Phase II
14 Aug 03 through 20 Jan 2004
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17 Aug 03 24 Aug 03 31 Aug 03
07 Sep 03 14 Sep 03 21 Sep 03 28 Sep 03
05 Oct 03 12 Oct 03 19 Oct 03 26 Oct 03
02 Nov 03 09 Nov 03 16 Nov 03 23 Nov 03 30 Nov 03
07 Dec 03 14 Dec 03 21 Dec 03
17 Aug 03
The first half of this week was spent on our final academic class for Phase I. Although "Basic Instruments" is notorious for having the most test failures, everyone passed! After reviewing the test 3 or 4 times (and changing several answers), I ended up with a 98%. My advice to those starting academics is to shoot for a 100% average. It's definatley an achievable goal if you study the requirements and double check your test answers!
After 37 days of academics, we started the Flight Line on Thursday morning. As expected we were in class for 12 hours. Thursday was a typical first day; the Flight Commander and all the Instructor Pilots yelled at us for things we did wrong and information we didnt know. The basic assumption when you arrive at the flight line is that you know everything about the tweet "youre responsible for ALL information written in each of the pubs issued." The 10 pulications have 100-300 pages of technical information (the normal nose wheel extension is 0.6-1.3 inches, the maximum fuel imbalance during normal flight is 160 lbs but during spins it can't be more than 70 lbs, etc, etc, etc). The main job of Phase II is to teach us how to FLY, not how to read/study. The rest of the day was filled with tours of the squadron, briefings about flight line procedures, and more yelling.
Friday started bright and early at 0445. In between briefings, the Flight Commander and Instructor Pilots yelled at us for things we did wrong and information we didnt know! At 0600 I had my first 2 simulator rides which were very helpful. Before this, I had been practicing emergency procedures, flight maneuvers and inspections on a cardboard poster. It was nice to actually see the guages move, lights change, and hear a response to my radio calls! Each simulator is a fully enclosed T-37 replica, with the ability to move around each axis. For every flight we have in the tweet, we'll have at least one in the simulator. The student always sits in the left seat acting as the pilot in command.
Now that we're on the flight line, our work load has increased 10 fold. Each day we have a boldface/ops limits test, an Emergency Procedure "Stand-Up", and general knowledge questions. Each week we have an Emergency Procedure Quiz (EPQ) with an 85% pass rate. All of these require studying from different chapters in different pubs. Every night we have to prepare a flight plan for our simulator and tweet rides the following day. Add all of these to the academic classes which begin next week and that doesnt leave much free time!
On Monday I have my first ride in the T-37, which is called the dollar ride. Since the student is so clueless, he generally sits there like a deer in the headlights - because of this, a dollar is paid to the instructor for giving a joy ride. The tradition is to decorate your dollar bill with beer labels, patriotic symbols, models in swimsuits, funny pictures, airplanes or whatever you think is appropriate.
Tonight ill be decorating my dollar (preparing for my T-37 ride), practicing Stright-In landings (preparing for my Sim ride), studying General Knowledge and studying for the Stand-up EP. Oh yeah, I also have to do laundry, go to church, do the dishes, clean the house and workout!
I apologize for the random thoughts and lack of order in this journal entry - its hard to explain everything thats happening in a few paragraphs! Hopefully It'll be better next week once we're settled in. Until then - have a great week!
24 Aug 03
Because I've got so much work this weekend, I plan to write a little bit of the journal at a time - hoping to be finished by Sunday night. Right now its Friday night at 1100. I just got home from an 15 hour day, so the only thing on my mind right now is sleep! There's an Air Force regulation which REQUIRES pilots in training to get at least 12 hours of "crew rest" (time away from the squadron) with a minimum of 8 hours un-interrupted sleep. Since we dont have to report until Monday morning, Friday's are usually very long. Even though they're very strict about getting your crew rest, we still push 12 hour days to the max, during the week!
This week was essentially our first week of "flying." I had the opportunity to fly every day, but because of weather, I only went up 4 times. Along with each flight, I had at least one Simulator ride. Each day breaks down somewhat like this - Report Time ranges from 0400 to 0900, after 10 minutes the studs (UPT Students) give a formal weather briefing to the IP's, which covers the current and forecast weather, then the studs give Intel, or Ground Safety briefings depending on the day. The first period runs from 8-12, second period is 12-16, and finally 16-20. Most of the time you're scheduled for one sim in the morning period and a flight in one of afternoon periods. The last period is set aside for studying and/or classes. Each flight and sim requires an hour to prebrief, and an hour to debrief - so the entire sortie lasts over 3.5 hours. I usually get home around 9 o'clock, make dinner, take a shower, then study until midnight, 1 o'clock. I get up the next morning 2 hours before I need to report and study for another hour.
A sortie is the entire part of the flight youre being graded for, which includes emergency procedures, general knowledge of the airplane, flying maneuvers, and both briefs. The stud briefs the IP on what he needs to get accomplished on the upcoming ride (according to his syllabus), how he plans accomplish it and common procedural stuff. After briefing, they go to life support to strap on a 50 pound parachute, and get their helmet. Once gear is tested, they step out to the jet and do an exterior inspection on the airplane. Meanwhile, the weather is 90+ degrees with HIGH humidity, so its miserable. The interior inspection is even worse because you're in a tiny cockpit with a huge magnifying glass over your head, known as the canopy. The air conditioning only works at high speeds and high altitudes, so when we stay in the pattern to practice landins - its scorching hot! However, since this is the hottest part of the year - it can only get better! We're given a demo of each maneuver one day, then graded for it on the next.
As some of you may or may not know, I get motion sickness quite easily. This has proven to be no different in the airplane. On my first three rides I got airsickness, then had to see the flight surgeon to fix the problem. I took some drugs for my flight today and it worked like a charm. Its amazing how much more you can learn when your face isnt buried in a bag! I'll remain on the medication for another couple flights until my body adapts to this new envrionment - then hopefully it'll never happen again!
On Wednesday I got "Stood Up" for the daily EP. Every morning during the formal brief an IP reads, out loud, the beginnigs of an emergency situation. Then, he randomly calls on someone to "Stand-Up" in front of the class and solve the problem. If you get ANYTHING wrong you're sat down, given an Unsat for the day and you arent allowed to fly. Anything wrong includes improper airspeeds, turning the wrong switch, forgetting an important step, etc. Its a very tedious task. To give you an idea, the following is the EP i was given on Wednesday and how I solved the situation...(phrases in CAPITAL letters are what the IP would say, and phrases in "quotations" must be said verbatim)
YOU ARE CALLSIGN, NAIL 80, TAKING OFF ON RUNWAY 13R, AT APPROXIMATELY 600 FEET AND 150 KNOTS, YOU FLY THROUGH A FLOCK OF BIRDS AND HEAR TWO LOUD THUMPS, ALONG WITH THE SOUND OF ENGINES WINDING DOWN - LT HENSCHEL YOU HAVE THE AIRCRAFT. "Sir, I have the aircraft. Im going to maintain aircraft control, analyze the situation/take proper action and land as soon as conditions permit." First off, are there any smoke or fumes in the cockpit? YES THERE ARE "Boldface appliess - Smoke and Fume elimination - Oxygen 100%" I will apply this boldface procedure by placing my left hand in front of the students throttle quadrants (so as not to bump the canopy jettison T-handle) and turn my oxygen regulator to 100%. "Do i get a breath of 100% oxygen?" YES YOU DO "Does my IP also get a breath of 100% Oxygen?" YES HE DOES. Now, "In order to maintain aircraft control" im going to keep my wings level and maintain the correct takeoff pitch attitude which is 1/4 ground and 3/4 sky or 5 degrees nose up on the attitude indicator using my ailerons and rudder as necessary. "Am I able to do this?" YES YOU ARE. Okay, "Now im going to analyze my situation by looking at my hydraulic pressure, fuel shutoff T-handles, down the engine stack and at any other visual indications such as lights, popped circuit breakers and/or total fuel. What do I see?"
At this time, the IP will put a slide on the overhead showing you the aforementioned instruments. It will indicate that you have two engine RPM's winding down, your Fuel Flow is at 100PPH, and your Exhaust Gas Temerature is decreasing.
Sir, what is my current altitude and airspeed after accomplishing the above named items? 600 FEET AND 140 KNOTS "Sir im going to analyze this situation as a two engine failure at low altitude above my ejection minimums." (My personal ejection minimums are 300' AGL and 130 KNOTS minimum) At this time I have no choice but to eject from the aircraft. If time and/or conditions permit, I will point my aircraft in a direction where it will cause the least amount of damage to others. "I will announce bailout, bailout, bailout over the intercomm system to let my IP know that I plan on ejecting." At this time I will zoom the aircraft to a postive climb for good ejection clearance from the airplane. "Boldface applies, Ejection: Handgrips - Raise, Triggers - Squeeze. Sir, do i feel a kick in the pants from the ejection seat?" YES YOU DO. "Sir, I'm going to reach for my lap belt to unstrap it" IT HAS ALREADY BEEN DISCONNECTED "Sir, im going to reach for my Parachute ripcord." ITS ALSO GONE DUE TO THE ZERO SECOND DELAY FEATURE OF THE EJECTION SEAT. "Sir do I feel opening shock from the parachute?" YES YOU DO. At this time ill accomplish my Parachute deployment check - Good canopy? YES YOU HAVE A GOOD CANOPY I will raise my visor, remove and throw away my oxygen mask, and deploy my PFU's if applicable. Sir what is my current altitude? ABOUT 150 FEET OFF THE GROUND Im gonig to Jettison the four lines on my canopy to be able to steer in to the wind - "Am i able to do this?" YES YOU ARE. As i descned towards the ground im going to assume a proper PLF (Parachute Landing Fall) position with feet and knees together, bent slightly with toes pointing down, elbows tucked in and my hands covering the parachute release handles. Once I feel the ground touch my feet, im going to fall to either side depending on the direction of wind. There are five points of contact im looking for, the balls of my feet, the side of my calfs, the side of my thighs, the side of my back and finally my shoulders. YOU HAVE LANDED SAFELY EXCEPT YOUR PARACHUTE BEGINS TO DRAG YOU ACROSS A HIGHWAY I will reach up with both hands open the release buckles and pull the pins, "Sir, am I able to release the canopy?" YES YOU ARE, BUT YOU ARE IN THE MIDDLE OF THE HWY Sir at this time Ill move to an area away from traffic hazards and await for the ambulance and/or rescue crew.
What you just read was one of the easier EP situations. Imagine if he gave me control of the jet while it was 30 miles away, and I had to fly all the way home with an emergency, paying close attention not to miss ANY radio calls or Altitude changes, etc. Also notice that every question I asked had a positive response. It wouldve been alot longer/difficult if I didnt get 100% oxygen after the smokee, if my lap belt didnt automatically disconnect, if my chute had problems, etc, etc, etc. Needless to say there are a ton of different things that can go wrong in addition to the original EP, and of course, each problem has its own set of procedures! If I didnt get off the road once landing, I wouldve gotten HIT BY A CAR, and "SAT-DOWN" for failing to live through the situation. We're required to memorize all the EP solutions and be able to recite them, under pressure, at attention, in front of the entire class! Incidentally, I made it through the entire Stand-up EP on Wednesday without being "SAT-DOWN."
This weekend, I need to prepare for my upcoming flights/Simulators, study for an EPQ, hand in a Boldface & Ops Limit test on Monday, study General knowledge and study each of the new EP situations. I know this weekend is going to cruise by, so Im already looking forward to Labor Day weekend!
31 Aug 03
Monday morning started with an Emergency Procedures simulator. During this simulator the instructor gives you every possible emergency within the span of an hour. Needless to say, an hour feels like 5 minutes when you're constantly fixing problems that range from; two engine failure during takeoff, to complete electrical failure.
Immediately following my simulator I flew for the fifth time and for some reason, I flew terrible. I couldnt stay on course, altitude, or even within my assigned area. When it came time for pattern work, it was just as bad. I was constantly forgetting to clear for other traffic and make radio calls. We were on a new runway, so I was struggling with ground references and to top it all off, I ended up getting airsick! When it came time for the debrief, I was waiting for the instructor to drill me a new one...however it was completely opposite. He thought I flew really well, and was pleased with my progress. He pointed out that even though I was off course or off altitude - as soon as I knew about it I was making corrections. As I spend more time flying in the jet, im constantly aware of more things - therefore I'm noticing more things that are going wrong. As opposed to the first time I flew, I probably had no clue that I was off altidude, or that I was approaching my area boundary! As my situational awareness improves, my flying improves (even though it feels opposite).
My next flight on Tuesday was a short one. After accomplishing all the required checklists, I was lined up on the runway ready to takeoff. I advanced the power to military (100%) and began our takeoff roll. While doing the lineup check Ii noticed that the right engine Fuel Flow indicated 0 PPH, while the other engine was reading normal. I immediately pointed it out to the instructor and performed a real life "Emergency Abort." We aborted the takeoff by putting both throttles to idle and using max braking to stop before the end of the runway. We taxied back to the chocks and requested another aircraft. We only logged two landings with our second plane before it started to get dark. Each sortie has to be at least 1.3 hours to count, so I needed to redo that ride.
My flight was cancelled on Wednesday due to weather, then Thursday I went up for my 6th ride. This was the first ride where I felt like I could solo. The difference between this ride and my last one was incredible. I was maintaining altidue and assigned courses within tolerances, I was doing ops checks, everything! Its funny to see how time changes between flights. On my first ride everything seemed like a blur; there was no way i could accomplish all the checks/radio calls/procedures, etc within the alotted time. Compare that to my last flight, where I had plenty of extra time between each task to relax and check out the scenery! Im slowly becoming more efficient!
I know that most of you dont want to hear about my airsickness problem; however it may be useful for other pilots encountering the same thing. After the flight surgeon put me on drugs for three flights, I still became airsick. Therefore plan B goes like this: Starting on Tuesday morning, I fly on the first jet of the day then immediately report to aerospace physiology. They spin me in the Barany Chair, then send me home to crash (apparently its physically draining). I do this for three days straight (fly first thing, then spin in the chair right after) then I should be cured! I've heard horror stories about "the chair" being three days of living hell. However, If I never have to worry about getting sick again, three days is nothing! I'll fill you in on the Barany Chair details next weekend.
On a side note, everyone has been very supportive and more than willing to help. The guys in my flight are all pulling for me to get over this hurdle. I gave a "Ground Safety" briefing on motion sickness and the proper vomitting procedures! Becasue of all this, my nickname is Stan (the kid from SouthPark who always pukes on his girlfriend)! So, as you can see Its actually become a running joke!
I hope everyone enjoyed their long weekend! Mine was spent relaxing, sleeping, BBQ'ing, watching football, golfing, going to gym, basically anything but flying! However, the last night of the weekend is used to get back into the mindset. Have a good week - remember its only four days!
07 Sep 03
Hello, once again! With the four day week and my flying schedule, It seems like yesterday when I wrote the last journal entry. Today I went golfing, then had some people over for spaghetti, (I had an awesome sauce recipe -thanks MOM) beer and college football. Tonight, the Squadron Commander called ALL of us in for an emergency meeting. It turns out that one of the UPT studs had an "alcohol related incident" ending in the Starkville jail last night. Because of this, the entire squadron suffers the following consequences: 1130 curfew on Friday and Saturday nights, with an 800 curfew on Sundays, and no alcohol allowed anywhere in the squadron! This type of thing happens all the time and it blows my mind. We're given an incredible ONE TIME ONLY opportunity, why would anyone throw it away by getting in a bar fight, drinking and driving (DUI), etc, etc, etc?
On a lighter note - I havent gotten airsick on my last three flights! My flight commander has me flying as much as possible to get used the flight environment and over this hurdle. I flew every day this week and also spun in the Barany Chair on Tuesday, Wednesday and Thursday. "The Chair" breaks down like this: the first time you arrive to spin they talk with you about eating habits, hydration, breathing techniques, and other things to aid in preventing motion sickness. Once in the chair, you spin for 10 minutes at a time while performing different tasks including: head movements, reading checklists, picture recognition, and single point focusing. The first and third day requires two spins, while the second day has three spins. The point of the program is to recognize "that feeling" in your stomach and figure out which method returns you to normal.
After only seven flights in the T-37, I began spin training on Tuesday! The instructor demonstarted one spin prevent and one spin recovery, before giving me control for the next one! Setup - first off we're required to be 18,000' above the ground and 8000' above the clouds, because of structural limits we CANNOT have more than 1400 lbs of total fuel onboard and/or a 70 pound imbalance between wing tanks. The spin is entered like this: using 90% throttle we bring the plane into a 70 degree nose high pitch attitude with a 30 degree turn, as the plane slows down and begins to enter a stall we cut the power, and add full rudder in either direction. Each spin (depending on direction of the rotation and control placement) has specific characteristics. For example, the spin I entered into on Tuesday looked like this: the nose remained constantly below the horizon (45 degrees nose low; diving towards the ground), spinning right at a rate of 3 seconds per turn (120 degrees per second), and I was losing 550 feet of altitude per turn. There are specific steps used to recover from a stall which I wont bore you with but, if you perform a step incorrectly bad things will happen - like entering an inverted spin which causes all sorts of other problems!
At this point Ive flown with 3 different instructor pilots, each of them having a completely different style. One IP doesnt say a word and requires you to do everything. He'll let you make mistakes to see if you correct them - if not, he takes the jet once it becomes unsafe. Unfortunately, he doesnt tell you what went wrong, so you need to figure it out for yourself. The other IP tells you how badly you are at everything; slow at this, wrong technique for this, bad radio call, etc, etc. The third guy says you're way ahead of the game, ready to solo, and that you're "blessed with the ability to fly." Im learning a ton of different things from each instructor, but not sure where Im at compared to where Im supposed to be - especially since each IP has a different opinion of my flying!?! Im sure its part of the "game" so i'll keep my nose to grindstone and continue to work hard!
After a month on the "late report" time(8-10 in the morning until around 8-10 at night), we start "early report" this Monday (3-5 in the morning until around 3-5 at night)! Enjoy sleeping-in while you can! Have a great week...
14 Sep 03
This was an exciting week for a lot of people in my flight. After 3 weeks of flying the tweet, we began to solo. The syllabus is very structured, so everyone solo's on the 12th ride. A number of things are required before this can occur - all the prereq simulators have to be passed and up to a certain grade, all academics have to be above an 85%, all flying maneuvers must be at a certain level, etc, etc, etc. Because of my airsickness episodes, ive flown alot more than some of my classmates. Therefore, I was the second person to solo in my flight! It was a blast - I couldnt be happier doing anything else! Because of certain events, I only got 4 landings in 20 minutes (some people flew for an hour). There was an emergency on the center runway, so I had special hold instructions. I ended up waiting on the taxiway for several minutes before being cleared for takeoff. This is how much the Air Force trusts us: while I was up, there was 4 other guys on their initial solo, 2 others on their second solos, a couple formation guys in the pattern and several others; totaling 12 aircraft within a mile radius!
There are several traditions associated with your "initial solo" in the Air Force. An IP goes up with you right beforehand to ensure you're having a good flying day...then after landing he switches nametags with you (its bad luck to fly without a pair of wings). Then you perform all the checks, make all the radio calls, and fly the jet by yourself, for the first time! The next tradition involves a cat and mouse game between you and your classmates - if you can make it back to the flight room without being caught they each owe you a 12 pack of beverages. I had a clever IP who assisted me in returning to the flight room without being caught! After landing, I met him in a mechanic warehouse. I changed clothes, put on a hat and sunglasses, then carried two large boxes through the squadron, I walked right past two of my good friends and right into the flight room! Needless to say everyone was impressed with my effort, but mad that they lost the "12-pack bet." Tradition #3 involves being thrown/dunked in the class water tank. Our class added a twist to this by throwing people into a huge mud puddle beforehand! Tradition #4 requires you to bring the IP who soloed you out, a liqour bottle of his choice. Finally, after all the class has soloed, we have a solo party. This is where the IP's hand out class patches along with callsigns/nicknames based on funny stories or other sterotypes. As you can see this is a huge event...and for me one of the few times I'll solo an Air Force jet! (The KC-135 has a minimum 3 person crew)
This week we also started our second round of Academic classes. The first class of the block is Advanced Instruments. The objective of this course is to teach us how to take-off, navigate, and land in ZERO visibility conditions. I've had one sim ride associated with it and have to say, Im fascinated by it. Relying soley on navigation instruments to take you from one place on the earth to the other - without ever looking outside! I can already tell im going to enjoy that part of flying!
This next topic proves that occasionally we have fun during pilot training. Besides the IP's sarcastic comments, and humorous ground safety briefings, we have "Friday Festivities." Throughout the week, studs accumulate "bones" (worth 25 cents) for everything they do wrong (i.e. making wrong radio calls, losing your military bearing, having an incorrect entry in your gradebook, etc, etc, etc). During friday festivities, we play games associated with the bones. This last week I had 55 bones ($13.75) to "work off!" Most of the time our flight rolls dice with each roll having a consequence - good or bad. For example if you roll an 8, all your bones are eliminated - if you roll a 7 you can pass the bones on to another student - if you roll a 4 you have to bring donuts, or a case of beverages for the flight - if you roll a 12 your bones double - rolling a 6 is "fear factor" - rolling a 3 splits your bones in half, etc. Whatever money you end up paying, goes into the class fund for a graduation party. Needless to say, this is a great time to hang out with your classmates and IP's without worrying about flying the next day! Incidentally, I rolled a 4 (12 pack of gatorade) and a 3 (1/2 bones, so I only had to pay $7.00)
If you havent seen it, check out my new "Pictures" link located on the main page. I have a few solo pics, and will update more as I continue through the program. Thanks for reading - until next time!
21 Sep 03
The "firehouse affect" has offically begun! In case you havent heard the term before - the UPT program force feeds us with a TON of information and different tasks that we're required to sort through, memorize, retain, and recite the following day. Everything's cumulative and starting to build really fast! Because of this, my entry this weekend will be short and sweet. Im currently in the Intro to Aerobatics block of training. Im required to know the procedures to fly a Loop (self explanitory), Aileron roll (rolling the wings 360 degrees) and Split S (roll inverted and pull the nose to the ground). During a loop you're supposed to maintain a 4G pull throughout the maneuver - on Thursday I was 10 knots fast at the top of loop and therefore had to pull 6G's to recover to our starting altitude! So, that was pretty exciting. To put that number in perspective, I "felt" 1020 pounds of pressure on my body (multiply your weight times six).
Every day this week I had at least one flight in the jet with an Instument sim or Advanced Instrument(AI) class. On Monday I flew with an IP in the morning then flew my second solo that afternoon (flying twice a day is called "double turning"), after that we had a 2 hour AI class! We had two tests on Thursday with a 2 hour AI test review on Friday. Becasue i've been flying so much, Im scheduled to take my first checkride on Tuesday. I'll be one of the first people in my class to experience the pain. The average class has a 50% pass rate for the first checkride - apparently its pretty stressfull. Ill fill in the details about checkrides next week. From what I've heard, we're graded on every maneauver learned up to this point, to include acrobatics.
As you can see ive had a ton of stuff to study and prepare for this weekend. Our Advanced Instruments test is Monday afternoon, we have a Boldface/Ops Limits test Monday morning, Im due for the daily Emergency Procedure "stand-up," my checkride is on Tuesday, I have to give a Warrior briefing on Wednesday, and I also start Advanced Acrobatics on my first flight after checking. Whew! Wish me luck! Have a fast week.
28 Sep 03
This week was the typical rollar coaster week. I got stood up first thing Monday morning for the EP and solved the situation with no problems. Then the weather rolled in, and cancelled my flight. Because of this, my checkride got pushed back a day. Monday afternoon I got a 100% on the Advanced Instruments Test. On Tuesday I ended up flying so bad that the IP had no choice but to fail me. Once again, my checkride got pushed back. Since this was the ride before "checking," I had a chance to do it over again the next day. My flight on Wednesday turned out to be the best flight ive had so far in pilot training! This was the perfect preperation for Thursday morning. Finally it arrived and I ended up passing my Checkride! This was a huge weight lifted off my shoulders, and one less thing i had to worry about this weekend.
Before I get to the checkride, Ill talk about the grading system and how I failed my ride on Tuesday. We're graded for EVERY maneauver learned in pilot training and required to have each of these maneuvers up to a specific minimum (1/NG=No Grade, 2/U=Unsat, 3/F=Fair, 4/G=Good, 5/E=Excellent). For example, on the first couple rides "power-on stalls" had to be at least a 2 - now its required to be at least a 4. At this point in training, if any one of your maneuvers is graded as a 2/U, the entire ride is considered unsat regardless of other grades. There are several nicknames for getting a U; the most common is "Hook." So, instead of getting an unsat; I hooked my ride on Tuesday because of "area orientation" (I went outside the boundries of my assigned area on more than one occasion).
There are 4 checkrides in the T-37 program: Midphase, Final Contact, Navigation, and Instruments. Each one is designed to check your knowledge on the respective training blocks. The night before, you're given the name of your Check IP and a profile. This profile gives each maneuver that must be graded (all of them to at least a 5/E), so plan accordingly. The IP is basically along for the ride to see if you can safely fly the airplane. My overall score was an 11 downgrade Good or 11G. Therefore, 11 maneuvers were downgraded from an excellent to a Good, and the overall flight was Good. Afterwards, the IP asks Emergency Procedure, and general knowledge questions dealing with the tweet. Again, if anything is downgraded to an Unsat, the entire flight is Hooked!
Next week I'm starting advanced aerobatics! So, from now on I'll be graded on the following items every flight: Mission, Ground Ops, Takeoff, Departure, Basic Aircraft Control, G-Awareness, Power-On Stalls, Traffic Pattern L/R, Slow Flight, Spin Prevent, Spin Recovery, Inverted Recovery, Nose HI/LO recovery, Aileron Roll, Barrel roll, Chandelle, Cloverleaf, Cuban Eight, Immelmann, Lazy Eight, Loop, Split S, Inflight Planning, Letdown/Traffic, Breadkout/Reentry, Normal Pattern L/R, Normal Straight-in, Normal Landing, Single Engine Pattern/Landing, No Flap Pattern/Landing, Go around, Closed Pattern, Clearing, Inflight Checks, Communication, Risk, Situational Awareness, Emergency Procedures, General Knowledge, and Special Syllabus.
We have a three day weekend because of fiscal year issues, so Im enjoying the extra time off - Golfing, Football, Waterskiing, etc! Until next weekend - always have fun!
05 Oct 03
This was a short week with not much going on, so my journal entry will be quick and painless! Each fiscal year the Air Force is given a certain number of flying hours and because of this, the schedule is very strict. Towards the end of the year, hours usually run low so flying grinds to halt. However, once October 1st rolls around things get back to normal!
Wednesday morning I had 2 hours of Academics, a flight in the morning with an IP, then I soloed that afternoon. Thursday I had more academics, an Emergency Procedure Simulator, and another flight. Finally, on Friday I had a Navigation Test review first thing, then flew in the morning with an IP, soloed that afternoon, and took an EPQ - Incidentally, we didnt get released from the flight room until 1030PM. Each week we have an Emergency Procedures Quiz (EPQ) which is 20 questions based on aircraft emergencies and general knowledge with an 85% pass rate.
After passing the first checkride, we're allowed to solo out to the area and work on aerobatics. Its a pretty good feeling when you strap into an Air Force jet by yourself, take off, get ATC clearance, fly out to an assigned MOA (military operating area), perform a dozen aerobatics (which have only been demonstrated once), return to base, fly several touch and go's, then taxi back to the chocks, fill out all the appropiate paperwork, and debrief your mission.
In three days I flew 5 times, had 8 hours of acadmemics, an EP sim, and an EPQ! I guess alot DID happen this week. I've been in Columbus now for 100 days but it only seems like a few weeks - so, keeping busy is a good thing. Monday I have a Nav test, an Instrument Sim, and a flight. It seems like its never ending but I love every minute of it! Enjoy your weekend.
12 Oct 03
Im really busy this weekend and dont have time to write a detailed entry. The weather was a huge factor this week, causing several of my flights to cancel. On the weather days we're usually given sim rides, more academics, study time, or a 4 hour shift in the RSU (Runway Supervisor Unit).
There is one RSU for each of the 3 Runway's at Columbus AFB. The "box" is basically a small control tower which supervises traffic in each respective pattern. There are four people in the box anytime planes are airborne; the Controller (main guy in charge of all aircraft in the pattern as well as all radio transmissions), the Observer (double checks the controller and keeps track of pattern priority), the spotter (checks to make sure aircraft are configured on final and departure positions), and the recorder (keeps tabs on all aircraft position, takeoff time, fuel on board, tail number and callsign). The controller and Observer are both Instructor Pilots while the other two are studs.
This week I was trained to become a spotter - so I basically spent four hours looking through binoculars! Heres an example: An aircraft on Closed Downwind rolling into the perch calls "Cujo 35, Gear Down, Single Engine, Full Stop." I check to make sure all three of his landing gear are down, he has 50% flaps (instead of 100% because hes in a Single Engine Maneuver), and that he's not using Speed brake until landing is assured. Once confirming all this, report it to the Controller saying "aircraft on final is Gear Down, Single Engine, Full stop." For each different type of pattern, there's a different setup for landing - so I need to know what the aircraft intentions are and the corresponding configuration. Its amazing to think about the responsibility given to IP's and students in these situations - 2 pilots and 2 studs acting as FAA licensed, Air Traffic Controllers! Needless to say, it gets pretty intense in the RSU when 12 aircraft in the pattern are all requesting different things!
I flew 4 times this week - soloed twice, had a few sims, several hours of academics, our Navigation Final Exam (one wrong 95%), and an EPQ. Our last class in the Phase II starts next week - Mission Planning.
We have Monday off for Columbus day, and it couldnt have come at a better time. Im set to fly my Final Contact (advanced aerobatics) checkride early this week, so I could definately use the extra study time! Next weekend I should have a ton of stuff to report! Until then, enjoy the leaves changing colors!
19 Oct 03
The most important thing ive learned so far at Pilot Training is that it never gets easier. This week was no exception. Monday morning we started Mission Planning. As the title states, the objective is to plan a mission from start to finish (from fuel calculations, and chart work/navigation, to weather observations and airspace restrictions) - it encompasses the last 4 months of our academic training.
On Thursday I was the first person in our flight to take the "Final Contact." This is the second of four checkrides taken while flying the Tweet. Its similar to the Midphase, except we're required to add 5 of 8 advanced aerobatics into our profile. I had to accomplish a Cloverleaf, Aileron Roll, Cuban 8, Lazy 8, and Split S along with ALL other maneuvers learned over the past 4 months! Recognize a trend? I ended up getting a 6G (6 maneuvers downgraded from an Excellent and a Good flight overall).
Now that ive finished my Final Contact, im opted to fly several different missions. Therefore, everyday I need to prepare for 2 Formation flights, 2 Instrument flights as well as 2 Advanced Instrument sims. In the event that I fly twice a day, I need to be prepared. Im scheduled to fly my first formation ride on Monday, so Ill let you all know how it goes. Wierd as it may sound, im looking forward to flying 3 feet from another airplane at over 200 knots!
One of the tasks given to us during phase I was to design a class patch. It should be a design related to current events, movies, humorous topics or something associated with the class itself. Along with a velcro patch to wear on our flight suit, we're given about 50 stickers to post up all over the base, and eventually all over the world. This is a big deal, because its the only way you can recognize one class from another - the "Grand Theft AERO" class or the "Major League Flying" class, etc. Friday was the first day we were allowed to wear our patch - symbolizing that everyone in our flight had taken their Midphase Checkride! Ill get a copy of our patch and post it on my pics page as soon as possible.
For those of you interested in military aviation and Microsoft Flight Simulator, I found a perfect patch for the T-37. The cockpit controls, operating limits and views are incredibly similar. Its perfect for practicing a mission and would be very helpful for those starting pilot training. the website is www.t37sim.com and worth the cost. Speaking of which, I should fly an instrument ride tonight! Until next week, fly safe.
26 Oct 03
Formation flying is officially the hardest thing ive done in Pilot Training and yet its the most fun. Its a constant battle to keep in position requiring the smallest inputs of all control surfaces. By the time the flights over, Im drenched with sweat and look physically beat. Here's the TV guide explanation of Formation flying: You fly in one of two positions, Lead (01) or Wing (02). Lead's job is to take control of the flight, stay within the assigned area, make all radio calls, and fly a "predictable" jet. The wingman has one job - to do exactly what Lead tells them - and stay there until told otherwise - ALWAYS keeping Lead in sight! Wing can get positioned to the left or right side in the "Fighting Wing" position (1000 feet behind lead), the "Route" position (10 feet to 500 feet off the wingtip of lead), or the "Fingertip" position (3 feet off the wingtip of lead). Each position is used to accomplish different maneuvers - all of which have their own hand signals. So, technically there should NEVER be a readio transmission from one plane to the other.
While flying in fingertip, there are certain visual references that must be used in order to keep the plane in position. Everytime a certain hinge on the wing moves forward, more power is needed - if you cant see the rivets below the pilots helmet, you're too far away, etc, etc, etc. As you can imagine, these references are constantly moving therefore corrections by the wingman are ALWAYS being made. Lead gives hand signals for most advanced maneuvers but doesnt say anything for climbs, descents, or turns up to 90 degrees of bank! For the first couple rides we're graded on fingertip, route, change lead, 30-90 degree wing work, break out, echelon turn, lost wingman procedures, fighting postition, straight ahead and turning rejoin, and cross under, along with all the normal stuff like pattern work.
When flying on the outside of a 90 degree turn; Lead is directly below you with the ground below him, its an indescribable feeling. Reacting to another pilot and anticipating the next maneuver is a constant chore. My thought process goes something like this: as we approach the boundary of our area we obviously need to turn, since we're in the west half im assuming Lead will make some type of turning maneuver to the right, depending on what side of the turn im on, (turning radius is different) ill need to adjust the power, since Im being graded on certain turning maneuvers, im anticipating the ones I havent seen yet, all the while maintaining references to stay in fingertip position. Whew!
Every night the scheduler records an automated message for each flight which tells the entire schedule for the next day. It includes when and who we fly with, what time we report in the morning, and whether or not we have academics. The worst part of my day is when I call for the schedule and find out Im not flying. I would trade anything to be up flying - I absolutely love it.
Friday night we had our "solo party." This is where the flight sits around with the IP's to tell humurous flying stories about each other. We had beer and BBQ with all kinds of great food. This is the night the Flight Commander assigns callsigns to each student. Each callsign is surrounded by a story: Soup, Radio, Darkstar, Big Gay Al, Deez, 30 Cent, Ernest goes to UPT, Clay Aiken, Half Baked, Hippo, etc, etc. My callsign is Drago - based on the fact that everyone thinks the Merchant Marine academy was made up by the Russian Government, that i was sent to UPT to steal US information about the Air Force! Drago is also the Russian that Rocky fights - my hair sticks up like his! It was an awesome night to end an awesome week.
02 Nov 03
Where to begin? This was a bad week from the start. I flew three formation flights this week with a couple sim rides. During my flight on Monday, I made the mistake of telling my Instructor Pilot I felt a little nauseous - even though I wasnt "airsick" he hooked me. This led to paperwork, a trip to see the flight surgeon and a missed Instrument Sim. Oh well, now I know better.
For the past two weeks we'd been off "formal release," which means if you didnt have a flying event scheduled for the day, you could go home! A few things happened this week to put us back on formal release, so now we have to stay in the flight room until released by the flight commander (usually after 12 hours). Tuesday morning one of our classmates lied to the Flight Commander 3 times within the span of 5 mintues. As an Officer in the United States Air Force, we're held to higher standards and this was obviously a huge problem. He was given a letter of reprimand (placed in his permenant record), and our entire flight suffered the consequences. The Instructor Pilots seem to play Jekyll and Hyde while training us: sometimes we can BS with them because they act like older brothers - other times they're very strict requiring military courtesy with no tolerance for joking around. A few of us in the flight (myself included) have a hard time knowing when to flip the switch - and that causes problems. I wish they'd choose one or the other and stick with it! Incidentally, If you cant tell what character the IP is playing, you can never go wrong by acting professionally. Now I know better!
EP "Stand up" this week was also a surprise. Two people are given the EP at a time as if we were in formation. Therefore the procedures are somewhat different and cause confusion to those individuals not flying formation yet! If one aircraft in the formation screws up, both people are sat down. Pretty much everyone in the flight was sat down this week - on Wednesday I told my Wingman about the situation over the radio rather then giving hand signals. Now I know better!
For the past 10 weeks, we've had our weekly Emergency Procedure Quiz (EPQ) on Friday afternoon. Therefore everyone studies together for this quiz on Thursday night. This week the EPQ was given on Thursday afternoon, so needless to say none of us were prepared. ALL 15 of us failed to get the minimum score of 85%. Because of this, we were ALL grounded (not allowed to fly) on Friday. This is the worst punishment they could ever give us. We retook the quiz on Friday and all passed. Always be ready for anything - Now I know better!
Granted our flight did some things to warrant the bad week, I also think its part of the syllabus. Everyone had just passed the Final Contact checkride, and were feeling great about flying the tweet. The hardest part of pilot training is supposedly over; so to keep us from relaxing the IP's are turning up the heat. More proof that UPT is 52 weeks, not 50 or even 51 and a half; we are constantly in a battle to finish. Keep your chin up - theres always something to smile about!
09 Nov 03
This was the most physically and mentally draining week we've had yet. I was up at 330 every day to be in the flight room by 430. Immediately after the morning brief we were out the door ready to fly. This didnt leave any time beforehand to prep for the mission, so needless to say we got yelled at from the IP's. After hurrying to get in the jet we waited for sunrise to start the engines (hurry up and wait)! After completing and debriefing the first flight it was only 800 in the morning - makes you realize how much can be done in a single day.
I was scheduled to solo formation three times this week but each was cancelled due to weather. Because of this, I had more dual formation flights, several simulators and Mission Planning academics. The weather for Monday looks decent so hopefully I can get my solo ride. After that, ive only got 4 more rides until yet another Check ride! We have Tuesday off for Veterens Day, so I imagine Ill check early next week. I feel pretty confident about this upcoming ride.
One of our classmates got the boot this week. Ill tell you what I know about the process - hopefully i'll never have to go through it myself. This guy had struggled from day one, failed a few tests during academics, and once on the flightline hooked several rides. He kept repeating the rides that he hooked and eventually made it to the Midphase Checkride. He ended up Hooking that ride and therfore had to have an 88 ride. This is a big picture ride given by another flight commander to see if you're fit to stay in the program. He hooked that ride and went to an 89 ride (BIG BIG picture given by the Squadron Commander). Somehow he hooked that ride, and was grounded. After that, he had several interviews, letters to write, phone calls to make etc. He ended up at the last step - interviewing with the Ops Group and Wing Commander. Unforunately they didnt think he was cut out to be a pilot, so just like that he was done! The worst part about this deal is that he was such a great guy and ALWAYS gave 100%. He was constantly studying, and gave more effort than everyone in the flight - but for some reason he couldnt find his "hands" in the jet. To our fallen comrade - your work effort is an inspiration, GOOD LUCK.
Saturday we had career day/airshow, which was mandatory for everyone. It started bright and early when the different aircraft started to arrive: C-5, KC-135, C-17, B-1, B-52, AC-130, T-6, F-15, F-16, and A-10. Each crew gave a brieing about its mission with all kinds of cool information! For guard and reserve guys, this day is irrelevant because we've already made a "career decision." After the briefings we were allowed to climb around in the different planes - Awesome (if I were active duty Id be happy flying anything - each aircraft has its own benefits)! So, along with the weather, it turned out to be a beautiful day.
Not much else to report so ill recognize a few people - Happy Birthday Mom, Good Luck Jay, Congratulations Scott, and Thanks to everyone else for their support!
16 Nov 03
Formation flying is without a doubt, the best part of UPT! On Monday I started advanced formation which includes several new maneuvers. The first is a cross under - while in fingertip, you slide behind lead and transition from one side to the other. This is pretty easy while flying straight and level, but add 90 degrees of bank and it gets pretty exciting! Another addition was fighting wing - and yes, it IS as cool as it sounds! This is an aerial combat (dog fighting) building block for those aspiring to become fighter pilots. Its basically a complex game of Cat and Mouse. Lead's job is to lose his wingman by ANY means necessary. As wing, you're constantly trying to stay at Lead's six (simulating that youre locked and firing). Because both jets have the same power setting, Lead always has a power advantage. Therfore Wing must calculate different turning circles using lead, lag or pure pusuit angles. Each maneuver must be corrected in the appropriate X,Y or Z dimension. Its awesome!
Friday morning, I finally got my formation solo. The first jet I pre-flighted had a faulty generator/battery on the number 2 engine. I had to coordinate for another airplane while my wingman waited in the chocks. After jumping through the initial hoops, the rest of the ride went off without a hitch! I led formation for the first half, then returned to base on the wing. It was a bitter sweet day because thats the last time ill ever SOLO an Air Force Jet. Oh well, I enjoyed the time I had.
Wednesday I took and passed my last academic test in Phase I - what a relief. Being "Academic Complete" is one of the biggest hurdles on the way to track select. Others include, contact complete (done), sim complete (4 more rides), checkride complete (2 more) and TWEET COMPLETE! Our flight goal is to be completely done before christmas break (pray for good WX).
Another big event this week was the midway performance review. The Flight Commander calls each stud into his office, one at a time and tells them what they need to work on, what they're good at and what the other studs think about them. I'm right in the middle for acadmeic and EPQ scores (I havent failed a test and only missed a handful of questions TOTAL, so im pleased). According to my peers and Instructor Pilot's, I'm always smiling, joking around, and too relaxed. Sometimes this makes me come off like a "smart ass." Even though this wasnt my intent, I need to work on thinking before I talk! Point well taken. And finally, Im proud to say that i'm in the top three for flying skills! Since the only reason Im here is to become a pilot, this was great news. The FltCC said I had really good hands in the jet and will have no problem finishing this program! Overall, Im ranked in the middle third of the class.
Ive got two more formation flights left in this training block. If the weather holds out, I should take my third checkride sometime this week. I can see the light at the end of the tunnel; I imagine it'll be here before i know it! Have a great week.
23 Nov 03
Bad weather cancelled my flights on Monday, Tuesday and Wednesday, so I had gone 5 days without flying. Because of this, I was given an 87 ride which is a free ride used to clean out the cobwebs. Its amazing how rusty you get, especially in formation! I flew twice on Thursday, and double-turned into my checkride on Friday. The formation checkride is given to two students at the same time. An IP flys with each student and grades their performance while flying as Wing AND Lead. As you can imagine its helpful to fly against a guy who knows what he's doing (someone who flys a smooth predictable jet). I got Lucky and ended up flying against a great pilot, with great weather!
The first half of the profile, I flew as Lead. Therefore, I had to coordinate takeoff clearance, pattern restrictions and navigation out to the area. Once established in the area i gave the following profile: Wing Work (60 and 90 degree turns while in fingertip), Echeclon Turn, Turning Rejoin, Straight Ahead Rejoin, Breakout, Practice Lost Wingman, Close Trail, and Extended Trail (all maneuvers have to be flown twice, once on the the right wing and once on the left wing)! After accomplishing all this, we switched leads and I flew the exact same profile while on the wing. After the flight we're given a ground evaluation which includes emergency procedures and general knowledge. I ended up getting a 7 downgrade Good (7 items downgraded from Excellent to Good and a Good flight overall). I was dissapointed with my performance because I made several stupid mistakes; however a kill is is a kill.
Now that I'm finished with Formation I have one block of training left in the the mighty tweet. Instruments is supposedly the hardest block in Phase 2 because you're constantly thinking ahead of the jet, and required to remain flexible with changing weather conditions. We're also required to have the "Instrument Flight Procedures" memorized (400+ pages of pilot jargon). The stuff learned from this book is standard throughout the aviation industry, so its definately worth while. With no prior instrument experience I have a feeling this will be the hardest part of pilot training for me - but im still looking forward to learning something new.
With Thanksgiving on Thursday, we have another short week! Im thankful for having this opportunity, for having good health, and for having a loving family and great friends. Enjoy the Holiday!
30 Nov 03
Even though this was a short week, it was torture! Monday, Tueday and Wednesday I did everything BUT fly. I was assigned RSU spotter for two afternoons, I stood Snacko (the cashier at the squadron snack bar), and I sat duty dog for our Flight (secretary of the flight for answering phones, etc). Im not on the schedule to fly Monday or Tuesday, so it will be 11 days since my last flight - torture! The IP's are grouding me until the other studs finish Formation. How lucky do I have it? The only thing I can complain about is NOT flying!
With all this time off, ive had plenty of time to study. Im about halfway through the instrument study guide and have to say, its pretty intense. Im also in the planning stages of our cross country which will occur the weekend of December 13th. My tentative schedule as of right now is to fly down to Pensacola and stay there Friday night, then up to Charleston for Saturday night, and back to Columbus on Sunday. The objective of this weeekend is to experience flying at different airports and the planning associated with it. Needless to say, im looking forward to this.
Since starting Pilot Training in June, there's been a family at the Catholic church who have taken several pilots under their wing. They've invited us over to their house on several occasions for Sunday Brunch. This week they invited us all over for Thanksgiving Dinner! I cant thank them enough for all the hospitality theyve given me...it makes being away from home that much easier, especially during the holidays. Incidentally, the food and the company was EXCELLENT!
Im searching for things to talk about...if anyone has a request please let me know! Until next time, have a great week!
07 Dec 03
It seems like each week it gets later and later on Sunday before I begin to write my journal. I dont know if its lack of motivation or lack of things to say? I only flew once this week because of bad weather.
There are a couple of weather rules which regulate our flying...1) the ceiling must be at or below the lowest compatible approach Mins (Mimimum Descent Altitude). If the ceiling is lower than 500' at Columbus we cant fly. 2) We must also have an alternate airport with certain weather minimums. If we flew an approach into Columbus but never broke out of the weather, we'd obviously have to land somewhere else. 3) If there is reported icing in the vicinity of Columbus we are also restricted from flying - the tweet engines dont have enough power to support the extra weight! Four days this week, we had at least one of the restrictions listed above.
Shifting gears; the following is a list of things to do in Columbus or the surrounding area. Most of these things ive done myself, others Ive heard about from my classmates. Pensacola is about a 5 hour drive, beaches, clubs, and Navy flight school. New Orleans is also about 5 hours, with Bourbon street, waterfront, french quarter, Colleges, and Saints Football. Biloxi is a gambling town in Southern Mississippi, a few casinos to get your fix. Philidelphia is another town SW of Columbus (2 hours away), with two casinos, live bands, tons of people, and a few blackjack tables! Starkville is a 30 minute ride, Ricks and the Hunt Club, Mississippi State University, and a movie theatre. Birmingham, is another cool town with clubs, a large shopping mall, Imax theatre, and the College. Memphis = Elvis, Beale street and Grizzlies Basketball.
In Columbus there are several great restaurants; an AWESOME Sushi place, Mexican, Catfish, BBQ, and a ton of Buffets!?! There are a few decent bars, CJ's and The Office. I havent seen any parks or outdoor rec facilities to ride bike, rollerblade or go jogging. There are 4 different Golf courses in the vicinty each one having its own niche. There are several Lakes and rivers to go waterskiing however, no place to rent boats. There are 4 or 5 two screen theatres, all of which have uncomfortable seating! An Old Navy, Walmart, and a small shopping center. I assume most people are employed at the Miss University for Women, the Base, the Hospital or in Retail - there isnt much else for work. There's only one Catholic Church, but about a hundred Baptist. I can tell already, im going to miss the snow and the mountains.
Friday was our Flight Commanders last day. His three year tour as an instructor pilot is up, and he's moving on to fly KC-135's in Kansas. I wish him the best of luck and thank him for all the knowledge and leadership he has given me. I wont have a journal entry next week because of my cross counrty. Our new plan is to fly direct to Charleston, stay there for two nights and return. Im sure it will change a dozen times before we leave! And finally, good luck to the studs in 04-11 who will be track selecting on Friday!
14 Dec 03
Cross Country Weekend...off to Chucktown!
21 Dec 03
The last two weeks have been a blur! Starting with the cross country last friday...Because of weather, our plans changed about 20 times before finally settling on our original route to Charleston. We left Columbus on Friday afternoon and stopped in Athens, GA for 15 minutes before continuing to South Carolina. The objective of this trip is for the studs to experience "real world" flying at different bases with different approaches. Im not sure how Charleston compares to other busy airports, but that night it was INTENSE - I have a new found respect for Air Traffic Controllers who control an amazing number of aircraft in such a small amount of airspace!
We spent Friday night in Charleston, downtown at the Mills House. Each time I visit Chucktown it seems like I find something else that I love about it; I highly recommend it if you havent been. Saturday afternoon we flew VFR down the East Coast to Jacksonville, FL. Stopped there for 20 minutes then flew as far west as we could before running into the weather. We spent Saturday night in Tallahassee, and left first thing Sunday morning. We stopped in Pensacola for 30 minutes, and then landed back in Columbus by 1500. The studs are responsible for most of the planning, ALL the flying and coordination for each of the different approaches. This was a huge learning experience, and a view of things to come - the T-1 program is full of cross country flying.
Apparently Ive been taking my weekends for granted, because not having one proved to be painful! It seemed like i was constantly tired and dragging this entire week - it didnt help that we had to report at 0500! I flew first thing on Monday and had my last sim ride that afternoon - SIM COMPLETE! I flew Tuesday, Wednesday, Thursday and had my Instrument Checkride on Friday. My final checkride in Tweets was another success! I ended up getting a 4E, so four maneuvers were downgraded from an excellent to a good and the ride overall was an excellent. With a lot of hard work and a TON of luck, Im finally TWEET COMPLETE! This is such a huge load lifted off my shoulders - I can enjoy my christmas holiday without having to worry about studying or coming back to fly.
We're given 12 days for Christmas break - off on the 23rd and back on the 3rd. As usual, Im looking forward to going home and visiting family. After coming back, ive got 2 weeks before track select so I should have plenty of time to prepare for the T-1. Congratulations to the studs in 04-11 who got T-38s - an incredible accomplishment.
I wish you all a Merry Christmas, and a Happy New Year! God Bless - Next journal entry will be in Phase III on January 18 -