FINAL THOUGHTS

A few years ago I was sitting in a cube in Warner Robins, GA dreaming about flying the planes not just working on them. As one who tends to over prepare, I searched for web sites that told about pilot training and what it was like. I found a couple but not really what I wanted to know. I determined that if I was selected I would create journal to help others that were curious as well. On graduation day, the site counter was just over 131,000 hits. That’s a little overwhelming. Based on many emails and comments from others, I believe I’ve been able to help others and put another perspective on pilot training on the web for others to benefit. I don’t regret having the pilot journal and I believe more like this one will follow, especially as SUPT changes. During our graduation ceremony, the visiting General reminded us (the new pilots) that we are only 4% of the Air Force. In addition to the responsibility placed on that 4% of the AF, that fact also reminds me to be thankful of the group of which I am now apart of. Phase III was great and a good bit different than Phase II for other than obvious reasons. Phase III really takes a student who knows how to fly, but not outside of the training environment, and creates a more well rounded pilot. Phase III gives you, as the student, more confidence and more of a feel that you are a real pilot that can go out into the operational AF. I know I’ve got more to learn with the C-17s and all the international flights ahead but I’m well on my way. Phase III in retrospect seems like roses but there were some very frustrating times. I would honestly estimate that out of all mission planning I completed, between 40-50% was never used. That is the way it is and it can’t really improve. You never want to go into any flight without a plan but you have to realize that the IP is in control and can override you at any time and almost for any reason. Many people were frustrated by the planning they did and how it didn’t seem to matter. In the operational AF, when you have to deliver supplies/gas, you’ve got to go. I remember times, before I knew how to use aviation forecasts, that I would plan missions into incoming weather fronts when there were clear skies in the other direction. You don’t learn how to really use weather forecasts in Phase II but you do in Phase III, so don’t delay in really understanding the multiple weather tools to do good mission planning. Another area where many people were frustrated were with how much the checkrides counted in your class ranking. All I can say is try not to shortcut your daily rides by just trying to get by, pick hard approaches and continually try to evaluate where you are doing poorly and get help if you aren’t improving. I commonly told my IPs where I was struggling in order to get them to look for my mistakes and help me improve. Alright, that’s good...

From a spiritual perspective... If you’re reading now, I’ll ask for a little more indulgence in me voicing thoughts through this journal. Hopefully, as you’ve read, I am a follower of God and Jesus. In looking at the past year, I would entitle it as a “Classroom with God” I have had days and events where I have depended on God and others where I have depended on myself and my abilities. Sometimes, some of my entries have seemed sugar-coated but SUPT has been a struggle oscillating between up and downs.  It has been a test of will to press through when long days tested me and I chose to try to make things happen on my own with my own understanding rather than depend on God and his plan for my life. In those low times, the tendency is to become bitter but it is important to not complain but continue to be grateful and have a mature outlook that is “big picture” and not just focused on the immediate low time. I’m extremely grateful that God continued to bless me during my times of weakness and self reliance.  Dependence and faith in Him are paramount. I have found that everyone is given blessings and God trains you with your handling of his blessings. When I reflect on the past year, I’ve been blessed, even though on occasion I didn’t realize it at the time. At the end of Phase II, I hooked my only event of SUPT, that being my Instrument checkride. I thought at the time that I was denied a blessing (entrance into T-38s) but I was really handed one. God’s plan for me was T-1s and the heavy track. So in hindsight, it was a blessing to send me to the T-1 side. These blessings of getting selected to SUPT and getting my wings with the success I’ve had are small in comparison to the blessing of having Jesus as my savior. I live this life with the confidence of knowing I’m saved from my sins and I’ll live with God in eternity. That may sound a little flaky to those who don’t know God, biblically, or know that they are lost without Jesus, but is is true. God has made himself evident in his creation around us (Romans 1) and we have no excuse for not obeying him in this lifetime. I encourage all of you reading to search yourself and obey God biblically and have joy in this life whether in blessing or suffering. As with everything mankind has had his hands on, religion and obedience to God has been distorted in the past and has discouraged many from serving. Please don’t let other corrupt people or shortcomings of others you have trusted to stop you from your service and devotion to God! May God bless you for reading and giving me a minute of your time. 

17 Nov 06 (Day 259)

GRADUATION!!

The day has come and I’m officially rated as a military pilot. The day was long, full of tradition and in reflection was great. It gave great closure to a long year of work and it finally felt like it was over and time to move on. Amanda and the girls gave alot of themselves this year too so it was great to reach a final point of hard work. I took way too many pictures and I’ll just start in the morning and use pictures to step through the day. Overall, graduation can get expensive but it is a day that will remain in your memory for the rest of your life...so it is worth it. We started the morning at 0800 with breakfast at the O’Club where there were about 150-200 friends, family, IPs and leadership on base. We prepaid breakfast and all the food was great. Around 0900, we had introductions of various commanders and the visiting General who was giving our graduation address. The wing commander gave a brief on our global war on Terrorism and then a captain gave a mission brief about what we do at Columbus and what’s on the horizon for the base. My dad was very impressed by the brief on the war on terrorism that the wing commander gave and stated he wished he’d hear that message more often. 

My family above. Buses took us from the O’Club to the base theater where the graduation took place. We lined up out in the lobby while our family sat inside and watched multiple videos, some inspiration and some about life at Columbus. Graduation started right at 10:00. We walked in, the official party walked in as well and then we went stood for all of the international student’s national anthems followed by America’s anthem. Our class leader presented a gift to the General for being present and then the wing commander introduced the General for his address. The speech was good and he tried to give us several simple themes to take away. After his address the graduation awards where given out: Air Force Association, AETC Commander’s Trophy and Distinguished Graduate. The Lord has truly blessed me beyond what I have asked for...it is humbling. I was awarded the AETC Commander’s Trophy and the DG award. Andy was awarded the same on the T-38 side and Nate received the other DG award. Jason, my transition “partner”, received the AFA award. Awards were also given out for our international students, well deserved. After the awards, we received our wings from the wing commander. It was a great moment. When we all received our wings, we lined up and sang the Air Force Song. And that was it. Our wings that we receive on stage were magnetic and we had to return them after the ceremony. After the ceremony, we received an engraved set of wings from our class sponsors and a new name tag for our flight suit.

Another tradition, following graduation, is to break your first set of wings. We walked down to the Wing Plaza infront of the headquarters building. On the wall in front of the HQ building the names of the Medal of Honor recipients are engraved. A Lt Col talked about traditions of pilots, ranging from scarves to the breaking of the wings. We break the first set of wings in hopes that it will be the only wings we will ever break (aircraft wings - no crashes). The tradition is to keep one half and give the other half to friends/family and that they would only be rejoined in the event of death. 

After the Breaking of the Wings ceremony, we changed into flightsuits, got some lunch and went to the sims. Ah, red carpet sims...something my daughters have been looking forward to since Phase II. They have asked to fly with me on numerous occasions and I told them when I graduate they could fly in the sim with me. We have a large class and therefore not to much time but we were able to rotate everyone in the front seat, starting with Amanda in our 20 minutes. The sim instructor would let you do just about anything. Amanda tookoff and then the instructor set us up on a final so she could land. Anaylsse and Kennedy had a great time and didn’t want to leave. Analysse turned off my boost pumps during flight and loved pushing all the buttons...ha a future pilot.

We left the sim and went to the squadron. The IPs were there and gave out our Aeronautical Ratings and had a great spread of food. I received an award of Top Cat (we are the 48th alleycats) for top Transition Phase checkride/flying score. They also had static displays, just as after Track Select, for family to look at.

My brother, mom and I with the Tweet. Remember the picture below? Analysse jumped in and started trying to push all the buttons and move the switches and I had to explain that it was a real plane and we might start it up. 

Our family went back to the house while Amanda and I went to pick up all the shadow boxes to take to the O’Club for display during the graduation banquet. They turned out well and the frame shop did a great job. My parents, Amanda and I got dressed to go to the O’Club where cocktails started at 1800 and the dinner at 1900. It was the second time I had wore my mess dress (OTS - 1st). The club decorated with Corona bottles for center pieces. We sat with Vic and his family during the dinner. My squadron commander gave the opening remarks and the introductions of the leadership. One great thing that impressed me was the honor guard member who lit the candle on the POW table in remembrance of those who have served and haven’t come back. We ate dinner with a choice between chicken or beef. After some good conversation they gave out some more awards. The Lord continued to humble me with recognition. I received an award for Academic Excellence and Flying Excellence awards for academic average and checkride scores. Scot, our class leader, received the award for leadership. Dave and Nate also received academic awards. T-38 awards were given out as well. We had the opportunity to give our spouses and mothers a rose of love and appreciation. It was a special moment, especially since Amanda has sacrificed so much for this past year. We finished up around 10:00.

Here is my shadow box above.

We received our aeronautical ratings and we had the opportunity to get them framed with a set of wings.

In the Breaking of the Wings ceremony, we give one half to family and keep the other half. I purchased two frames to put the halves in. I gave my parents one of the frames and Amanda and I will keep the other half. Below are the awards I was blessed with on graduation day.

15-16 Nov 06 (Day 257-258)

Yesterday and today we had graduation practice at the base theater. T-1 checkrides finished up yesterday even though they were delayed about 5 hours due to thunderstorms blowing through. Everyone passed their checkrides in Mission Familiarization and one person got a 1E. We wore flight suits to our practice starting at 0800, lasting two hours. It will be a good bit of pomp and circumstance but that’s good for our graduation. Their will be at least five national anthems played at graduation for our international students. Today we had our graduation practice again in service dress...same run through. Not everyone was at graduation due to still needing to fly. The worst news is one guy is flying the morning of graduation to finish (T-38s). Everyone turned in their publications and it was great to see them go. We got our training dates yesterday for land & water survival as well as our Altus dates. Some dates were very soon with two people leaving this weekend for Land Survival at Fairchild AFB (during December!!). In general most people are leaving in the next couple weeks for survival schools and Altus dates ranging from mid-Dec to early January. My dates were very nice and I believe a blessing from above. We’ve planned a vacation and we’ll use all the leave I have saved up. I have water survival from 11-14 Dec, Altus from 3 Jan - 10 Apr and land survival from 18 Apr to 4 May. I absolutely can’t complain. I’ll be able to take the kids to Disneyworld and see the family over the holidays before going to Hawaii. Out processing here is a big sore spot because there are so many things required (sometimes very disorganized) to get training orders and ultimately PCS (permanent change of station) orders. My next entry will be my last one here at SUPT. I’ll give my thoughts on Phase III and training in general, like after Phase II. 

13-14 Nov 06 (Day 255-256)

LAST FLIGHT IN SUPT

Actually, it was the most relaxed sortie I’ve ever flown. Yesterday consisted of a class meeting covering graduation stuff and the expected schedule. Our training dates are suppose to be handed out tomorrow. Today, I flew with Kelly on both of our last copilot rides. We flew against Will (last airdrop) and Sandy on her last copilot ride. We flew VR 1056 (my checkride low level) and full stopped in Greenville, SC. We ate at Firehouse Subs and had some great ice cream before heading back home to be T-1 complete. The return flights were simple copilot rides back home, with Kelly and Sandy flying. No real debrief and that was/is it. A nice low key day. One cool note... we used the ADF (automatic direction finder) to pick up a radio station when we were flying over Atlanta, GA. You can actually use the radio wave to navigate to the radio tower (That is how the Japanese navigated to Pearl Harbor using Honolulu Radio).

OK, so the sun was in our faces. A picture of our two motley crews on my last flight in T-1s and SUPT

7-9 Nov 06 (Day 252-254)

As you can imagine, things are lightening up. Yesterday and the day before I’ve been helping with getting the shadow boxes, aeronautical frames and Breaking of the Wings boxes together. Today was Wingman Day and tomorrow is a holiday in observance of Veterans Day. We had a wing commander’s call at 0700 followed by our PT test at 0900. It involves signing a legal document stating that we won’t pass out (basically), get weighed and height measured, get your waist measurement, # pushups in minute, # of situps in a minute followed by a mile and half run. I’m not nearly as in shape as when I got here but I scored in the low eighties. There really isn’t too much time factored into the training day for PT (considering flying and mission planning). We also filled out our end of course (SUPT) critique and my main comment was to add more EP sims to keep some of those procedures fresh in the mind. Also, we were required to get our flu mist, the new form instead of a shot. The day ended with a retreat ceremony at 1600 where some good words were said concerning our veterans and their sacrifice. Four Tweets performed a formation flyover following taps. It was good to have been there. It is rumored we should have our training dates next week so I’m definitely looking forward to that. There is rich history of tradition and honor in the air forces dating back to the beginning of the last century and I’m very honored to be joining our veterans of the skies. 

6 Nov 06 (Day 251)

Mission Fam Checkride - 3E

Except for my last copilot ride, I’m done. Today was typical checkride weather...that is thunderstorms rolling through while we were gone and forcing us to combat plan (change the plan at the last minute) in the morning before the checkride. All four of us got together last night to plan our double airdrop checkride and the weather didn’t provide a clear option for choosing and planning a route. We planned a route and when we came in this morning that route had gone downhill and we had to find low level charts for a new route and replan everything. I flew as wingman first and it went well. We couldn’t take off as a formation but rather we had to join up at the low level entry before beginning. The route only took 34 minutes and then we full stopped in Chattanooga, TN. My downgrades dealt with communication, airdrop (as wing) and my pattern. During the first simulated drop I dipped below 140 knots (minimum airspeed) momentarily because I had too much closure with lead, in other words I had to slow down and not pass lead. My comm downgrade came because I tried to switch to Chattanooga approach without sending the wingman over there. And third, I flew a pretty tight tactical and had a steep descent but the landing was nice. Due to the weather during my mission fam phase, I haven’t been able to do very many of those. The grades from today were 3E, 4G, 2G, 3G. It is just starting to sink in that I’m done. I have to give credit to God again for this blessing.

3 Nov 06 (Day 250)

C-17s to Hawaii!

What a day! God has answered our family’s prayers and his plan for me puts me in one of the most beautiful places on earth! Only a handful of people were flying today. The guys who weren’t flying played a football game with the IPs in the morning. I doubled turned today and flew an airdrop sortie first followed by an air refueling. My first ride went well and the actual airdrop maneuvers worked out well. My second sortie was moderate with a couple of things that could have been done better such as formation maneuvers. So I have finished Mission Fam and have only a checkride (Monday) and a copilot ride. I was extremely happy to be done after the double turn just 30 minutes before festivities were suppose to begin. We went over to the club and talked until we had a toast with the wing commander and other base leadership. He talked about the group that we were entering in by becoming pilots and moving on to actual aircraft that are in the combat. It was inspirational and good to hear. We went in and it was pretty crowded. It is very similar to track select in format. The names were out of order and T-38 & T-1 studs were intermixed. We were able to get same throne we used during track select. As the announcers stepped through each person, emotions went up and down. We had no idea who was getting FAIPed or what airplanes we’d actually get. The pictures tell the story below. When I got up there, most of the roasting was about my webpage. It was hilarious. I turned around and saw C-17s at Hawaii and I was overjoyed. I personally am extremely happy with how pilot training has gone and is going. I know God is at work in my life and is blessing me. No one was FAIPed. The rumor I heard was that they traded the FAIP spot to another base for Sandy’s KC-135 to McConnell AFB, KS (not even an option). The T-38s received the first bombers I’ve seen in the last several classes. 

Here is the reason I chose Hickam AFB first. Hickam is under Pacific Air Forces, a different command than I was in before and will be in future C-17 assignments. For career purposes, this will be a good point in that it gives experience under very different commands. Second, all C-17 bases have expensive housing markets. Amanda doesn’t work outside the home and so we would buy a house with my salary only. In Hawaii, you receive COLA (cost of living adjustment) and we can save that money. We wanted to buy a house and invest our money and receive a good bit back after the sale at the end of our assignment. The COLA would (if saved) would be the same as owning and making the money off the house. Third, the Hawaii unit is being built up and is nearing being full and therefore reducing the number of pilots they accept in (they only have 8 planes that they received in the last 1.5 years). I figured I have the best chance of getting in the unit first while they are accepting the most pilots at one time. Fourth, I would like to get into the special operations at Charleston and I’ve heard that unless you know someone, you need a tour of experience before you are really considered to be invited in. Looking way to far ahead I would like to get a tour in and then PCS to Charleston where I would have more experience and maybe get into that program. Another program I would like to get into is the Weapon Systems School for the C-17 which basically makes you a tactician for your plane. All of this different experience would aid in being accepted into this program. I tend to overthink somethings but these are the big reasons why I chose Hickam first. Amanda will be alone with the kids sometimes so being in Hawaii is not so bad. The major drawback is being far from family, which we are close to. We hope to utilize the hop system (catching free rides on military aircraft coming to the states) to come back and see family as well as use per diem (money from me while I travel) to buy tickets back to see the family. 

It was a crowded Assignment Night

The drop was final drop was unbelievable, especially for the T-1 guys.

Who is this guy?

Will got his first choice of E-8, JSTARS, to Warner Robins, GA...my ole stompin’ grounds

Sandy put down McConnell AFB, KS even though it wasn’t even a choice and she got it!! Her husband, who is active duty, is stationed nearby.

The Moody Boys...

2 Nov 06 (Day 249)

I have to be honest, I’m starting to wear down. I flew a local today in the afternoon against Rob. We flew a air refueling mission. It was actually my IP’s checkride to requalify him to continue being an IP. It is a little different as he will ask more GK questions and get a full length EP at the end of the flight. The flight went pretty well and as Mission Fam goes for me it was nonstandard...again. We stepped to the desk and the jets weren’t turning quick enough, so they weren’t ready when we arrived forcing us to takeoff late. All of the planning for arrival times had to be slipped in flight for a successful rendezvous. My lead was good as tanker and I had one rough spot as the receiver performing some formation maneuvers after the refueling was over. Checkrides went today and everyone passed. They earned a 3G, 2E, 4G, 3E and 2E. Tomorrow is assignment night and I’m double turning early my last air refueling and airdrop rides to check on Monday with another 3 guys. I’m guessing I’ll be dog tired tomorrow. They guys who aren’t flying are planning on playing football with available IPs tomorrow and we are meeting at the club at 1530 to meet with leadership prior to the festivities starting at 1700. My next entry will include my future airplane and my residence for the next three years!

No kidding, I just found out this tradition. On the T-38 at the front main gate, they paint the number of the graduating class. On the Tweet, they paint the number of the baby class.

1 Nov 06 (Day 248)

A long 12 hour day. I came in at 0600 to figure out the best low level for our airdrop today and only a few options existed. We chose one option and the IPs chose another so obviously we went with their choice. The other guys flew the air refueling ride first and on the backhalf I flew airdrop on VR1031. When we left the refueling anchor we were planning to full stop at Monroe but as we were approaching, we heard of people shooting unplanned missed approaches due to deteriorating weather so we decided to divert to Meridian, MS. That was a good choose and we landed. Weather was very dynamic and the low level worked out well. We had an EP at 1700 in preparation for our upcoming checkrides. It was a fuel filter bypass (your fuel filters are clogging indicating engine shutdown soon) while in formation on a low level. As events played out in the EP, the wingman lost an engine and exploded while lead glided down into the airfield. This obviously isn’t funny if in reality, but it was pretty funny in the USEM environment due to mistakes made by students. If you have noticed most of the plans I have had for rides lately haven’t worked out at all. You just have to be comfortable with flexing and still get the sortie complete. Tomorrow we have our first checkrides for Mission Fam and five people will be SUPT complete - what a feeling! From what I hear, assignments are pretty set behind closed doors so I included my dream sheet below. Obviously the middle section changes with each drop but each person (minus Guard and Reserve) have to fill on out. We turned it in on Monday and the flight commander (previously having ranked us with the help of the IPs) sets a preliminary list of assignments for the class. On Tuesday, the flight commanders from each base have a conference call and exchange assignments and barter so that if for example, Columbus had a slot that Vance wanted and vica versa they could switch and make each other happy. We’ll see how things go Friday... I’m pretty calm as God will put me where he wants me.

31 Oct 06 (Day 247)

EPQ COMPLETE

That’s right. The last EPQ and it feels great. I’ve heard rumors of funny/silly EPQs for the last one but ours was real and had a few questions that made you think. The Lord blessed me with a 100% - a great way to end the USEM stuff from SUPT. Today, I flew on the back half and we started with an air refueling ride. Will flew first (see pictures below). I flew the second half after full stopping in Jackson, MS. It went well. There are a group of people scheduled to fly this weekend on Sunday (at least not Sat after assignment night). 

My good friend Will flying

When you rendezvous you have 1000’ separation and this is the shot of moving into precontact position.

This is right at contact position (simulated transferring fuel)

These are Columbus’s three runways. The lights are visual glidepath guidance. T-1s use the center 12k’ runway (300’ wide)

30 Oct 06 (Day 246)

07-02 has been in pilot training for one year now (started 01 Nov 05). Today wasn’t great and it wasn’t bad. I was scheduled and planned for my second airdrop mission. Due to reasons beyond my control, I was switched to an air refueling mission before brief. Normally airdrop goes first but we had to switch up due to high level clouds entering our air refueling anchors. We stepped and tookoff fairly uneventfully. Before we entered the refueling anchor as the receiver, we got a master caution light and it was a failed rudder boost. Rudder boost helps control the aircraft in the event of single engine operation. We decided we would return to Columbus after the rendezvous with the tanker. The IPs had decided to create a less than desirable situation called an overrun and see if I as the receiver pilot would call it out and initiate procedures. An overrun is where the tanker ends up chasing the receiver instead of the other way around. Well, the tanker’s simulation was overkill and even though I called for overrun procedures we still ended up with the tanker chasing me with over 3 miles of separation. We decided to call the sortie quits and just return home. We wanted to come back home quick turn lunch and fly another out and back sortie. We came back and inhaled lunch then stepped to a spare only to find out the only spare had a inoperative GPS. Well, it took almost an hour to install a new computer and load the database. We had to scratch the backhalf airdrop sortie so I flew again and did the exact same air refueling ride. Dave, sitting jumpseat, got way too much jump seat time today and didn’t complete any ride (same guy as Friday...he needs to complete a ride). Well, after all was said and done they allowed the first flight (with the rudder boost fail) to be counted as my last copilot ride so I basically double turned today. The air refueling ride went pretty well but things were nonstandard and I basically had to keep my wits and do the best I could. As we were landing, down the runway about a mile we thought we saw a airplane and it was a limping T-38 with canopy problems exiting the runway. We were instructed to exit the runway at the same taxiway but little did ground control or did we know the T-38 was planning to stop and shutdown the taxiway. We were stuck behind the 38 for almost 30 mins while a tug came and towed it away (we didn’t have enough room to turn around). It was a long day right under 12 hours. As of right now I have 5 flights left and I’m looking to check Monday, the workday right after Assignment Night. 

27 Oct 06 (Day 245)

The weather was pretty dynamic today and caused a good headache for us students. I had my first air refueling mission today and due to weather moving through, we opted to do the air refueling mission first (before the airdrop sortie for the other students). I flew as the tanker and we take off separately as it is not a formation but rather a rendezvous for simulated refueling. We experienced a 114 headwind at one point making flying a particular track difficult. The hardest part, in my brief experience, is determining a good air refueling control time. This is a time used for meeting on the designated refueling anchor. Being tanker is actually pretty easy, you simply coordinate everything with air traffic control and use autopilot to give the receiver a steady platform. After a few contacts (receiver in the position to receive fuel) and a practice emergency separation, we used the air refueling anchor (looks like a running track) as a MOA and did cell formation, practice lost wingman and a rejoin before switching roles and I became the receiver. It was funnier being the receiver. We repeated the same exercises and then recovered to Monroe, LA. Well after lunch I was sitting jumpseat and my friend, Dave, was flying an airdrop sortie. We went to start the #2 (right) engine and we didn’t have lightoff. We attempted to start the engine 3 times and no luck. Winds were near exceeding our limits so if they sent a ship to pick us up they might not be able to land (crosswind limits). So, just like when I got stuck in Knoxville, TN, we got a rental car and took the 5 hour trip home on a Friday. We were scheduled for a assignment brief at 1730, which we obviously missed, and it included briefs from different pilots from different airframes and their various missions. This was to help anyone who hadn’t made up their mind yet as to what they were putting on their dream sheets, which we got today. They are due first thing Monday. Six flights left in Mission Fam.

26 Oct 06 (Day 244)

I had my first airdrop flight today and the weather was having her way with us. About 2 of 8 low level routes were available for use and we chose the one over Tennessee. The other student was scheduled for a air refueling sortie but the weather didn’t allow so all four of us flew airdrop. Flying an airdrop sortie is just like flying a low level but wingman considerations and a couple of slowdown points are added. I flew on the backhalf and I was able to take multiple pictures from the jumpseat on the front half. You have to think ahead and determine slowdown points and also the actual simulated airdrop altitude. You configure and pop up 500’ during the approach to airdrop. Radio calls need to be clear and concise so that you “drop” in the same location and perform the escape maneuver safety and correctly. The escape maneuver is a quick dive while raising flaps and accelerating from 140 to 240 pretty quickly. We full stopped in Chattanooga, TN and had lunch. Today was good but weather did make things a little nonstandard.

As wing, you fly slightly above lead.

Lead change. We were advancing throttles while the gray jet was slowing and moving to the right side.

When we perform the simulated airdrop, we slow to 140 knots with flaps partially extended. This is a picture of wing in the airdrop configuration.

I thought this was pretty cool. This is what a nuclear power plant looks like. We have multiple plants in TN along the river. We weren’t actually over the plants, I just used my camera zoom. The two stacks in the lower picture are very characteristic of nuclear plants.

Kelly left her ID card in the computer during her flight and paid the unspoken penalty. If you look closely, her card is frozen in a cup of water.

25 Oct 06 (Day 243)

I had today off due to a dentist appointment and Amanda’s first ultrasound...oh yeah, Amanda and I are expecting our third. We decided it would be a good time before I started deploying. I really want to be here for the birth. We had one person in our class who’s wife had a baby during training and another guy whose wife is due right after pilot school is over. Today is a nice break as I was scheduled to fly 6 days in a row (some of these double turns). 

24 Oct 06 (Day 242)

Today we came in and took an EPQ first thing just after 0600. I originally missed one but due to one question being unclear and it was thrown out, boosting me up to a 100%. We are scheduled for 2 more EPQs but apparently we only have to do one more because you aren’t suppose to take any more EPQs after assignment night. After that Kelly and I both double turned flying formation against each other. Our outbase was Huntsville, AL again just because it is convenient with the MOA we were working in. I am basic formation complete now and will move on to air refueling and airdrop. In T-1 formation, you fly three different types of positions as wingman. Visual position is about .2 DME away and 30 degrees from lead’s six oclock (see picture below). Offset position is further back and you can move from side to side. Cell formation is where wingman is 500’ higher and 1 mile in trail. The objective is to move over the same geographic point as lead’s turn. You also practice breakouts (something going wrong with no clouds around) and practice lost wingman (when you enter clouds and lose sight of lead). Some major differences between T-37s and T-1s, besides the obvious, is that you always fly visual or “close” formation on the right side with T-1s. T-1s also don’t really slow down as fast as T-37s so you have to plan ahead and use a speed schedule for slowdown (or else you’ll have to breakout for going forward of lead’s position). We did have a funny moment today on the second flight after Huntsville. I was bound and determined to get into position quick and I parked myself as wing on the inside of a left turning rejoin (T-1s always fly on the right side). My IP looked at me and asked me if I was flying a Tweet. The IP in the other jet came over interplane and asked if I was a Tweet two seconds later. I jinked over to the other side and continued. I’ve definitely had a couple of hangovers from Tweet formation. In addition to a tendency to join on the wrong side, I also try to fly too close as well as I tried to quickly park it in position. T-1s just can’t slow down as quick and they can’t maneuver as quick if a dangerous situation develops. We had three checkrides yesterday and they earned a 6G, 7G and a hook. Everyone has now had their Navigation Check.

23 Oct 06 (Day 241)

Today I flew my second formation ride. It wasn’t a double turn as Jeremy Corner and I were flying together. I had my camera and I was able to take a good many pictures on this beautiful day from the jumpseat. I hope to do the same on air refueling missions and airdrop sorties. My tendencies are to fly too close to lead as wingman and have too much overtake as I arrive in position. With the colder weather coming, winds are picking up and we see winds from 40-70 knots that, if you are not careful, can push you out of the MOA when you are in lead and practicing different maneuvers. The two checkrides earned a 5G and a pass from last Friday when I checked.

It wasn’t planned by each gray jet was flying formation against a white jet. This is our group parked at Huntsville, AL.

Beautiful shot, best I’ve taken

This is the contact position, where we practice staying on a simulated refueling boom.

Maneuvering back to visual position in formation.

Visual position: closest we are suppose to get in T-1 formation.

A practice lost wingman while we were on the outside of the turn (we roll out while lead stays in the turn). This procedure simulates entering weather and losing sight of lead.

22 Oct 06 (Day 240) - Yes, Sunday

The start of Mission Familiarization...on a Sunday. We knew we would be flying weekends, especially those of us who were furthest back. Mission Fam is composed of 12 flights and a checkride. 4 Formation rides, 4 Aerial Refueling rides and 4 Airdrop rides. Today, I started on the formation block and the refueling and airdrop rides are intermixed. We came in at 0900 today for a 1000 brief. Obviously, things were laid back because we were the only ones on the squadron. There were 8 of us along with IPs for 4 jets flying two different formations. We can only fly two in a formation. The profiles are pretty simple. You fly to a MOA and then do a formation approach at an airfield, either land or seat swap and go back to the MOA and then return to Columbus. Today we didn’t have clear skies and we did a instrument departure and rejoined on top and we did a super sortie, meaning we didn’t land at a outbase. Flying formation isn’t too difficult, it is more of know correct communication and formation positions. Lead is pretty easy...just stay in the MOA and give the wingman various maneuvers (normally using autopilot). Wing is more challenging requiring you to handfly everything except cell formation. I did pretty well and I have plenty to get better on. It is great to be done with Nav and that things went well. God is good!

20 Oct 06 (Day 239)

NAVIGATION CHECKRIDE - 3E

Today ended extremely well! I came in to brief 2 hours prior for my local nav ride to finish it up - as I was pretty mentally drained. The brief went good and I did ground ops with a checkpilot for the third time. We took off and went to Monroe. The area was pretty busy when we got there and I was fortunate to get everything done. Way back in Tweets, I hooked my one and only UPT ride with my fix-to-fix and today I was slightly worried. It was a slightly weird one and I started to question myself but stuck with it and it was no kidding shacked down to the tenth of a mile. I did my turn in holding and ended up doing two extra turns in holding waiting to be cleared for the approach. I did a VOR circle, single engine ILS to a single engine missed and finally a localizer. They all went great and we departed. They changed my climb out procedures a few times and I had to keep up with what they wanted me to do. He took the jet and finished the ride after we got to cruise. Today was class 07-01’s graduation (we are now the senior class) and festivities were going on in the squadron. I got back and had about an hour before the GK(general knowledge) and EP (emergency procedure) session. I knew almost everything in the GK but he did stump me a few times. The GK covered instrument procedures as well as low level info. My EP was a bird strike on our low level creating an engine fire. That all went well and the checkride was over. I was relieved when he told me it was a strong ride and I should be happy. My three down grades were task management, holding and automation. Here is what happened. When I entered holding I was trying to get ahead on my approaches and I thought my autopilot was engaged in a certain mode and I moved the heading but but the autopilot was linked to the heading bug. The aircraft began to turn and I disengaged the autopilot. While this happened my airspeed dipped near 160 knots (hold at 180). I pushed it back up and all was well. Two downgrades for that one. I’m normally great at managing autopilot but it happens sometimes. My task management was because of a hesitation I had about the confusion with the numerous traffic at Monroe and whether at one point I was cleared for an approach. I didn’t proceed on the approach, so no foul just hesitation. Always ask if you aren’t sure. A huge weight has mentally been lifted and I’m thrilled to be done with the main portion of the T-1 program. When I got back our flight commanders released the assignment drop and it is below. It is an excellent drop. I have great flight commanders and I’m sure they’ll fight to get everyone’s aircraft choice (hehe...they’re probably reading this and that’s good points with the bosses). A final thought...I’m humbled by God and his blessing. I know that God can withhold or bless other than what we expect to put us in different places in life for his purposes.

We got our drop... this is the drop for all bases and the #s of planes aren’t included. I didn’t see any C-130s so God has let me know that they aren’t in my future. It is nice when choices are made easy like that.

19 Oct 06 (Day 238)

Today was it and the weather was horrible. I checked the weather about 15 times last night and about 3 before coming into the squadron. You can’t show up earlier than 3 hours 30 minutes prior to takeoff. I came in and printed off current weather, bird condition and notams (notice to airmen - notes and abnormalities about bases you are flying to). My primary low level was showing 800’ ceilings when I’m required 3000’ to fly the route (as I expected). So I had to flex to the back up low level and I got to choose my out bases that are close to IR67 for my Nav portion of the checkflight. The forecast was 8k’ for my alternate route but I doubted that forecast and rightly so. I was pretty nervous as this checkride is huge. I have prayed for some time and I needed to trust in God that he would bless me as he saw fit. The brief went good. The checkpilot told me today would be challenging and to try to do my best. I planned my low level first followed by a Nav ride from Chattanooga, TN to Knoxville. We took off and we were one of the few people flying in the pea soup (raining) and ceilings around 900’. They gave us a certain clearance for the typical arc departure out of Columbus but when they actually cleared us for takeoff they changed the clearance to “runway heading to 5k’.” This was eerie because I could easily hook my checkride if I flew the wrong departure. A student from 07-01 hooked their checkride for the exact same situation. Well I took off and went to the entry point of the low level. The weather was much lower than forecasted and Kelly who was entering the route 10 minutes ahead of us decided not to enter. We entered with near abort weather. We continued and got to about 20 minutes into the 35 minute low level and I made the call to abort (I later found out that the IP was on the verge of calling the abort himself, so I’m glad I called it myself). The reason we aborted was that the clouds were so low that we didn’t have the visibility to actually see ahead. I coordinated for our clearance to Chattanooga and we started to turn on our icing equipment to fly through the cold clouds. Well, we got a flashing master caution (yellow) and warning (red) lights and this is bad. I actually heard the circuit breakers pop beside me. Our T-tail anti-icing and de-icing equipment had broke and that meant our checkride was over as this was an EP. We know from the get-go that if an EP occurs the ride is over the the IP will likely fly home. I got out the dash one (our operation manual) and read all the procedures which was pretty limited - bring it home. He flew it home and we landed one to a full stop. The tower called standby (no launches or landings because visibility was below one mile) several times but we were able to land. We got back to the squadron and considered trying to fly a local to complete the checkride. Several jets diverted from Columbus to Montgomery, AL but the weather would be clearing in about two hours. I quickly got together a local flight to perform my fix to fix, holding, three approaches and the required two landings. I planned to Monroe, LA. We got a spare jet and I performed all the ground ops (required on one of the two sorties). That went well (he asked GK questions during the walk around) and we got ready to take off. We began the takeoff roll and we got a flashing light in the cockpit 5 knots below rotate speed so the IP called “abort, abort, abort” and I pulled the throttles to idle and did a high speed abort. We delayed getting on the brakes so that we wouldn’t have hot brakes when we stopped. We couldn’t get another jet because there weren’t anymore spares and we wouldn’t finish before nighttime (a requirement). So this long day was over and I still had to finish tomorrow. Kelly didn’t finish here checkride either. Another night of waiting... and I still have the nav portion, GK and the EP to do...more prayer.

Radar image of checkride day...notice the junk right over MS and my low level route.

18 Oct 06 (Day 237)

Today was planning. It is in the checkride ROEs (Rules of Engagement) that the student should have one day to prepare all the mission materials. There are currently two checkride low levels that are reserved for checkrides only. You can’t fly them ahead of time. I was assigned the VR1072 route (the other is IR 067). Well, the forecasted weather for tomorrow is horrible for VR 1072 and I might have to flex to IR 067. The student is suppose to report into check flight with 4 plans. Your first plan will be flying the assigned low level on the first half and the navigation ride on the second. You also plan the reverse. Your third and fourth plans utilize the backup low level (IR 67 for me). You end up with four flight plans, 8 Form 70s(fuel calculations for flight) and two low level charts (one you made and the other borrowed from a friend but you’re still responsible for accuracy). It took me about 6-7 hours of prep time and then about 3 hours of GK review. Kelly and I planned for awhile as we both have our checkrides tomorrow.

17 Oct 06 (Day 236)

Today went well and I finished all of my required flights for the Navigation Phase minus the checkride. I’m scheduled for my checkride Thursday with a #4 profile full stopping at Jackson, MS. Today started with an EPQ at 0915. I came in around 0800 to plan for today’s double turn. The EPQ is starting to cover Mission Fam stuff so it is a change of material but the sim I had Friday helped out. I was blessed with a 100%. I then briefed up around 1018 for our 1218 takeoff. I chose to do the low level second, something not too common, due to clouds that were suppose to move out and increase the ceilings and vis. We took off and went straight to Mobile, AL and did vectors to a SE GPS and missed approach, full procedure NDB and vectors to a VOR circle to land. We then went to Montgomery for a High Pen for a full stop ILS. Winds were the main factor today. I had no kidding 50 knot crosswinds while doing my fix-to-fix to the initial point on the High Penetration. On the low level our first segment, we saw 40 knot crosswinds. This makes things very sporty trying to maintain a straight line to the intended destination. The Nav flight was good and my fix-to-fix wasn’t perfect but still within training standards. My low level was something else. Like I said the winds were directly opposite of what was forecasted and I had to make on the spot corrections while we were avoiding some pop-up thunderstorm cells. We finished the low level and flew back for a visual straight-in for the center runway. When I came back I received my checkride profile and check pilot. I received #4 (6 possible profiles) which includes a High Penetration, VOR or TACAN, Single engine precision to a single engine missed. Not too bad but the check pilot is known to be one of the harder ones. So we’ll see. The checkride that somehow got off yesterday, he received a 3E. Tomorrow will be a day off, full of planning. I do have some less than pleasant news for our class. We are so far behind that we now know we will be flying Assignment Night weekend and Veteran’s Day weekend in order to graduate on time. 

It has arrived...the coveted Assignment Night glass. It is for some reason missing the yellow color but I guess some drinks will give that color. These will be on sale for $5.

16 Oct 06 (Day 235)

The weather didn’t cooperate today. I delayed planning last night until this morning and still no options looked good. I went in and found everybody scampering for a solution...none to be found. I was scheduled for my double turn to my checkride. Well, we tried to flex to a copilot ride for myself and another but when we were out at the plane about to start engines, Jayhawk (T-1 supervisor on radio) said that if we couldn’t get back by 1600 local (due to a second wave of storms) then don’t go. That was 4.5 hours away so we had to cancel. I came home around 1400 and took a wonderful nap. We’ll try again tomorrow. The third checkride score from Friday was a 6G.

13 Oct 06 (Day 234)

T-1/SUPT SIM COMPLETE

Today I wasn’t scheduled to fly as there weren’t enough jets for everyone. We had three checkrides today and two of the scores were a 5G and 2E (go Paul Haley). I was planning to come in, in the afternoon, to prep for Monday’s double turn but I got a call at 1340 for a 1430 sim brief with my friend Will. It is the only sim in the Mission Familiarization Phase of T-1s. So I quickly got ready and scanned the prep material that they give you. It was a blast. You practice taking off from Columbus and going to a refueling anchor over Tupelo, MS. We first practiced being the tanker and it basically works like this. The Tanker flies to a point and orbits until the receiver passes a particular point. The tanker then continues the orbit and turns in front of the receiver. You go through a series of points up to contact which means the receiver is on the boom (where the fuel is transferred). We did two tanker rendezvous and then two times as the receiver and that part is only work when you have to stay on the boom. Then the Sim instructor, realizing this was our last sim in pilot training allowed us to try aerobatics. I did a spoiler roll, split S and a loop. The control pressures were tremendous and I understand why the T-1 doesn’t do aerobatics. A fun way to end the week. Three weeks to assignment (a week and a half until we see the master drop). 

12 Oct 06 (Day 233)

Today was a first for me. I came in at 0530 for a earlier takeoff (with prep and briefing) of 0836. I was flying with an IP and no jump (same as the checkride). I had planned to fly IR70 (local instrument route) low level, full stop at Monroe, LA and then shoot down to Alexandria, LA for drop-in approaches before coming back home. Well, we started to enter the route using a fix to fix and I thought I had found the town that is the entry point. I stopped following my fix to fix procedures to ensure I was over the town and I had actually found the wrong town. We caught it before turning over the wrong town and I found the right entry point. It is important to identify the physical point with instruments and not just by visual means. Well we did the first segment, turned and we’re staring straight at a huge thunderstorm cell sitting right on the route. I suggested we turn on the radar to see the intensity and it showed up with red color which is bad. The clouds were co-altitude at 1500’ AGL (above ground level) so we were forced to climb to the top of the segment route block of 3000’ AGL. We turned over the turn point based on timing but the cell extended further down the route meaning that we couldn’t continue. We climbed VFR (visual means only) and then picked up our clearance to Monroe. The T-1 formation airdrop jets behind us ended up aborting as well and two more separate jets entering the route after us were denied entry into the route and forced to also come to Monroe. My IP called back and they decided to complete the mission and not make me repeat it since I had completed all the checklists and actually got to see a route abort (not too common). I flew a Nav ride from Monroe to Alexandria and then back home. I delayed for a normal ASR (airport surveillance radar) approach as a single engine to a single engine missed. We departed to Alexandria and then did a VOR to runway 14 then circle to 18 but we were given a restricted low approach meaning we couldn’t descend below 500’ AGL so I did a missed approach. Then we were planning a full procedure GPS approach but I had trouble entering the approach in the box due to one of the starting points not being available in the database. We altered the approach to enter at a different point and when we got to the final approach fix (were I start my final descent) the GPS didn’t have enough satellite coverage to guarantee the proper sensitivity so I had to go missed approach again. We had a strong crosswind at altitude so we didn’t have time for a high penetration approach at Columbus so we did a low altitude ILS were I had my first landing of my Navigation ride. It was a good ride and I only have on double turn ride left (a low level and Nav ride) to check. With weather cooperating, I should check on Wednesday of next week. Today was the official welcome ceremony for the T-6 Texan II at Columbus. We had a composite flyby and a old T-6 Texan ) flyby. The first class to have T-6s is 08-02. The 41st FTS will handle the T-6s and the 37th will still fly the T-37 until they are fully replaced. It should work were the even classes get T-6s (since they go to the 41st).

11 Oct 06 (Day 232)

I didn’t fly or sim today but went in the afternoon to plan tomorrow’s flight. We had a USEM event in the afternoon and myself and Paul got the fortunate honors of getting picked for the EP. They read through a list of people who needed to do EPs but they all had Nav checked already. It was hydraulic failure (trying to use the speed brake to slow down on the low level) and we aborted the route and flew back to Columbus to do land a zero flap landing. We did the emergency gear extension and used the emergency braking system. Pretty benign day.

10 Oct 06 (Day 231)

Yesterday was Columbus Day and it was a holiday. Today I flew with Rob to Montgomery, AL. Rob flew first and he flew VR 1031 (visual route) that is owned by the Navy at Meridian NAS. He then full stopped at Montgomery Regional. We had some Thai for lunch downtown before I flew the second half. I flew a full procedure ILS single engine to a single engine missed approach before flying over to Mobile Regional. I did a fix to fix and planned one turn in holding. The controller left us in holding for a while before clearing us for a VOR circle to the landing runway. After the final approach fix (FAF) when I was in my final descent, the controller broke off the approach and turned me away from the field - very non standard. I then received vectors to the NDB to runway 14 for a touch and go. I then flew back to Columbus for the high penetration ILS starting at FL230. It was fun as always and then I full stopped. It was a good flight and I ended up with a 2.1 hour flight. I had a downgrade on EP which was generator failure in the weather on an approach. I was cocked and ready for a electrics out situation which it ended up not to be. We had our weekly EPQ and the Lord blessed me with a 100% (as well as many others). The two checkrides from last Friday didn’t go as well as planned and they were two hooks. One was for clearance and checklists problems on takeoff and the other hook dealt with getting and flying the wrong clearance (flew other than what he briefed). They both had their 88 rides today and both passed as expected. All people who checked last week and who are going to check this week are flying this weekend out of GTR (nearby airfield) since CBM will be closed. We are over 8 days behind the timeline and we’re trying to catch the class up.

6 Oct 06 (Day 230)

Today, Will White, my good friend, and I got to fly for the first time. Will flew first and took us up to Chattanooga and then to Knoxville, TN (and I didn’t break down this time on a Friday). When we were flying up there the weather was overcast at 2k’ so with that ceiling, I wouldn’t be able to fly my low level. I planned to fly VR1056 which is a visual route and requires 3k’ ceilings and 5 miles vis. Well the cloud ceilings broke up and I was able to fly this low level that started near Dalton, GA and circled around Chattanooga. We had a great time flying through the mountains taking a total of 32 minutes at 240 knots ground speed. We ended up flying a 1.8 hour sortie which is not ideal (a little long - 1.6 normal). Normally, we you plan a mission, IPs like it if you plan to accomplish required maneuvers in the allotted time period using only 250 knots for your enroute speed. I have seen people get talked to by IPs when they could only make a location and get the required maneuvers if they cruised near the top speed envelope. We had 5 checkrides go today and they earned a 4G, 3E, 4G and they other two I don’t know yet. Anyways, tonight I went to the last assignment night before 07-02’s. It is unbelievable to think that I will be up there next in four weeks. In a previous entry, I attached the master drop to all the bases for all 07-01 classes, so here below is Columbus’s 07-01 final drop. 

4-5 Oct 06 (Day 228-9)

Yesterday, I didn’t fly or sim but we did have a Nav checkride brief from two IPs in the check section. Today was a good day and back in the jet after 8 days. I flew with Paul Haley and I flew first from Columbus down to Gulfport, MS. We tried to get a high penetration but that was denied and we finally got a single engine localizer to a single engine missed approach followed by a GPS approach. I, before today, had not been to the area devastated by Katrina but when we did our VFR point-to-point from Gulfport to Mobile, AL. I saw plenty. We saw multiple FEMA trailer parks and we saw plenty of slabs where buildings, houses and shopping centers use to be. We flew over a Christian Pass and started the 20 minute VFR section where we flew to tips of islands and then over a lighthouse (which I couldn’t find but it could have been washed away) and then to a fort on the tip of another island. We performed a VFR arrival and straight-in at Downtown Mobile airport followed by a VOR circle to the landing runway. Right at a 2 hour sortie. We had free pizza and then Paul flew us back the same way. When we got back we had a short USEM EP covering simple nordo (no radio) in the weather. We had our first two nav checkrides go today and they received a 4G and 4G. Great way to start. I’ve got a low level scheduled over in the TN mountains tomorrow.

3 Oct 06 (Day 227)

Good news. I’m scheduled to get back started with this flying thing. I’m scheduled for Thursday and Friday and I expect to be flying near daily until graduation. We took our EPQ and the Lord blessed me with a 100%. 

2 Oct 06 (Day 226)

For half the class, this week is full steam ahead getting ready for the 7 plus Nav checks at the end of this week. I’m in the second half and I’m not scheduled to fly this week. There’s just not enough IPs. I worked on my low level chart for 4 hours last night and about 3-4 this morning and finished it. You are required to hand drawn the chart for your checkride low level. I’m heading up the shadow box effort and I picked up the hero shots and class picture from the graduation office today (see below). I also included pics of my low level chart. The base arts & crafts shop laminates them for $2.

The red circles are towers we have to avoid and the blue circles are airfields. The black outer lines are the route corridor with the particular route I’ll fly being the center line with timing marks. The one column table with a triangle on top are called doghouses and they contain heading, distance, and timing information for that leg.

This is the back of the chart and it includes route corridor description, hazards, form 70, legend and route brief.

Great looking 07-02

30 Sep 06

FAA Certification

This was, of course, not official USAF duty but more personal. We met at 0800 and 31 people from 07-01 and 07-02 took the class put together and offered through one of our LSI instructors. We first filled out our FAA application for our commercial, instrument, multi-engine and Beachjet 400 type rating. We had class from 0800-1100 covering FAA questions and information that was different from normal stuff we learned in our military training. We then went to a FAA representative to get our application reviewed and ensure we were ready for the test. After lunch, we went the testing center which was composed of three computers at the Lowdnes County airport (local). Some people were done are 1300 and I was near the end and finished around 1600. Everyone passed, as expected, and I made a 96%. I missed two and I have no idea which ones. The test is 50 multiple choice questions (a/b/c) and you need a 70% to pass. I highly recommend getting this at the price of $215 while you are in SUPT as you never know when you may need it. Upon graduation, I’ll mail off my application and will receive my certificate afterwards.

28-29 Sep 06 (Day 224-5)

I didn’t fly or sim yesterday or today. Yesterday we had a wing photo at 0830. At 1430ish we had a USEM event which revolved around Nav GK. This morning, we came in at 0900 to have a pubs page count which means you actually go page by page through both volumes of publications to ensure you the most up-to-date stuff. Apparently, two people hooked checkrides for having old stuff and since we are coming up on checkrides our IPs figured it would help us out. Afterwards we had a thorough grade book check. The first of the fiscal year starts on Monday so flying should pick up.

27 Sep 06 (Day 223)

Today, Scott (SRO) and I had our last navigation sim. In this last sim you actually choose and fly your own profile. I chose to fly to Mobile, AL (an option for my Nav checkride). I flew first and it wasn’t one of my best rides although the grades were good. I flew a single engine ILS and just to let you know the sim is horrible at creating this condition and it doesn’t fly at all like the real aircraft. Then I flew a Tacan approach followed by a GPS. The sim was pretty short and afterwards Scott flew us to Gulfport, MS. After this our class had #16 of 22 EPQ and 15 of 16 people were blessed with a 100%, including myself. Today, 07-01 got the list of assignments for all bases (Vance, Laughlin, and here). From the list of aircraft given on that assignment cycle, each student fills out a dream sheet from the master list (all bases). Each class from each base gets a list for their particular class and after the dream sheets are turned in the the flight commanders may switch aircraft between the bases. I hope I explained that clearly. Below is the drop for all T-1 07-01 students (minus out Guard and Reserve students who already know their planes and assignments). I did notice no C-130s and a good many C-17s. I’m glad the Lord is in control and he will send us where he needs us!

26 Sep 06 (Day 222)

Today turned out to be a great day. I wasn’t sure what to expect as I was suppose to fly with the squadron commander and he was giving the Maj who was the actual IP a checkride (on his instructor abilities). The Maj went DNIF and the commander and I flew. We flew a local flight that ended up being 2.5 hours. Some jets canceled this morning and they needed more hours to settle the end of fiscal year account. We flew down to Monroe (just like yesterday) and I did two approaches a VOR and a no-gryo ASR single approach to a single engine missed approach. Busy couple of approaches before I got my VFR point to point from Monroe to Jackson, MS (Guard C-17 unit). That was painless and the visibility outside was nearly 100 miles (literally). After my VFR arrival and straight in we picked up an IFR clearance and flew back to Columbus for a low altitude ILS (after a fix to fix and holding). He went over how to file your VFR clearance and how to pick back up an IFR clearance as well. EPs covered included loss of steering on the ground and during landing rollout and then a blown tire on takeoff. He was easy to fly with and it was a confidence booster.

25 Sep 06 (Day 221)

No EPQ today because they are reserving that fun for later this week, Weds thru Fri, when we are having no-fly days to get all the flying hours/operations money accounted for at the end of the fiscal year (ending this weekend). I flew with Vic from my class on an out-and-back low level (IR 70 - instrument route). Flying second always helps and today I did. Vic flew the departure and IR 70 which lasted 35 minutes and then to Monroe, LA. I took off and flew the fix-to-fix to the route entry and flew the same low level. Today I had to apply the correction formulas for arriving at a point early and being off route centerline so that was good to see. I didn’t miss any radio calls like last time. I had to push up the speed (above normal 250 knots) to get back in a 1.6 hour flight and I flew the contact approach (visual approach for center runway). A good flight. I also discovered from the scheduling board that I’m scheduled to fly a flight with the squadron commander and another major tomorrow.

21-22 Sep 06 (Day 219-220)

Thursday I didn’t fly but came in the afternoon to plan a VFR point-to-point (two required in the second block of Navigation rides) from Chattanooga to Knoxville, TN. Friday was a mess to say the least. I came in around 0645 for our 0818 brief for a 1018 takeoff. The weather in the entire southeast wasn’t looking so good but we tried the TN route. We also saw gusty winds but still down the runway versus a crosswind (which limits us to 15 knots crosswind wet). We took off and got to Chattanooga and the controller was busy and told us to enter holding and wait almost 25 minutes so obviously we abandon the VFR point-to-point for Sandy and went directly to Knoxville. Near Chattanooga was the darkest (besides at night) I have ever seen the cockpit due to the gray stuff we were flying through. We would dodge the red & magenta color cells (high intensity) on our weather radar and aim for the green (precipitous clouds). When we got to Knoxville Sandy eventually got 4 approaches and we landed in the rain. Aircraft parking was pretty filled with people flying their planes in for the University of Tenn game. We wanted to quick turn the time on the ground so we could get home at a reasonable time to get the weekend started. We ate at Subway and they I briefed up what I wanted to do on the way home. We did the preflight in the rain and then went to start the engines. We started the engine sequence and when I went to start the #2 (right) engine nothing happened. No power drain, no engine rotation at all. We tried about 5 more times and nothing, no popped circuit breakers and nothing we could see from the operator perspective. No T-1s were in the area to take us home that had extra seats in the back so...we rented a car from Avis and drove 6 hours back home on a Friday night! So my preparation last night for the flight and for the VFR point-to-point was not used and I didn’t complete any mission. That is the way it sometimes goes. Small fun thing; right after we broke a B-17 from WWII was on display and they let me tour it for free. It was very interesting as I walked through it and saw how far aircraft have come in 6 decades. 

Our jet getting towed off the active parking ramp after breaking

B-17 from WWII

Nose art of the past

A few of the many guns on the B-17

Although they added GPS in the center console, it is amazing to see a cockpit from 1945 (WWII)

20 Sep 06 (Day 218)

This morning started out with a raccoon tearing up my garage (ran in last night before I closed the door) and leaving droppings everywhere. Anyways, I came in around 0645 for our 0706 (2.5 hour brief versus 2.0 for normal navigation rides). There is significant more information to brief such as the entry and exit points and characteristics of each turn points (normally around 6-10). In addition, you brief good update points that aren’t necessarily a turn point. You have to make your entry time +/- 4 minutes which necessitates a precise takeoff. So we taxied a little early and then sat in the hammerhead (parking lot for airplanes) and asked for a controlled takeoff giving the tower our desired takeoff time. I flew first today and I flew the departure to a navaid and then did a fix-to-fix to the entry point (as required on checkride). It is good to remember that you can navigate VFR sooner than you think (out of clouds and looking ground landmarks). Your time is filled with accomplishing checklists and getting prepared to enter your low level, i.e. ensuring you will hit the entry point +/- 4 minutes - control with speed and secondly with holding if necessarily. I got a little focused on finding the entry point (some random town) and forgot my initial route entry call, but remembered shortly thereafter. It was easier than you think to find towers, small lakes, bridges as you navigate. We fly 500 AGL normally and we set our avionics to alert us if we duck under this altitude. You climb 500’ above towers within 2 miles and then with a 2k’ horizontal radius once you see the tower. Today our low level portion was 42:28 and my total flight was 1.6. We exited the low level and tried and finally picked up our IFR clearance to Montgomery, AL where we full stopped after a visual arrival and straight-in. While we were going to and from the Subway in the terminal we saw a slick (normal cargo) and spec op (special operations) C-130s in the pattern. They looked very cool but also pretty slow. After lunch Sandy flew the same route and back to Columbus. A T-1 had a birdstrike that simply smeared on the windshield with no structural damage while we were returning to base. We were scheduled for a USEM event after flying so after waiting around for an hour or so after our flight, we were truly surprised with a random no-notice navigation GK quiz. I believe it went pretty well and I missed one part of one question ( it was fill in the blank and true/false). After that it was time to go home. Tomorrow I’m not scheduled to fly or sim.

18-19 Sep 06 (Day 216-7)

Monday was pretty benign as I didn’t fly or sim or have to go in. I simply studied and prepared at home. Today I went in around 1400 to be there for the EPQ that was being given after flying. I also was put on the schedule for Wednesday for my first home station low level (first was on cross country). We had the EPQ and the Lord blessed me with a 100%. It was finalized and Sandy and I planned our low level for VR 1031 which is controlled by Meridian NAS (Navy). Every low level route is controlled by somebody wether it be the 50th (38s) or us or by the Navy south of here. During low levels the IP flies the duration from the right seat. You are tasked with all radio calls, checklists and directions. Basically you are a navigator. Low levels incorporate two new checklists, entry and exit. There are IR (instrument route - ATC monitors your squawk code), VR (visual route need better weather and you have less input from ATC) and SR ( slow route were you fly obviously slower around 210 vs 240 for VR/IR). 

15 Sep 06 (Day 215)

Today I came in at 0730 for a 0800 brief for an 0915 sim: #5 of 6 Nav sims. This was the ICAO (International Civil Aviation Organization) sim where we experience flying approaches of foreign countries. ICAO standards are a set of general rules that all countries should try to follow in creating and maintaining airspace and approaches. There are a few minor differences that you need to be aware of. Basically, the USA has an outstanding FAA and airspace structure aimed at keeping us safe. Other countries I may fly into require more pilot judgment in place of poor approaches and airspace control. Near the end of SUPT several of the LSI instructors (sims) offer a Saturday class that helps you obtain you commercial type 1 & 2 at the completion of your training. We’re having the class on Sep 30 and the cost per person is $215 for the class, test and application. Here is the advertisement. I highly advise getting this even if you think you won’t need it. 

After the sim, I had the afternoon off before I went to 06-15’s Assignment Night. Now only one more class until our class has assignment night (07-01). Our class finally had our dollar ride ( & team ride too) at Clint’s house. IPs come as well as students to have one of a few social occasions where IPs and students relax.

06-15 Assignment Night Drop

14 Sep 06 (Day 214)

TEAM RIDE

We all met at 0945 for members going on team rides today and there were 6 jets in all, 5 for students and 1 for the IP mothership. We all planned the short 1.6 hour flight which would start here and end up at, guess where, North Regional Fayetteville, AR where I’ve been multiple times. Planning didn’t take that long so I actually spent some of that time prepping for my sim tomorrow morning. It was very weird not having an IP directing us around so it was nice. Our meeting at 0945 basically briefed us on the weather, route of flight and dos and don’ts for a team ride. A team ride is defined as when two students sit in the left and right seat. God blessed us with a beautiful day. We took off around 1300. Our call signs were “Cat Paw 1-5” respectively. We were Cat Paw 4. Cat Paw 3 stepped to a spare so they took off last. The mothership took off first and went ahead to the base where we were all landing at. All ships were on a common frequency for any problems, etc. Kelly flew us first and had a pretty uneventful ride. We flew a 1.6 ending with vectors to a single straight-in - pretty low difficulty. One IP monitors the landings from the tower and the other monitors the common frequency on the radio in their jet. This may seem like overkill but they just recently started letting us do team rides after some crazy stuff happened in the past. The good rumor is that two students put the plane on autopilot and both got out to take a picture which they posted on their website - pretty dumb plan. The other issue that was rumored to have stopped team rides was that the plane having trim problems in the past and they were worried about students having EPs with this as it can become hard to control the plane when you have runaway trim. Anyways, we had our traditional barbecue there. A few people tried to sneak off a “meow” (pretty corny I know) on the radios. Kelly did the ground ops and I flew us back home. Shortly after takeoff, the controller altered our flight plan back home and shortly after changing our route of flight, we got a “Traffic, Traffic” warning from our TCAS (traffic collision avoidance system). We started to look for the nearby traffic that could be a hazard. All the sudden it turned red and we received a TCAS command to deviate from our clearance altitude to avoid a hazard. It gives you a ft/min change to perform to become clear of the conflict so I complied. Kelly found the traffic - it was a commercial airliner descending through our flight path. That raised the hair on my neck and we got back to our clearance and took care of things. I finished our flight back and flew vectors to an ILS to end our flight. It was a pretty straight forward simple flight but it was great to take a million dollar jet up in the air by ourselves. 

The blue bag up front is the publications bag that we are required to take on every flight. It contains approach plates, sectionals, low charts (airways up to 18k’), high charts (18-45k’), etc.)

An absolute beautiful day!

Six of us in all, three gray jets up front and three white in the back.

Kelly doing the walkaround before I flew us back home.

The GPUs (ground power units) with the gray jets. They help with cooling down the jet and getting engines started.

13 Sep 06 (Day 213)

SUPT ACADEMIC COMPLETE

That’s right we had our last academic sessions (non-testable) today starting at 1200 covering introduction to our Mission Familiarization Block of training. This block gives an intro into aerial refueling, airdrop and formation. It seems a little ahead of schedule but with the slowdown in flying at the end of the fiscal year, we have time. After that we had a standup that covered a bird strike in an engine causing a fire on a low level route. You climb to the route abort altitude and stay clear of clouds until you get a clearance form ATC (air traffic control) and land at the nearest suitable base. Tomorrow is our team ride so I’m definitely excited to take a T-1 out without an IP - details tomorrow.

12 Sep 06 (Day 212)

I came in this morning around 1030 for our #15 of 22 EPQ. I woke up early this morning to study as last night we got in late. A few tricky questions but the Lord blessed me with a 100%. I was finishing up a gradebook update and getting ready to leave when the assistant flight command asked/told me that I was flying a copilot ride for my classmate Paul so he could fly the backhalf at night since we are on late weeks and squadron chocks (end of flying) was at 2200. I grabbed a quick lunch and learned that we were flying to Scott AFB, IL with a drop in in Millington, TN. On the preflight inspection of the aircraft, my IP found a stuck switch on the landing gear that would have caused us to get a bad indication on gear retraction - good catch as that would have prevented our continued flight today. There were some pretty bad storms so we were delayed on our departure but it was mostly clear for the rest of our trip. I flew as copilot out to Millington for a visual straight-in and then I got a 30 flap pattern before we departed for Scott for a GPS followed by a few patterns for a 1.9 (hour). It is pretty cool that I ate lunch in MS and had dinner in IL. We stopped outside St Louis and had dinner in a small town outside the base. After Paul flew us back, we landed at about 1000 and I was finished just before 1030 so a nice 12 hour day - and unexpected due to being put in a copilot ride.

11 Sep 06 (Day 211)

I was scheduled to fly with another classmate so that both Kelly and I could fly the second parts of our mission to finish up our night time. My partner and I preliminarily planned for Robins AFB, GA to Savannah, GA yesterday and the weather was still good this morning. My partner went DNIF just before 1000, when we were going to mission plan, so a member of another class was put in to fly with me, so after two other attempts to find a new partner, a guy from 07-01 class was called back in to fly a copilot ride on the first half. So the first half was a normal Copilot ride for my partner to Robins AFB around 1630 local and landing at Savannah shortly after 1700 local. I never got to see the ocean as visibility was poor due to haze. I flew the sortie back home and got exactly 2.0 hours of nighttime up to 4.0 our requirement in T-1s. I flew a VOR approach to one runway and circled to another and then flew to Robins. I shot another VOR (a published teardrop course) as a single engine and then did a zero flap pattern and landing for currency for our scheduled team ride on Thurs, Sep 14. We flew back home for the ILS to a full stop but we were unable to complete the full procedure due to thunderstorms sitting right on our approach course. As usual, we gave way to the thunderstorms and landed. We got out at 2200 for a full 12 hour day.  On a different note, always a prayer of thanksgiving as we’ve had another Sep 11 pass by without another direct terrorist attack. 

8 Sep 06 (Day 210)

No flying or siming today either. I came in after lunch to study for the EPQ Monday and for the USEM event. It turned out to be just a good bit of Nav GK. We had three teams go on their team sortie today. One crew had an actual EP on the way home. They were beginning to descend through clouds and they turned the anti-ice equipment on and then they got a master warning light with an associated bleed air duct overheat annunciator. This annunciator normally indicates hot engine bleed air is leaking out of the tubing and possibly overheating other components. They pulled out the checklists handled it and then called back to the jet with IPs following the team jets and let them know. Since the EP was resolved and the light went out they simply flew back home as normal. No other big news...

7 Sep 06 (Day 209)

No flying or siming today. I came in after lunch because the flight commander was giving midterm feedbacks for Phase III. This is where the he/she gives you your ranking and recognizes your strengths and weaknesses. My advice still stands from the end of Phase II and that is to be involved to a level where your leadership sees it. Sounds like playing a game but your supervisors/leaders will have a hard time stratifying (ranking) you if they don’t see public teamwork or leadership, etc. Good career advice. Anyways, he also said that our schedule may slow down even more due to the end of the fiscal year. Our sister flight, 07-01, will be getting most all the jets in the next few weeks to ensure they are completed prior to their assignment night/graduation. I heard that the 38 guys are flying about once a week due to similar concerns. The issue is that the squadron/wing runs out of operations money and you simply can’t fly when the money runs out.

6 Sep 06 (Day 208)

Today was my last dreaded EP sim. I met Kelly at 1030 to review the EPs and how to handle them before our 1115 brief for our 1230 sim. Our brief was relatively short and then Kelly started us off. The first part went pretty well (for an EP sim) and I flew the second part. Well, we started off with an engine starting malfunction forcing you to abort the start. We continued and during a cruise check I saw zero oil pressure in the right engine. Well, directed by me the acting aircraft commander, we shut down the engine and landed at the nearest airfield. I felt pretty good and we turned around to the sim IP to get feedback. He said I handled it pretty well but the only thing wrong was a circuit breaker was popped for the indicator making it faulty. So I shut down a good engine and landed at an emergency field. I should have slowed down and used the full dash one procedures (which would have directed me to look at the circuit breaker first). Well, my confidence bubble only went down a little bit. You have to resist getting jumpy in an EP sim. In the end, the most important thing is obviously I learned something - and I did. After the sim we came back to the flightroom for the EPQ. We had plenty of time to study and we finally took it around 1730. Our EPQs now are covering instrument rules (202 & 217 publications) and the quizzes definitely emphasis numbers found in the readings as well, not just rules. Questions involving numbers you either know or don’t know, so be ready. I believe I made around a 95%. We just found out that 4 teams are going on their team sorties on Friday (8th) and Kelly and I are going on next Tuesday. I’ll have more details later but team rides are where you and your partner with no IP fly a jet to an airfield for a single approach and land. After lunch you switch seats and fly back.

5 Sep 06 (Day 207)

I was definitely dragging today after a long weekend. We were scheduled for an out-and-back copilot ride and an EPQ in the afternoon. I had studied for the EPQ but not to the extent that I would have liked. I met Kelly at 0600 to plan for the ride. We originally planned for Louisville, KY then due to weather we made our final plans for Barksdale AFB