaches. Well, he gave me clearance for the approach but then told me to switch channels to get the weather. This was non-standard and something I hadn’t done before. Well I switched again and made a request for weather. All during this time I held the same heading to the fix near Tuscaloosa. Well, even though I was holding a good heading, something (wind) was moving me south of my fix and I let myself get wrapped up in the radios and trying to figure out what was happening. Next, even though I had received clearance from the previous controller, the new controller (on the new frequency) gave me the weather but then told me to request what I wanted. So for a second time, I came back with my request to do one turn in holding, shoot the approach and then climb back out to GTR. Well, during this time I had drifted off course, even though I held the heading that I thought would take me there, and the check pilot said these simple words “ How is that fix-to-fix looking”...he didn’t take the aircraft and he didn’t tell me where to go. I made the correction and hit the fix within 0.3 miles (standard is within 3.0). They finally cleared up my clearance for the approach as I was entering holding (conclusion of my fix-to-fix) and there’s the story. The rest of the ride went well. Whenever you hook you get three downgrades in that one area. So I had 3 downgrades in my fix-to-fix, 1 in communication, and 1 in I believe altitude control. I didn’t know I had hooked the ride because I made the correction, not him. I had a lengthy GK and EP but it all went very well and then he came to tell me the grade. I knew something was wrong when he started trying to teach me what a fix-to-fix was and how to do one. He explained why he had to hook me (by the way, my check IP was the Flight Commander of the Check Pilot section). It was a shock. I will now have an 88 ride to fix my fix-to-fix. Definitely not the way I wanted to end Phase II but I’ll have a good attitude and finish the 88 ride. 

2 May 06 (Day 119)

I had my last instructional sortie in the Tweet today and I have my checkride first period tomorrow. We reported around 1145 and had two periods of flight. We had three instrument checkrides go today and they earned a 3E, 3E, 5E. I’d like to get a grade like that. Those three people are now Tweet Complete and get to relax until Track Select. We flew a profile today that went well although it was hectic and multiple aircraft (including the larger T-1) were in the area shooting approaches.  Dream sheets are due tomorrow and peer/instructor evaluations are due Friday.

Near the front gate: 07-02 next in line to Track Select

1 May 06 (Day 118)

Today’s flight was very good. We reported for a triple turn day at 0720 and I left around 1700. Today I was FIDO ( sits at the front of the room and maintains the computer schedule, greets visitors and answers phones), our class has a schedule and we rotate responsibilities. Anyways, I spent first period reviewing and organizing my study material for my checkride. Second period I flew to Tuscaloosa, AL and the flight was great. The area was busy from traffic of personal airplanes flying out from the NASCAR Race in Taladega. Another Tweet flying approaches there was asked to look for a Cessna that forced landed on a major road near the airport. I only did one dumb thing and that was enter holding (oval shape pattern based on a fix/point on an approach) at 200 knots when you are suppose to be at 160. My IP started laughing at me and the rest of the flight went great. My IP got the scheduler to set me up for my last flight tomorrow followed by my checkride - Tweet Complete tomorrow! Well, when the check IPs came around to assign profiles for tomorrow they saw the double turn and threw up a red flag. They said it was an unfair advantage that I would get to practice (I would know my profile) my profile in my last flight and they redo the same flight in my checkride. So, I have my last ride tomorrow and check on Weds. 

28 Apr 06 (Day 117)

SIM COMPLETE

Track Select is two weeks from today and it is really hard to believe. Sim complete is happiness because I really didn’t like T-37 simulators. I had my last sim today and it went pretty well. It was a good not an excellent sim. We “flew” to Tuscaloosa, AL and did multiple approaches, steep turns (60 degrees in the weather - for emergencies), unusual attitude recoveries, and vertical S maneuvers (i.e. - you climb from 5k’ to 6k’ at 160 knots in a very controlled manner and descend back to 5k’. You can also incorporate 360 turns while you climb/descend). I know what I need to do for instruments but sometimes when instructors input instructions I lose my focus on what I know to do. We had Friday Festivities today in the flightroom after 1700 and everyone stayed around for a while. We finally got the invitations for Track Select done and ready to be sent out (it is a little late - printing woes). I have two more flights to check and I should be done around Weds. Since I’m the POC for Track Select, the next two weeks will be busy getting Red Carpet Day together (day of track select for families and friends). The families/friends get to fly a sim, tour the tower, radar control facilities, see the airplanes on the flightline and sit-in on a mock formal brief and standup EP. It should be a hilarious time. Great way to end a week.

27 Apr 06 (Day 116)

OK, I’ve definitely been in a slump on the performance lately in instruments and today stated out poorly and ended much better. My string of rough rides started on my last sortie of my cross country flying into Tupelo, MS. Well the ride after that my IP wanted to go back to Tupelo to work it out again (these set of approaches lend themselves to provide very rushed spots). Well that ride didn’t go so well but I passed. This morning we reported at 1100 and I came in around 1045 to the flight room. Somebody came up to me and said that I was suppose to be at my sim!?! I thought he was joking but I had misheard ATIS (# you call to get next day’s schedule) and thought my sim started at 1235 (brief at 1135) but it really was 1135 brief at 1035. I ran to my sim and I was about 10 minutes late. The instructor was very nice about it and we started in. I had a nice headache from being late and the stress of some bad rides hanging over my head. That is the first event I have been late for and it is definitely something you don’t want to do. Well, in the sim we flew to...guess where...Tupelo. Tupelo and I don’t get along. Well, the flight was rocky by I passed and actually gradewise didn’t do that bad. I came back to the flightroom to prepare for my next flight to Tuscaloosa, AL, a much better profile. On departure, we started the turn towards Tuscaloosa when the controller comes back and states that there was no clearance available for there and we were now assigned the Tupelo profile. My head about blew up, I couldn’t believe it. I was going to Tupelo for the forth time in an event. He took the jet and told me to get myself together and review the approaches again (not that I was doing bad, but the IP realized we briefed and prepared for a totally different flight). Well the flight went much better and God was answering my prayers of getting my head/mind back in the game. It defiantly was a confidence booster and tomorrow I have my last sim and I’ll be sim complete...what sweet words. After my flight we had our second to last EPQ and the Lord blessed me with a 100%. Hopefully, I’m past my mind block with instruments and can finish out my last two flights well and check and be Tweet complete.

26 Apr 06 (Day 115)

It was a pretty rough day for me. We came in at 1100 and I was scheduled for an instrument flight first period and I didn’t do very well. We flew up to Tupelo, MS and I didn’t need the instrument hood (blocks vision of outside cockpit) because the cloud layer was thick from 780’ and up. I did pass but the debrief was pretty in-my-face about how I did and how I couldn’t hold altitude or airspeed or have awareness to fly the approach properly. Well, I’ll sleep good tonight and try again tomorrow. We had one instrument checkride go today and he received a 5E. I’m scheduled for a sim and a flight tomorrow so hopefully I’ll have a better day. Dream sheets (list track desired in Phase III) and final peer evaluations were handed out today so alot of people are making their final decisions about the planes they want from Track Select and beyond. 

25 Apr 06 (Day 114)

Well, yesterday was a day off that the base commander gave everyone for helping with the Air Show the other weekend. Pretty slow day as I didn’t fly or sim. I took care of checking back into base and filling out my travel voucher. We reported at 11:20 and I left around 1700. 

20-23 Apr 06 (Day 110-113)

CROSS COUNTRY

I’m exhausted but it was a great trip. Last week on Weds, 4 formation checkrides went and they earned a 3E, 4E, 8G and a hook. It ended up that three of us went on the same cross country trip and I’m glad we did. We started on Thurs and the hardest part of a cross country seems to be getting out of home base. We started and finally got airborne around 1630 just prior to thunderstorms rolling in. You pack your gear in the front right nose compartment and behind your seats, with overall room being very little (I wore the same flightsuit all weekend). We flew from here to Meridian, MS to stop for fuel and then did a night leg into New Orleans (Navy Station). This was my first night flight and it was quite different. It is important to be organized in the cockpit before you take off as you can’t really open up maps and find where you are at night - trust me I found out. We arrived about 2200 and checked into billeting (military word for hotel). We all pitched in for a rental car and ended up with a purple Kia compact (not so cool). I volunteered to be the DD and we all went down to the famous/infamous Bourbon St. The next day we went to the D-Day museum in New Orleans and it was a good reminder of our Nation’s past. New Orleans was significant because a guy named Higgens built the boats (totaling around 9000 of the Navy’s 12000 boats during WWII) that aided in the amphibious assault of Normandy (the boats opened forward allowing soldiers to run out). That afternoon we flew to Shreveport and then headed for Little Rock, AR. The flight to Little Rock was my second night leg and it went well. Most of our flights we got up in the 20k’ levels and on one leg up to 25k’ (USAF max for unpressurized aircraft). It does fatigue you because of the changing of pressure on your body and your inner ears get fatigued. The next day we flew from Little Rock to St Louis and stayed at Scott AFB.  We were able to fly near downtown St Louis and see the Arch and the Cards vs Cubs game in progress. St. Louis is beautiful and I enjoyed hanging out there on Saturday night. On Sunday we woke up early to fly to Memphis, TN and we barely made it out before a band of thunderstorms came rolling through. All of my flights went very well up until my last one from Memphis, TN back to home. I was very tired and mentally drained - and so was my IP. A couple of my approaches were pretty bad He understood and the debrief wasn’t too bad. We arrived back in Columbus around 1500 and I was released around 1600.  The above description is pretty plain and straight forward but I have some great memories to keep. I highly recommend teaming up with some other students to do your cross country together. All the students can work as a team to prepare and you have friends (fellow students) to relax with while the IPs can relax together as well. Phase II is quickly coming to a close. Three weeks to Track Select and I have 4 flights, 2 sims and a checkride left in T-37s. I’ll miss it but I’m ready to move on to Phase II and get one step closer to my final aircraft I’ll fly.

Our three Tweets sitting on the ramp at Little Rock, AR

 19 Apr 06 (Day 109)

Well it started out as a double turn day but I didn’t get a mission in. We started this morning at 0700. I was flying to Tupelo, MS first period and back to Tuscaloosa, AL second period. Well, our base navigational aid was being tested by a specially instrumented aircraft today and first period was canceled. We actually got in the jet second period and got up to 10k’ and our heading system was 60 degrees different than our magnetic compass (you can reference mag compass but not really fly off it). So we aborted and returned to base. During first period we had an EPQ and I received an 95%, as I got all the hard questions and missed a easy question because I was over thinking. I went home around 1300. My next post will probably be on Sunday due to our cross country starting tomorrow. Some weather is rolling in so I really have no idea where we are going. Four formation checkrides were suppose to go today and I’ll find out later how they went.

18 Apr 06 (Day 108)

We showed at 0710, like yesterday (you’ve got to love being senior class), and I flew my second instrument flight. It went well and I found several areas where I can improve. We flew over to Tuscaloosa, AL, home of the University of Alabama, and shot a VOR to runway 22 (non-precision approach - side-to-side guidance only) and did a climb out to shoot an ILS to runway 4 (precision - side-to-side and up/down guidance) and then flew back to a local airport - GTR (golden triangle regional). After the flight we had tacos due to a downgrade on an instrument checkride from the other day. We started to plan my cross country to AL, FL and GA but when my IP heard that another two crews were flying to St Louis to see a baseball game conveniently worked into the flying schedule we changed. So the current plan is to fly up towards St Louis, see the Cards vs. Cubs on Sat then fly back on Sunday. We’ll see if it works out. I originally had a firm plan of what I wanted to do but that quickly went out the window when my IP decided to do something else. I left at 14:30 after some mission planning for our trip. I forgot to mention two people were zero timed hooked (failed a ride without even flying) due to being 3 minutes late for the brief time. When you fail a normal ride you don’t get to repeat it so it was a wasted ride.

17 Apr 06 (Day 107)

Pretty slow day again but it was nice after a long trip over Easter weekend. We had a triple turn and most people were flying formation. I’m spending this week organizing stuff for Track Select in 3.5 weeks and for my cross country trip (only one trip in Phase II) this weekend. I spent the day preparing for our weekly EPQ and gearing up for my last Tweet rides in instruments. 

14 Apr 06 (Day 106)

Pretty slow day. I didn’t fly but had RSU second period. We had one instrument checkride today and he earned a 5E. We reported at 0530 and I left around 1230 after my RSU shift. I was sitting around and saw this beautiful sunrise over the T-38s.

13 Apr 06 (Day 105)

FORMATION CHECKRIDE - 5G

Well, I have to be honest. I was hoping for a higher score to post, as my goal was 2E. Not bad at all but not necessarily stellar. I am happy with what God has blessed me. We had three formation checkrides to day and the scores were 5G, 5E, 5G (mine).  We had three instrument checkrides today and the scores where 6G, 4G, approx 8G. We reported at 0600 and I sat first period (which I don’t like) and flew my checkride second period. I had a couple weird things about my checkride. Normally the scheduler will team you up against another person checking and you can ride with him/her and get use to the other person’s flying. Well I wasn’t teamed up, per se, and the schedule continued to change who I was flying with even at my brief time for my checkride! After much arguing by the schedulers, a Lt Col A-10 fighter pilot with 4000 hrs said he would fly against me. I felt much better knowing I would have a solid lead (during half the ride when I was on the wing). The prebrief went fine and as we stepped to the jet, the navigation aids for the base went down and we converted to alternate procedures - great! As we were taxing out, nav aids went back up and returned to normal. Here was my profile: pitch out, G exercise, straight-ahead rejoin, wingwork (up to 90 degrees bank on both sides), echelon turns, breakout, turning rejoin, close trail (similar to being on a tanker getting fuel) and extended trail (similar to a dog fight). I led these as lead and then did a position change and completed these maneuvers as wing. Here were my downgrades: one for wingwork as lead (they wanted a blended roll through the horizon and they said I was abrupt rolling and then pulling through the horizon and then continued the roll to the other direction of bank), two downgrades on extended trail (here is where flying against a A-10 fighter pilot bit me in the butt - he was very aggressive (not something I couldn’t do but just never had done before), well he pulled so many Gs I fell out of position even from the setup), then I received a downgrade for my pattern and landing. Pattern and landing you say? Yes, today was the hottest temperature I have flown in yet - 92 F. Well, way back in my days of beating up the pattern, it was between 30-70 degrees and the jet performs very good. In hot temperatures, the aircraft sinks quickly and in my pattern I was a little low at the perch (turning towards the runway and descending) and my landing with power pull resulted with an incomplete flare (thinner air and the flare need to be different). No excuses but I didn’t make the proper corrections for the change in temperature. The check IP even commented on the temperatures changing flying characteristics after the flight. Well, there it is. This score doesn’t, per se, solidify any bid on a T-38 so I will just have to wait and see on Track Select on May 12. At the end of Phase II after I have track selected, I will write my views on the whole grading issue, checkride scores, and choosing a phase III aircraft. Hopefully it will be of help to any future pilots.

12 Apr 06 (Day 104)

Today was my last formation ride, tomorrow checkride. It was a little sad. I hope and pray to fly more formation in the T-38 but we’ll see. This morning we reported at 0600 and they included some general knowledge questions and an EP covering the wingman (formation) going NORDO (loss of radio) while in fingertip (close). I had a sim first period (it has been three weeks since the last instrument sim/flight) and it was mediocre, as I expected to dust my instrument skills back off. I sat second period and flew third period. The flight was a good flight but not excellent. My navigation equipment was acting up telling me I was in a different area than I was. I had to convert to using ground references and that threw me off just a touch. I am pretty solid as wing but my lead was what needed polishing today. We had some craziness today out in the west MOAs (military operating area). We were Bandit flight, and a Booker flight was also on the same radio frequency and several times they accidentally gave instructions to Bandit instead of Booker and my wingman obeyed their directions and broke out of formation etc. It was frustrating. We worked a full 12 hour day and we’re forced out at 1800 even though my debrief was cut short. I got my profile and check IP this afternoon so I’ll chairfly my specific profile for tomorrow’s checkride, scheduled for second period. We have 7 checkrides tomorrow, so a very busy day. One of our guys who went DNIF (sick) for several weeks passed his Final Contact checkride with a 7G and was then moved back to class 07-04 (two classes behind) where he will continue pilot training. 

11 Apr 06 (Day 103)

FORMATION SOLO

Well it was a good day but it was my last solo in the T-37. We reported at 0600 and I flew a formation flight first period. It had been awhile since the last flight and I shook the rust off - a little radio buffoonary. We had our first formation checkride go first period and she earned a 7G. We did a quick turn into my formation solo second period. You only have one solo in the formation block of training. It was absolutely great. I thought I did very well (still had some radio buffoonary) and I hung in there on some advanced moves/Gs (at one point I was holding a sustained 5 Gs) in our simulated dogfighting exercise. Flying formation solo you aren’t allowed to do some maneuvers that would cause you to lose sight of lead or cause him to lose sight of you. It was in the upper eighties here and I didn’t eat very well nor drink water so I finished my flights exhausted with a headache. Definitely have to take care of yourself as it heats up. Since we were off formal release I went home and took a nap. I’m scheduled to fly my last formation ride tomorrow and check on Thursday. This checkride is huge for those pushing for T-38s (more important than the instrument check). I added the pictures from the airshow below.

10 Apr 06 (Day 102)

Pretty slow day after the airshow. I showed at 0630 for a FOD walk (Foreign Object Damage - basically walk around and pick trash up on the flightline so the jet engines won’t ingest them). We didn’t have to report until 1230 so I studied for the EPQ scheduled for today. The squadron met at 1230 to be briefed on the center runway closure that starts Monday and will last for 4 months - it is a big deal to lose your big runway that you shoot your instrument approaches to. We had the EPQ, that covered instruments, at 1330 followed by our formal brief right after. They didn’t give us the grades back but I believe I did well. We only had a few sims today and a few jets (6) due to maintenance getting the flightline back together and all of the airshow aircraft leaving this morning. I walked out for a while and watched F-16s, A-10s, a B-29, F-15Es, the Thunderbirds, T-38s, C-130, C-5, KC-135, KC-10, C-17, etc takeoff. It was great to see some of the ways our AF projects power. Most people went home since we are off formal release and I sat snacko (makes the jalepeno popcorn and keep the snack bar open) till 1800 when we were forced to go home since we are reporting tomorrow at 0600. The airshow this weekend was one of the best I have ever seen. With the career day on Saturday (aircrews from the aircraft come and talk to the students and some spouses about the aircraft, deployment rates, bases, missions, etc) and the airshow on Sunday, I believe I’ve decided what to put my sights on - the F-15E.

A-10 Warthog - Close air support, tank killer

F-117, stealth aircraft about to be retired

F-15E lighting after burners

F-22A flyby - next generation fighter

B-1 Lancer Bomber

Good picture of a B-29 from WWII - dropped atomic bomb

C-5 Galaxy

Thunderbirds lined up prior to show

KC-10 Extender

C-130 Hercules

Texan I (WWII and Korean era) and Texan II (modern primary trainer) flyby. The T-6 II demo was very impressive.

C-17 Globmaster - pretty desired airplane out of T-1s

KC-135 Stratotanker

F-15E Strike Eagle: the green reflection in the cockpit is the HUD (heads up display - lets you see instruments/radar in the transparent display so you don’t have to look down while flying)

F-16 Fighting Falcon

The Thunderbirds put on a wonderful show and the family had a great time. Totally different perspective when you watch an airshow and you’re a pilot (at least in training).

7 Apr 06 (Day 101)

Today was a great short day. We only had one period of flight due to the airshow and all the aircraft coming in. We reported at 0800 and I had a 0842 prebrief for a formation flight. The winds were kicking up from a thunderstorm coming in and we planned for an interval takeoff (line up side-by-side and allow 10 sec between brake release). The flight was very good and I’m now fine tuning each maneuver. I had a new IP and he was much better in his teaching style. Here is what a sample formation flight is composed of: wing takeoff, pitch out (60 degree turn away by lead followed by wing after 5 seconds), the pitchout serves as a G exercise, then we do a turning rejoin, wingwork up to 90 degrees, echelon turn (turn next to each other on same horizontal plane), cross-under to put him on the other side, same items with him on the other side, then you do close trail work (wingman on lead’s six (right behind him - clock positions) at 1-2 ship lengths, then extended trail work (like a dog fighting exercise), a breakout (simulated possible hazard such as you’re about to hit each other), practice lost wingman (lost sight of lead in the clouds), then return home for an overhead or a wing landing. Formation is a blast. I have three rides left before checkride including my solo that didn’t occur. We are also off formal release and that’s good news. I’ll get pictures from the airshow this weekend as they are bringing in numerous different jets from the AF inventory. The Thunderbirds and the F-15E, T-6 II, A-10 demonstration teams will be there. About four weeks left to track select!

6 Apr 06 (Day 100)

Almost... that is I almost soloed in formation. First period, I taxied out with two IPs in the other jet and I came up sitting #1 for takeoff. I was sitting there and the stick was literally shaking and moving around from the wind flowing over the wings and elevators. I had thought it would be challenging and I said a prayer sitting there. Then I heard “Sonic 01, the new status is Dual (no solos) for winds, standby for taxi instructions” Well, I was that close. So first period was taxi practice but second period we flew a dual ride and it went ok. We got a smaller area that required arching (tracking around the base in a circle versus going towards and away (we have a distance instrument for that)) and it was challenging. The ride didn’t go so well for the other classmate but I learned a great deal. We came back from the flight and had our debrief. Right after I walked out I sat down for the EPQ that covered several publications. I didn’t know exactly what to study but God blessed me with a 100%. We reported at 0800 and left at 2000, a full twelve hour day. 

5 Apr 06 (Day 99)

Well, today was my first triple turn, that’s right three formation flights in one day. It wore me out. I came in at 0700 with my formation partner and the rest of the class came in at 1030 for a 2 flight period day. We had three instrument checkrides go today and they earned a 5G, 6G and roughly a 10U. Today was also a Taco Day due to a downgrade in an Instrument EP yesterday (checkride). All three of my rides went pretty well and I definitely, with each ride, got better and saw a bigger picture of what formation was about. One thing that is definitely frustrating to a student is changing IPs and they each have very distinct techniques. I flew my first ride with one IP and last two rides with another IP and they had very different techniques. It threw me off a little bit but I simply let the second IP know my difficulties in switching over and understanding the different approach. My first ride’s grades I thought reflected my performance well while my second and third grades were a little below where I thought I was performing. It is very true that changing IPs also changes how you are graded. There are hard graders and there are “Santa Clauses” (gives away grades) and I seem to getting the hard graders lately. The important thing is that I’m learning and I’ll end with that thought. Tomorrow I’m scheduled to go solo in a formation and that is a big step.

4 Apr 06 (Day 98)

Several instrument checkrides flew today and they earned outstanding scores of 2E, 2E and 4G. I hope to score like that. We reported at 0720 and I was scheduled to fly a VFR point-to-point (flying by visual means from a city to a lake to a city, etc.) which you only have one in Phase II (different from low level flight). It went well and was very relaxing. It took a good bit of planning to include groundspeed vs. actual speed (winds), fuel consumption and timing. We compared my calculations to actual performance during the flight. I also prepared for a formation flight for third period but during my brief the flight lead determined I wasn’t opted for the flight and the IPs took both jets out formation by themselves. It turned out that I had received a certain ground briefing but it wasn’t logged off properly in the computer. Well, I was disappointed not to fly on a beautiful day but those things happen time to time. It looks like I’ll take charge of planning and coordinating our Track Select and you start planning about 5-6 weeks out and that just happens to be now. I was released before everyone else because I am reporting with a fellow classmate earlier than the class tomorrow because we are scheduled to triple turn formation rides tomorrow. It appears I will have my checkride in formation the middle of next week.

3 Apr 06 (Day 97)

Pretty good day. My triple turn was reduced to a double turn. We reported in at 0630 and I filled in on the formal brief.  I flew formation the first ride with the callsign Crazy. I was a little rusty and the flight went pretty well. I had a little trouble hanging on as wingman and I had my wingman looking into the sun with me as lead a few times. All these things will be fixed with looking and planning well ahead of the aircraft. My instrument flight was canceled for second period. My third flight was a Contact flight that rehacked my currency and it went very well. That will be the last time I spin in a Tweet or have a real opportunity to do aerobatics. You don’t spin the T-38 or T-1. We also began feedback sessions with the flight commander and I did that today. He tells you areas to improve in and how he thinks you are doing. One of our members got a 11G on a Midphase checkride and will move to class 07-04. That was a wonderful confidence boost for the fellow classmate after having some rough times. Multiple people went DNIF (sick) after coming back from cross country flights and being worn out. We have multiple Instrument checks coming up this week and a few that might check in Formation by the end of the week.  We are scheduled to have another triple turn tomorrow. Busy but we have about 5 weeks till Track Select.

31 Mar 06 (Day 96)

Today was a good day and we are now the senior flight in our squadron. Class 06-15 had their track select at 1700 giving out 3 active duty T-38s, 1 T-44 (AD C-130 follow-on) and the remaining T-1s. We didn’t have a formal report as most of the class was gone on cross countries. We had one cross country return from TX because one of their two landing lights was stuck out.  They grabbed a new jet and darted back out. I flew a formation ride and it went great. I flew with an ADO (asst director of operations - same guy who gives 88/89s) and we had a good time. The sky was beautiful as we were flying around towering clouds and finding holes in the clouds to fly through. It was very picturesque. I finished the day preparing for Monday where I’m scheduled to actually have my first true triple turn - I’m scheduled for a formation ride, instrument ride and contact ride to rehack my spin currency in between my two formation blocks of training. One final note for the week. Earlier this week, my IP and I were getting out of the airplane after shutting down engines following a flight and as we took off our helmets we heard the national anthem playing and jets continuing to fly overhead. Moments like that make me extremely proud to serve, especially doing something I love, and also to realize how much I have been blessed living in the USA and enjoying freedom! God is good!

30 Mar 06 (Day 95)

We reported this morning at 0930 for the commander’s call. In the mist of this, the judging began for the worst and best student and IP March mustaches. Our female students and IPs were the judges. I came in the top three for the students and Jeremy Corner won for the students for the best mustache and Paul Tucker won for the worst mustache. The half of our class that went cross country spent the day analyzing weather and picking the final route of flight and getting all the ducks lined up (lodging, airport permissions and learning objectives). For those of us who didn’t go cross country, there were about 5 jets left for us to use and I was put into a formation ride an hour before brief time. The ride went great and I’m continuing to gain the needed skills to be a great lead and wingman. The flight is planned so that midway through the flight whoever led out switches to wingman and the other plane leads back. Rejoins are very fun and similar to what you see on TV in a dogfight. You use lead (point your nose in front of the other guy), lag (point behind the other aircraft), and pure (point at the other aircraft) pursuit to catch up. These concepts increase or decrease your turn radius. If you ever wondered why the pilot physical required such good depth perception, flying formation is one of the major players. Judging your closure to the aircraft is incredibly important. If you are not able to judge your closure well (depth perception - an object not moving side to side but towards or away from you) you will not be able to rejoin well but will have to breakout because you have too much closure and won’t be able to stop and kill your overtake. Oh, here are some stories. Today, a T-38 landed gear up on the center runway and shut the runway down for a couple of hours. They used a crane and put it on a flatbed trailer to move and begin the safety inspection. Not sure of the details but I believe it was intentional due to mechanical problems. Second, when we got out to the aircraft today, our aircraft read 3500 psi for the hydraulic system, twice what it should be but it turned out to be a gauge failure and we continued after replacement. All the cross countries were gone by the time I returned from my flight and I spent the rest of the day planning for my formation flight tomorrow. Here is the big picture view of formation. You have 7 formation rides, then 1 contact ride to rehack your spin currency, then 7 more formation rides (one including your solo formation flight with an IP in the other aircraft) then your checkride. We were formally released at 1845.

We couldn’t believe it, Kelly brought here flower bag to put in an AF jet. Her IP just started laughing and thinking of ways to put the luggage in the T-37 which has no luggage compartment. You stuff your bags behind the seat and in the front right nose compartment on top of several electronic components.

Jeremy Corner: This is the mugshot of the best student mustache in the 37th Squadron (He already trimmed it twice)

Paul Tucker: Due to the mysterious gap in the middle, winner of the worst student mustache in the 37th Squadron

29 Mar 06 (Day 94)

A much better day. We reported at 10:30 and started with the formal report followed by USEM, just like yesterday. The GK questions went better and we seemed more knowledgeable. The EP dealt with instruments and you were NORDO (no radio or radio out) in the clouds returning to base. Pretty straight forward but with instruments you have to know the rules and what procedures to follow. I wasn’t scheduled to fly but only have a shift of RSU but all that changed quickly. I was put in a formation flight second period. My knowledge of procedures had increased from my last formation flight and I felt I had learned many lessons from my previous bad ride. God set me back on track and the flight went much better. I had better SA (situational awareness) and I was able to hang in on all maneuvers. All of the maneuvers I flew were graded up to MIF (basically up to where I should be - last flight many were below MIF). I felt much better but was very drained. Half of the class was making preparations for cross country flights that were leaving tomorrow. We were released at 1930. Many people are shaving their mustaches tomorrow (Mustache March) so I took pictures of all the shady mustaches and hopefully we’ll use those during our Track Select slide show. Below is the picture of my mustache. Hey, it was after along day and I was dog tired. Trust me the pictures weren’t taken to show beauty.

28 Mar 06 (Day 93)

Things were pretty crazy today. We reported at 0945 and the IPs combined USEM (GK shotgun questions and the standup EP) with the formal report meaning all the IPs were there watching. The GK questions covered formation and it was ugly. The IPs were getting steamed. Here is the rule of thumb, if you have done less than desirably lately guess who will get called up for the EP. I got called up (my flight yesterday afternoon) and I was lead and a wingman got called up. We were doing a rejoin in the area and the wingman got smoke in the cockpit from an electrical fire. My wingman didn’t slow down (no speed brake) and I had to go vertical to avoid collision. My wingman got sat down and guess who got stood up in his place...my wingman from yesterday’s flight. Well all went pretty good until our formation landing. The wingman forgot to level in “stack” position and he crashed into the ground and subsequently I landed on him and we were sat down. I felt pretty good about my part. Oh, and a student’s cell phone rang several times during the EP and he was sent out. After all this bafoonery, well at least for the day we were put back on formal release. After all this, some schedule changes occurred and I was flying formation with 3 other IPs (one in my jet and two in the other). I had 25 minutes to prepare mission cards and complete a formation briefing board and check out the callsign. Well, after I had barely complete all of these, all Navaids went out of service (no way to establish practice area boundaries). Well, I was pulled off the formation ride and shoved into our one and only low level navigation ride, which doesn’t require Navaids to complete. Well, normally these flights require 1.5 hrs of briefing and preparation but we did it in 20 minutes. It was an absolute blast. You are flying at 210 knots between 500’ to 1000’ above the ground. You closely monitor time and landmarks to assure you are flying the correct route. At one point I cornered a 90 degree turn with 5 Gs just over 500’ above the ground. I can only imagine what we looked like from the ground weaving around the ground track and climbing over cell phone towers. This ride is not stringently graded because you only have one of these in the Tweet, so it is a fun ride. I had second period off to study. I sat in on some other’s debriefs during second period when they cover sample EPs and when we were done we were herded back into the flightroom to take the EPQ. This one was a little tricky but God blessed me with a 100%. We were released around 2030 - the latest I have been released.

27 Mar 06 (Day 92)

Today was humbling for me. We started out on our late weeks at 0630 (still early but due to triple turn). I had first period free so I studied for my formation and sim ride. Second period I had my one and only Navigation sim. In Nav II academics, the class created a simulated cross country leg from Mobile, AL to Maxwell AFB, AL. Well, in the Nav sim you use this preparation to fly that leg. This sim helps prepare you for your cross country trip. The sim went well and I had a good instructor. I came back from my sim with an hour to spare before my 3rd formation ride. Today our Navigation aids (VORTAC) went out and we had to use alternate procedures to fly and we had some nasty weather rolling in. Well, let’s get to it, it was a bad flight. I flew third period and I received my first Fair grade in pilot training. It seemed as though I was always 1 second too late with my corrections and inputs. I was barely able to hold fingertip formation and he had to take the jet away multiple times. We did have two helicopters enter our practice area at our same altitudes. I let all these factors affect me. I continually tried to get the jet back to show I wanted to fly but it just wasn’t working today. The other guy did only slightly better than I. During debrief, we both were chewed on pretty good from what they saw as a lack of chair flying and general knowledge. One thing good to do is don’t argue but listen. I took it gracefully but I never like hearing that I was unprepared or below average in my performance. So...that definitely lit a fire under my rear and I won’t (with God’s blessing) let that happen again. Any motivation I was lacking to finish out tweets has been restored. I finished debriefing after a full 12 hour day and I went home and straight to bed. 

24 Mar 06 (Day 91)

FORMATION DOLLAR RIDE

Well, dollar rides back-to-back. Today was an unbelievable day and an eye-opener. Today was the last day of the “early” weeks and we reported at 0430. I double turned my first two formation rides. Formation is unbelievable and requires (if you are good at it) a new level of control. I flew the first flight against my fellow Captain in the class, Rob Pearce. In formation you want to always look good from taxiing to re-entering the pattern after working in the area. We did a wing takeoff (10’ apart on runway) and flew a departure out to the west. He gave me the aircraft to try flying fingertip (3’ apart and slightly aft) and the other aircraft kept going up and down. It was me! I was trying to keep the aircraft steady but I couldn’t. It barely takes pulses of your hand and very small corrections - it is a whole new level above being good as a single ship. I thought I had pretty good hands but I discovered I still have a great deal to learn. We practiced wingwork (turning while in fingertip up to 90 degrees of bank), rejoins, breakouts and lost wingman (if you lose sight of lead). Terminology: #1 is called Flight Lead (lead) and #2 is Wingman (wing). Two maneuvers got my heart going when I realized the competence needed to fly formation. One maneuver is the echelon turn and the other is flying fingertip in 90 degrees of bank. An echelon turn is basically when you are side-by-side and you both turn at the same time at 60 degrees of bank. Wing is looking at the bottom of the lead as you pull through the turn. When I first did this I realized that a 7,000 pound aircraft was right above me and I could pull into him if I was not careful. The other maneuver was fingertip at 90 degrees of bank. You are basically looking down at your wingman. In a 90 degree bank, your wings are producing no lift to fight gravity so you are descending. Well, your lead is descending as well so you don’t hit each other. Formation will definitely build your confidence. My second ride went great and my biggest skill to work on is making small corrections and not overcorrecting and fighting the aircraft the entire flight. I received an Excellent on both rides. We had one person take their checkride and received a 10U. He received the hook for busting his area during a aerobatic maneuver. He is a good pilot and sometimes a single ride doesn’t show your abilities. We went to a Commander’s Call for the base and some interesting news came out. The first T-6 class will begin in November 06. IFF (Intro to Fighter Fundamentals - currently at Moody AFB teaching air-to-air and air-to-ground in the T-38) will move here to CAFB and will begin graduating classes in May 07. In the works at higher levels, the entire pilot training process is being redesigned and the AF should see some very big changes in the way pilots are trained and how quickly they are trained. A test class will start later this year. I went to assignment night and I saw the most fighters assignments given away in my life. Two Vipers (F-16), two Eagles (F-15C) and a Strike Eagle (F-15E) were awarded. Our class deserves such a drop (aircraft able to be awarded to a class) but you never can tell with the AF. I hope to receive one of these aircraft in November of this year.

23 Mar 06 (Day 90)

INSTRUMENT DOLLAR RIDE

Pretty easy day. We reported in at 0430 and I had first period off to plan my cross country for next weekend and prep for my first instrument ride. The ride went great. An instrument ride emphasizes low Gs (not near as exciting) because you can give yourself spacial disorientation very easily in the clouds. You take a hood that slips over top your helmet and blocks your view of the horizon (I’ll get a picture up tomorrow). We simply flew out to the west areas and did steep turns (45 & 60 degrees bank), unusual attitude recoveries (more than 10 degrees nose high or low and over 30 degrees bank), course intercepts, a random fix-to-fix (point to point in space) and then confidence maneuvers (aileron rolls (simple roll a full 360 degrees) and wingovers (you raise your nose and roll to 90 degrees of bank, let your nose fall below the horizon and roll back out)). These confidence maneuvers sound simple but you are doing them all off instruments and in the clouds. We then flew back to base and did the ILS (Instrument Landing System that gives you up/down and right/left instrument indications). My flight went pretty well and it definitely made me miss contact flying. Only on your very first contact “dollar” ride are you only expected to know near nothing. On your Instrument and Formation ride your expected to draw off your flying experience and have some level of competence, at least in your general knowledge. I haven’t seen anyone actually give their IP a dollar, so I believe it is just called your dollar ride because it is the first one of the next phase of Tweet training. Well, when I came back from my flight they removed me from the batch of people going cross country next weekend due to someone needing to go more than me so now they are putting me on the formation emphasis. So what do they do - I’m double turning formation rides tomorrow - I’m definitely not complaining. I’m excited. We had day 4 of the Instrument Program and today involved losing hydraulics (loss of flaps and landing gear (you use emergency extension)) and the weather deteriorates below your minimums (Weather) for your particular approach. You climb above the clouds, assess the problem and then shoot a more precise approach (a more precise approach takes your closer to the ground before you have make a decision to go missed approach). We had two checkrides go today and they received an 11G and the other person hooked. He will go up for his 89 ride probably next week. If you hook, then they give you a day off and allow you to have an 87 ride (free prep for an 88 or 89 ride). If you have previously used your 88 ride (from a previous string of hooks or a hook on your Midphase checkride) then you will go straight to an 89 ride (possible last ride of program). I talk casually but they are very serious and I pray every night for those who are going through these. Something would be wrong if you didn’t cheer and help your classmates along.

22 Mar 06 (Day 89)

Pretty laid back day for myself. We reported early again at 0430 and I had RSU from 0500-0900, a nice long shift. I wasn’t scheduled to fly so I studied for my next instrument sim and our EPQ today. We had two checkrides go today and Nate Padgett received a 4E and the other grade was 8G. We had our EPQ and the Lord blessed me with a 100%. We had day 3 of the Instrument Program which covered AC failure in the weather (this means you lose your heading system). You fly a no-gyro approach (no headings on a compass just turn right...stop turn, etc). Stay awake during these things because the person was sat down and another person was called up. I asked Capt Sanchez to go with me on my Cross Country next weekend and he agreed. I learn well with him and it should be a great time. My tentative flight plan will be Columbus to Eglin AFB to Tyndall AFB to MacDill AFB (over the Gulf) then to St Augustine to Savannah, GA to Robins AFB, GA to Dobbins ARB back to Maxwell AFB then back to Columbus. You are required to have two night legs, a Visual (VFR) leg, at least two non-precision (only course (left or right) guidance and you descend to published altitudes) and two precision (you have right/left and up/down guidance down to runway). It will be alot of planning but I’ll be able to leave MS and see some great coastal bases. See below pictures of the development of a Top Gun pilot. O.K. sometimes we have some free time between flights.

We moved the TBolt Chair to the flight room. Hopefully we’ll use it at Track Select and Assignment Night

Below is the transformation from a regular pilot to that status of Iceman (Top Gun) or at least like our IP.

The boys show off the hair. Please don’t think this is everyone’s style.

21 Mar 06 (Day 88)

Sometimes jets break... We reported at 0545 and I was scheduled for my instrument dollar ride at 0727 with a brief at 0627. We get out to the jet and the fuel gauge first reads 1800 (200 lbs below full), then 1600 and then reads 0. We got another jet and then the attitude indicator (shows nose low/high or a bank) has an off flag and we can’t get the generator to come online (DC electric power for lights and instruments). Sometimes you just get the feeling that you shouldn’t fly that day. By this time we were well past our takeoff time and would infringe on the next period of flying (getting the jet back for second period). I came back and prepped for my next instrument sim. I passed the sim but realized a great deal of things I still need to learn. My sim included a takeoff with vectors for a Localizer (a localizer is an approach to an airport that gives course guidance off of an instrument (course indicator) and you know your step down altitudes from the published approach plate) at a nearby airport then we flew to a distant airport to fly the high altitude altitude approach (started at 10,000’) and we climbed out to do an ILS (an approach that is like a Localizer but includes glideslope information basically the instrument tells you left or right and up or down until you are about 200 feet above the runway). It was challenging and I’m still settling in my habit patterns for instrument flying. We finished up the day with Day 2 of the Instrument program. The EP covered engine fire on takeoff with smoke in the cockpit with the base of the clouds at 800’. You stay at 500’ and circle back around to land instead of entering the weather. We did have one Final Contact checkride go today and he earned a 5G (normally 5 or less downgrades are E).

20 Mar 06 (Day 87)

Long day but not due to flying... We started at 0530 and I was scheduled for my instrument dollar ride second period followed by my formation dollar ride third period. Well, first period several people flew but the weather rolled in and canceled the rest of the day’s flights. We spent the rest of the day till 15:15 covering GK and EPs. We finished up Day 3 of the Formation 3-Day program with today’s EP being wingman having an electrical fire out in the area. You were out in the furthest area from base so you would divert to Tuscaloosa, AL. After about another 1.5 hour of general knowledge questions over formation flying we were informed that we were now starting the 5 Day Instrument Program. This is the same as the 3 Day Formation and 30 Day Contact Program. Our Day 1 EP was going NORDO (no radio) while on an approach. You “simply” go into holding and then you are automatically cleared for any published approach. We then had another 1.5 hours of general knowledge questions covering instruments. Good news...they are splitting the class up into halves and the first half is going on their cross country sorties from 30 Mar to 2 Apr and I’m in the mix. This likely means they are pushing me to complete my instrument rides and sims because normally right after your cross country you take your Instrument checkride. The other half will concentrate on formation and finish Phase II with the instrument rides.

Any student will become intimately familiar with this sheet. This is the flowchart of training for Phase II. You highlight and date when you complete each block. Names with rectangles are flights, Circles (or close) are briefings/flightroom classes, Ovals (close to rectangles) are sims and Rectangles with points on each side are Academic tests. Here is the overview. The right side (top to middle) are contact flights (visual, pattern, aerobatics) starting with “C”. Bottom right are your formation rides, i.e. “F” designator. The “I” designator column (under my name) are instrument sims. Bottom left are your nav rides, basically your cross country ride. In the middle-bottom is your block of instrument rides (only 7 specific rides). All of your progress is also kept in the electronic database but of course we have a paper backup.

TBolt Formation Briefing Board. We fill this out before each formation ride to ensure everyone is familiar with what will be happening during the flight. 

17 Mar 06 (Day 86)

FINAL CONTACT CHECKRIDE - 3E

Great way to start a weekend. Well another early one at 0430 and we had three checkrides first period and three second period (including me). First period there was some weather over Gunshy, the aux field, and the checkrides diverted to the west areas instead of going south like normally planned. Checkrides are notorious for changing things and throwing off your rhythm. I reviewed GK and EPs given on previous checkrides and explaned in critiques (from previous students) and went to the CFTs to chairfly my maneuvers and practice using my check pilot’s callsign in radio calls. The first group came back with the grades of 7G, 15U (he was hooked on getting slow in the final turn on a single engine pattern - considered unsafe) and a 8G. The next batch of us went and Gunshy had opened up. Whenever a group of checkrides go to a particular area you try not to oversaturate that area with everyone else. Normally, if a lot of people are there, things get crazy. Well, we tried to “deconflict” the south MOA and Gunshy but it worked the other way. We had 7 aircraft in the pattern, near max limit, and it was a full house. It makes you nervous and that’s when people start messing up. If you do something that makes you look unsafe, such as not seeing one of the seven around you, you could easily hook. Well, I did my no flap straight-in and tried to get another overhead pattern but I couldn’t because so many people were landing at once so I went around the pattern and got it the second time. The checkride pilot flew the aircraft to the areas and they were almost all taken. I got a good area and apparently we got one of the last areas. I started my maneuvers and we got a call asking when we would be leaving because more aircraft were coming in. My check pilot said about 5 maneuvers and I had about 8 maneuvers to finish - wow. I did them as fast as I could and then he said let’s go. I came back and did my single-engine overhead to a full stop after he flew a couple of patterns for his currency. My area work included a G exercise (always required - 180 degree turn at 4Gs), two power-on stalls (nose high turning and low), the Split-S, Cuban 8, Aileron Roll, Lazy 8, Cloverleaf, traffic patterns stalls and slow flight. There are 6 profiles you can get and you find out the day before what profile you have and which check pilot you get. Each profile includes 5 advanced aero maneuvers. The grades from second period checkrides were 7G, 4E and mine. My downgrades were for 1) rubbing an altitude restruction for pattern traffic even though I visually cleared 2) above normal glidepath on my no-flap straight-in and 3) early flare on my normal landing (even though I sat it down beautifully). We finished out the day with GK questions and an EPQ. God blessed me with a 100%. God completely blessed me on my checkride and may he be glorified. I’m scheduled to start formation and instrument rides next week and I’m stoked. I’ll relax this weekend with the family and then load up on formation and instrument GK. My advice for the contact phase of training is to have FUN and fly like you have always wanted to. If you like to be aggressive, do it and do it well. On my flight yesterday my IP told me that he knows I enjoy pulling Gs(more than normal) in the pattern but to maybe lay off doing that on my checkride. I laid off on my Midphase checkride and I got out of my grove. Well, I flew like I normally did today and it went great. I will miss contact(visual) flying but I’m sure formation will steal my attention.

16 Mar 06 (Day 85)

TWEET ACADEMICS COMPLETE

Busy day and it started at 0430 again. I flew my last ride before my checkride and it was interesting. The low areas were completely socked in with clouds so I was able to fly to the aux field and then climb up to the high areas to finish out with advanced aerobatics. I received a grade of Excellent but it didn’t feel like it. My patterns and landings were pretty good but some of my maneuvers weren’t by best. I’ve heard it said that normally you do best on your checkride if you have a mediocre ride before. Actually, I was thinking about the 3 checkrides that were flying in that stuff. My hats are off to them. They all passed with grades of 10G, 7G and 10G. I got back from my ride and we went to our last academic test of Phase II. All the instructors and other students said this was an easy test and would be much better than the Nav 1 test. Well, I believe everyone in the class disagreed. We got there and it was based on a simulated mission that we planned across Texas. Questions covered calculations you performed prior to timing in on the test. Well, I started and I saw questions I had never seen before and didn’t even know how to answer. I looked through all my reference materials (you have several publications to use - just like in real flight planning) and still couldn’t find the answer. Almost everyone timed out after an hour and a half. There was one 100% and most missed about 3 questions. The Lord blessed me with 96.1% and I was very happy. I didn’t miss any of the calculation questions but missed a silly question about which frequency I should have dialed in at a certain point of flight. After reviewing it with my instructor I found that the reference page where the answer was found, it was near illegible because it was a paper copy. It was a dumb question and I let the course designers know on the critique. Well, come to find out it was a new test, different than previous versions and those given to other classes. Hopefully they found out that it didn’t really test over what we had been taught in class (from our written critiques). I’m extremely happy to be done and I can concentrate just on flying. Great milestone and I give God full glory and credit for the good grades.

15 Mar 06 (Day 84)

Triple turn day. We came in at 0430 (man that is always early) and we reported in. I sim-ed first period (first of the last block of 5 instrument sims) and flew second period. The sim went well and I’m finally concreting what techniques I will personally use to fly. You will bombarded with techniques and you have to pick. I flew second period and the flight was several steps up from the last one - it felt great. I have a couple more things to fine tune on my next flight tomorrow and I’ll be ready to knock out my Final Contact checkride. I wasn’t flying third period so I went home and came back at 1600 for a commander’s call. It covered changes in the Air Force as we undergo manning cuts as well as budget cuts. Our center runway is closing for 4 months after the airshow here on Apr 9. That closure will directly impact our Phase III training. To end on a good note. Paul Tucker got a 5E on his checkride today. Our class is doing great. I’m enjoying being off formal release.

14 Mar 06 (Day 83)

Nice changes today. We showed up at 0430 and we’re told that we were now off formal release. This means that we are free to go places but must be in the flight room 30 minutes prior to the first brief for a period and can leave at the last step time for the same period. Wow - freedom. We had our last person of our class solo today (initial solo) and we were able to start wearing our class patch. It is great to see your classmates succeed. I’ll get pictures up when I get them. I flew second period and the flight went well, but still polishing up the advanced aerobatics. I have two flights left till final contact so I’ll fly down to Gunshy (aux field) and do aero in the south MOA for the next two rides since that is where the Final Contact checkride will take place. I did do spins today to keep my currency. After my flight we had the Day 2 formation EP which involved the wingman losing hydraulic power in the MOA while doing wingwork. The wingman took lead and the other aircraft acted as a chase ship (looking and confirming safety) and flew a straight-in. We had our last class of Navigation and will be having our last academic test of Phase II on Thursday. Today, we just left after class (no reporting out) around 1430 - a 10 hour day.

13 Mar 06 (Day 82)

Today was short. We started early weeks today and showed at 0445. I had RSU first period followed by a flight second period. Well, thunderstorms and strong winds were moving in and no flights from our class got off the ground. We started the 3-day Formation program today (similar to the 30-day program when you begin Phase II). We were quizzed on GK covering formation and had our first of three formation EPs. It involved fingertip takeoff with one aircraft having a popped main tire and the shred went into #2’s engine causing a overheat/fire. Two people were stood up at a time, with one being lead and the other being the wingman. Both correct actions were to abort takeoff and avoid collision at all cost. Today was the last of the “taco” days from downgrades on GK/EP from Midphase checkrides. We studied for most of the day until the SUP (supervisor of flying for tweets) terminated ops for the day (versus being on standby) and we were released. Formation is going to be a blast and I’m looking forward to it after my Final Contact checkride, hopefully later this week. 

10 Mar 06 (Day 81)

SOLO PARTY

Big day today. We had two Final Contact checkrides and two great grades 3E and another 3E by Scott Rumsiek and Ben Napper - congrats! I spent first period studying and I flew second period. I flew with an IP that was a Major and he really gave the fine points of advanced aerobatics. I enjoyed the flight and it went well. Throughout the day, people were running around making preparations for tonight’s solo party. Everyone got a shower and came over to a house some of the guys were living in. It was a great party. We started around 2000 (we’re on late weeks) and fired the grill up! The solo party is basically a time to get together with the IPs in a social environment and celebrate our solos and they give out callsigns We ate hamburgers and chicken and then grouped around the fire for the ceremony. Some of our guys built a Tbolt chair/throne for everyone to sit in while they were being roasted (being made fun of) and when they got their names. We had two IPs, the mayor and co-mayor, officiate the ceremony and make up the dumbest of rules. Names come out of no where and aren’t required to make any sense. My name was pretty dumb - Rosenstern - from the play Hamlet. Enough said. We all had a great time. 

Clint grilling up nothing but the best for our solo party

Our unveiling of the T-Bolt throne/chair

The “mayor and co-mayor” at the solo party doing their thing.

Sorry about being out of focus: this is the T-Bolt (Thunderbolt flight) chair for the solo party. You sit in the chair while your IP tells a story about your solo (only required to be 10% true) and all attending vote on your name.

9 Mar 06 (Day 80)

Quick day. We had academics at 0815 for two hours and I had my next sim in instruments at 1200, briefing at 1100. I was scheduled for a flight but it didn’t happen. When I got back from my sim we had a tremendous squall line (thunderstorm) with winds up to 55 knots come through. They released everyone while I was debriefing my sim. I came back to an empty flight room and I went home. My sim went better than I expected. Sometimes instructors expect you to know ideas/techniques that no one has shown you. Such as how do you prepare for a flight to a unfamiliar airport. I had one instructor give me a downgrade and kinda get on my case and I respectfully told him that no one had shown me how to do what he was asking me. I asked him his approach and he relented and showed me what I needed to know.

8 Mar 06 (Day 79)

Today we met for class in Nav II at 0845 and had a two hour class. After this we reported in and I was thrown into a sim at the last minute at 1245 with a brief at 1145. It went pretty well. I had a poor crosscheck and struggled through some of the approaches. After this I hurried back for my 1554 flight, briefing at 1449. I was trying to change my frazzled mind into a positive “have a good flight” kind of attitude. Well, the flight went OK. We got out to the airplane and the oxygen system had not been refilled from the previous flight so my IP was a little perturbed about that. The winds were gusting today and were a challenge. I did a straight-in and an overhead at Gunshy and I fought the winds the whole way. We were assigned the furthest area from the base and the winds were pushing me all over the place. I kept getting pushed to one corner and this definitely threw off my momentum. My aerobatic maneuvers were OK and my patterns were OK as well back at base. I truly thought I had hooked my first ride. Here is a good lesson - don’t talk about how you think you did, especially to the IP, until the grades are set. I bit my tongue about how bad I though I did and just pressed along the best I could. Well, I ended up getting a Good on the sortie so I’m glad I didn’t change his mind with my recollection of how I thought the flight went. We had two checkrides today for Final Contact and they grades were 11G and 6G, both very good with the winds. We had an EPQ right after my flight and the Lord blessed me with a 100% and there were no busts and several 100s. I thought one of the easiest quizzes yet - not complaining. We did have a 12 hour day but we had tacos at lunch from a downgrade in GK/EP from a midphase check so those were good. I’ll eat my Wheaties and get a better start tomorrow. 

Taco Day. Clint holds up the “U” for a hook/downgrade which brought about the wonderful tacos from Mi Toro.

7 Mar 06 (Day 78)

Another great day! We reported at 0940 today so I got to sleep in a bit. I was giving the formal brief this morning and that is always pretty straight forward. We had three great events today. We had one person going up for their 89 ride (normally last ride before removal from the program - unless you have unusual circumstances) and passed! That truly makes you happier than any Excellent on a checkride. The other two things were a 12G and a 3E by Andy Waugh on Final Contact checkrides! I was only scheduled for a tour in the RSU in the afternoon but then was told I was up for my fourth and final solo in the Contact phase of training. I had a great time and went to the aux field and then went south high (15-22K’ in practice areas). The aerobatics were OK. One thing you want to shoot for is to never have to do your aerobatics in the high area. You lose great amounts of altitude with every maneuver and your crispness on the maneuvers is just not there (this is because the air is per se thinner at higher altitudes). I chose to go high to give the checkrides the low areas and I wanted my final solo to go to the aux field because this is likely where you will go on you Final Contact checkride. I did land with just above minimum fuel for solos which is 350 Lbs with all runways open and the RSU was none to happy. You’re suppose to land with 500-600 lbs. I entered the pattern with plenty of fuel but I broke out from the perch (where you pitch down and turn towards runway) twice for what I considered to be close spacing and had to reenter the pattern. I didn’t hook since I didn’t technically break any rules. We got a taste of what informal release is like (not formally reporting in to release everyday) and we were free to go after our flights. Below are pics from free time in the flight room.

Trae and Rob working lag and pursuit (They both look very happy)

Full dedication to simulating the fight!

6 Mar 06 (Day 77)

Today was a triple turn day (three periods of flight) and ended very nicely. We had two more checkrides today and the scores were 4E (the highest in our class - congrats Adam Hawkins) and 15G. Our overall record is 16 passes and 6 hooks, an actually very impressive number for everyone’s first checkride. We already have someone checking tomorrow for Final Contact. I came in this morning for my flight and my IP was getting off DNIF so he told me we were briefing in the car on the way to the the Flight Doc so he could get off DNIF. We finished up the debrief on the way back to the squadron so that was a little unique. The first ride went well and we did a West MOA high area profile to include spins for currency and all the advanced aerobatics. I was having a little bit of trouble with the cloverleaf (basically a loop but while inverted you turn 90 degrees to make a leaf and you repeat three times). Its my first time so I’ll keep working. My second ride ended up being my third area solo. I went to the aux field, Gunshy, for the first time by myself and worked my advanced aero in the South Areas. I had a great time. We worked a full 12 hour day and released at 1820. We did have a taco day for one of the people who got a downgrade on general knowledge on the Midphase - great lunch. 

3 Mar 06 (Day 76)

It was a great day to fly- blue skies and a nice headwind. We started this morning at 0730 with a class in NAV 2 block where we are planning a flight from Mobile, AL to Maxwell AFB, AL where we’ll actually fly it in the simulator. I was scheduled for another instrument sim flying to Tuscaloosa then to a local MS airfield called GTR (golden triangle regional) but it was canceled because they didn’t have an instructor available - I wasn’t let down. That meant all I had to plan for was my 2nd area solo. The winds were getting near the limits to stop area solos and they went near solo limits so we were limited to the pattern. All six of our solos going at once in the pattern were told we could depart if the flying status changed. Well, I had the most fun of any solo flight yet. I felt in control and able to handle any situation. After about 1 pattern they announced that the status had changed and the solos could go out the area. They gave out clearances and squawk codes (identifies you to radar control) and I had just few hundred pounds of fuel to play with in the area. I had a blast. We had three more midphase checkrides today and they received a Good downgrade 9 (taco for EP situation), Good downgrade 6 and our second Excellent downgrade 5. Our solo party is scheduled for next Friday and we didn’t have taco day today because the guy who receive the taco went DNIF. I have eight rides until Final Contact checkride so I’m definitely aiming for an Excellent. God is good.

2 Mar 06 (Day 75)

Well, an overall much better day. We had three guys get their midphase checkride and they received Good downgrade 8, Good downgrade 9 and our first Excellent downgrade 5 (5 and below are normally excellent). The squadron has a tradition that in March everyone is encouraged to grow the best mustache they can and awards will be given out. Of course I’m growing mine and well see how bad it looks on March 31. Another thing with checkrides...the one thing you can truly control is your general knowledge and how you handle EPs. Whenever you get a downgrade on GK/EP on a checkride, we call that a taco. The tradition is the next Friday you bring in tacos for all the IPs and students. Well two people have each received a GK/EP downgrade so we are suppose to have tacos for the next two fridays. I’ll get pictures if it turns out well. We started this morning with our first class of our NAV 2 block. Basically the second block we are training to plan our own cross country ride. After class I had another instrument SIM covering a instrument departure and a transition segment to shoot both non-precision (VOR procedure turn, procedure track and Localizer) and precision approaches (PAR and ILS). Non-precision means you get direction from NAV aid to basically turn left or right and precision adds in directions for up or down as you come inbound to the airfield. This SIM went much better than last time and I believe I am learning how to finesse the aircraft in IMC (instrument meteorological conditions - in the weather). After this I came back and the weather was good for my first area solo. I didn’t have much time to prep but about seven of us were soloing all at once - look out! We had a brief with an IP and went and checked out our own jet. As I taxied out I noticed my radios were intermittent but I pressed. I taxied up to the hammerhead (awaiting clearance to takeoff) and they didn’t receive my radio call. They gave me clearance to takeoff and they told me to hold short (because they couldn’t hear me). Well, I jiggled the radio selector switch and something worked because they finally heard me. Nice start. I blasted out of there and cruised out to an low area and had a great time. It really felt weird going out to the area and I didn’t have anyone driving me every second. I tested out the accelerometer (measures Gs) from about -1 to 6.5 - it worked. I wanted to get more negative Gs but it threw me to the top of the canopy along with my helmet bag and all the dust in the cockpit. I did barrel and aileron rolls till I was near sick and then did loops, cuban 8s, immelmans, chandelles, split-s and attempted a lazy eight. All went well and everyone came home. I’m scheduled to have academics, a sim and another area solo tomorrow so another full day. I love flying jets!

1 Mar 06 (Day 74)

A truly bloody day for T-Bolt flight. I don’t mean bloody in the British sense but when someone hooks a ride you put a red plastic piece over all your name pucks on the scheduling board and when many people hook we say it looks bloody. Today we had a great deal of bad news to deal with. I want to say this first, I believe what the Bible says that we should rejoice with others and feel sorrow with others. We had many people going up for their end of block flight before their Midphase checkride, 3 Midphase checkrides and an 88 and 89 ride. We’ll start with the morning. I did have my first flight of the advanced aerobatic block and it was great. We went to the aux field, Gunshy, and it was a little rusty because I hadn’t been there in about three weeks. Winds were definitely a factor for everyone today and I was relieved to find out that my lackluster performance at Gunshy was due to the winds were going out of limits (Gunshy was closed shortly after I left). He demoed the aerobatics and I tried. Some I did well and some I messed up royally, but I will have plenty of flights to get everything in shape. Everything but three items were up to MIF on my first flight for the new block (MIF - mission item file - this is basically the standard for each item of where you should perform at, i.e. you landings should be up to a Good level and your new aerobatics should be up to a Fair level since you just started those). In the evening around 1800, we had a standup EP and two people were stood up and sat down and I was stood up. It was an engine fire in the area requiring a diversion to our aux field, Gunshy. I did good (of course a few corrections from the USEM) but didn’t get sat down. Multiple people hooked their 2606 ride (ride before Midphase) and they would have to repeat that ride before their checkride. After our EP, our people who checked starting coming back to the flight room. The first guy hooked with a 16 U, the second hooked with a 23 U and the third guy hooked as well. Its definitely not funny and I was pretty sad because you don’t want your classmates to do poorly or have a rough ride. Then the classmate who had his 89 ride hooked. If you remember what the 89 ride is, it is your last ride before being removed from training and going through commander review process. It is incredibly hard to know how to support your classmate after he just found out he will be removed from training. There is about a 1% chance of reinstatement if an unusual personal circumstance prevented you from doing your best. He was obviously extremely upset. We as a class will let him know he is still part of the group even if he doesn’t graduate. He worked so hard to get here. After we found out about the 89 ride, the person on their 88 ride came and we found out it was another hook. That classmate will be going up for a 89 ride. I have being praying about all of these things and it has been very stressful. It was a day where you hang you head when you go home. Pretty ironic as I love March 1 because spring in the south is here. It was an unbelievable day with temperatures near 80. We are scheduled to start our NAV 2 block of training tomorrow (our last academics in Phase II), followed by an instrument simulator for myself, followed by my first area solo (yesterday the winds were out of limits for solo students - no more than 13 knots crosswind). I forgot to mention something, we did have a new person join our class. She had some medical issues and was delayed in getting flights in with her original class (3/4 way done with Phase II). 

28 Feb 06 (Day 73)

Another great day. We started this morning with the first Navigation test. We were allotted two hours and I used it all, double checking all my answers. The Lord blessed me with a 100%. We had two hooks and grades scattered in between. I am a little too good at listening to others’ questions and comments. A guy was getting debriefed on his test and I heard a hint that helped me with a question I had. Well it worked out. I told the instructor that I heard the hint and basically he said that’s how it goes in a test room environment. I told my friend thanks afterwards. After the test, we had our formal report at 10:30. I had a RSU tour starting at 11:15 going till 15:00 - long shift. It was pretty interesting, we had an EP come back (NORDO - no radio) so the aircraft rocked it’s wings at initial (about 3 miles lined up with the runway coming inbound) and we cleared the pattern so they could land. We also had a runway direction change due to tailwinds (same runway just landing the other direction). After this I got back to the classroom, we were now scheduled to have two EPQs at 1730. Well, I had studied for the first one but not the second. I crammed and we took the two quizzes. The class did well. The Lord blessed me with a 100% and a 95%. The one I missed I second guessed my first choice which was the right answer. Oh well. The scheduling board changes all the time. I was scheduled for only a RSU tour tomorrow but was at the last minute changed to a double turn with the afternoon flight being my first area solo! Between midphase and final contact check ride is only 6 instructional sorties (flights) and 4 area solo flights. Only ten flights and then we move on to formation and instrument flights. Phase II is moving right along.

27 Feb 06 (Day 72)

MIDPHASE CHECKRIDE - 6G

God blessed us with absolutely beautiful weather today. We had three people check today and the Lord blessed me with a Good downgrade 6. The others today received a Good downgrade 6 and Good downgrade 7, so a very good day for everyone. We reported at 0700 and worked a full 12 hour day with three periods of flying. My goal for my first checkride was Excellent downgrade 3 but I am very happy with what I received. With the weather days recently I have only flown once in the last 13 days with that ride being 4 days ago, so the flight went well considering the rust I had to knock off. Here is how the checkride went. I found out who I was checking with and what profile I would fly on Friday. I took my two volumes of publications, a filled out boldface sheet, two mission lineup cards and a set of flying pubs (these go in the aircraft for diversion to alternate airport if needed). I arrive about an hour before my scheduled takeoff and sat on the check couch. My check pilot called me in and we did a quick brief about her expectations and a normal preflight brief. As normal I went to the went to the chute shop (life support) and got ready. Multiple other classmates were taking off and you definitely tell them to stay out of your way and not to mess your ride up. Your checkpilot follows you around the entire exterior and interior checks and watches everything you do. Here was my actual lineup for my midphase checkride: static takeoff, pattern delay for a straight-in and normal overhead, depart on the Bengal departure (just a name for a specific radial with associated rules), do a G exercise, two power-on stalls, spin prevention (High right entry), spin recovery (low left entry), aileron loop, split-s, traffic pattern stalls, slow flight and unusual attitude recov