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  1. 6 points
    We've been hitting the whole 10 year ADSO should you join thing pretty hard lately, and while there's some value in that, it's not relevant to those of you who have already started down this path. I enjoy writing and talking about myself so I'll share some stories about the days when you do fly. Maybe that will help your motivation, or maybe not. If you have stories of your own feel free to add them in. I'll start off with one of my favorite missions during my career, which was the multi-purpose range complex in Korea. We spent 9 months on a rotation in Korea as our last hurrah before the unit was reflagged as an Apache unit. Most of our time was spent at "home" near the flag pole but every so often we'd head up for a couple weeks at the range to support whatever ground unit was also training there. I always had a blast. The week would start off with a reposition up there, which was about a forty minute flight if I recall correctly. We'd pack up the trucks who would convoy up with our equipment, then we'd head over to the flight line and get the birds ready to go. Simple cross country flight up with 6 or so birds in formation, and we'd refuel them up at the range and land them in the parking lot. Grab our gear and head to the command post designated for us to drop our stuff off. Sleeping in open bays, our duffel bags and stuff was usually dumped randomly on bunks so you'd have to go find your sh*t then try and finagle the bunk you really wanted. Anyways, the missions up there were live fire so we'd rehearse with the tank unit (or whoever we were supporting) and figure out timelines and all that. Build our paperwork and get ready for the next day's missions. That soaked up most of our initial days at the range. Lots of dead time in between so there was all sorts of tom foolery, throwing rocks, movies, dipping, walking around, working out, etc. Whatever shift you were on determined when you woke up, and we generally did stuff as a team. We'd meet up and head to get some food, then grab our stuff and go to the main command post to receive our briefing for the mission. Then it was preflight time, get our stuff situated in the aircraft, and we'd head back to our own little hut and sit down as a team and discuss our plan. After that we might wait around for a bit, or head to the birds. Get in, run them up, check our radios and equipment, and take off. A quick little circle back to the arming and refuel point to load up on bullets and rockets. Because weight and balance and performance planning was our own responsibility we had a lot of flexibility in how much fuel/ammo we wanted. It was quicker for one of us to get out and help load rockets so we usually did. Once we were loaded we'd take off and link up in the air. Climb up, circle in our holding area and try to get a hold of the ground unit. The left seat pilot in the lead aircraft always talked to the unit we were working for, and they drove the mission. Once we'd get in contact we'd wait for their signal for us to come in and shoot for them. Once we had the word we'd do a quick communication about our tactics and then bomb in on the target. We always had a simulated threat to contend against and that would shape how you flew. Generally it was low and fast, weaving and bobbing through the trees and valley, down the hill, and then a quick climb up to start shooting. The OH-58 did not have flexible weapons, so you had a grease mark on the windshield to aim and shooting was a WW2 style strafing run. You'd shoot, break turn out of the way as your trail aircraft started shooting. Then they'd break off and we'd bob and weave our way around for another attack. Repeat until we needed to get more fuel and ammo. Head back to the FARP, load up, and take back off. This went on for hours and sometimes we'd have lots of time waiting for the ground unit to get set/reset. Missions could be up to 8 hours of flying. By the time we were done and the birds were spinning down it was complete exhaustion. Grab some food, collapse into a camp chair, and watch a movie on the laptop. All the fun of a deployment without anyone shooting back. I really, really miss those days. Here's some random Korea pictures:
  2. 5 points
    My time in Afghanistan was largely uneventful. OH-58s had a reputation with the senior leaders in RC East so we had quite a leash put on us while we were there. Initially we weren't even supposed to deploy with the brigade, but there was a need for us and they quickly called our troop over to assist with security. We never quite figured out what they were afraid of us doing, as the Apaches were out blowing the countryside up left and right, LoL! I spent most of my time on the midnight shift, waking up at 11pm and stumbling my way to the shower trailer to get ready. After that it was a 50 yard walk to the troop command post where I'd grab my gear with the rest of the team and head to the aircraft to preflight and arrange/rearrange our weapons load out (yeah, I carried my ammo/rockets from the FARP and loaded it on the pad). After preflight we'd walk over to the task force command post and receive our briefing, which included our timeline and mission for the day. Then we'd head back to the troop command post (which was a "b-hut", a tiny 2 room plywood building) and conduct our internal briefing. With those briefs combined we'd spend no joke 2+ hours just talking about the day's missions. We were assigned "windows" for our flying to avoid overlapping with other teams. Sometimes we'd take off right away, other times our window was later and we'd just go run up the aircraft to check the systems. How we spent our time in between was up to our air mission commanders, who usually preferred watching movies or the Indian satellite TV that we subscribed to. An interesting point about that is American TVs are not fully compatible with foreign transmissions, and all of our satellite TV was in black and white. We were always ready to run to the aircraft and get off the ground quickly if we needed to respond to something. Once we did take off we almost always started out with a test fire. After killing the sh*t out of a bush or a rock we'd head over for our assigned mission. Lots of circles, looking at random stuff, FARP turns to refuel, more looking at stuff, taking notes, etc. Sometimes we'd have a break so we'd head in and grab breakfast. Other times we'd be so busy we'd just ask the FARP for some snacks. They were awesome and always had some rad breakfast stuff to hand off to us. I loved our armament guys, and as that armament officer I worked very closely with them to ensure our weapons were always where they needed to be. Most of the time nothing happened and we'd just head back to base. Other times we'd get called in to a troops in contact only to arrive and find the shooting had stopped. Or our command would decide to use the Apaches and call us back. We'd fly into the daylight, often finishing up around 10am. Back to the CP for a quick debrief with intelligence and hand off any pictures I might have taken that day. Then it was off to bed for me, in the sweltering heat. Our AC in the sleeping hut usually worked pretty good, and eventually winter came and the heat went away. So did the rocket attacks, although they never truly stopped.
  3. 4 points
    Potentially the best thread on this forum. Keep them coming! I don't have any deployments under me but I've had the opportunity to fly to some amazing places, see amazing things, fly amazing aircraft and be around some of the best people in the world (WOs) India:
  4. 4 points
    Id share some stories if i had more time to type them up but i can make a list for now. Korea: Flying the trace through Seoul is one of the coolest things ive done Mountainous low level near the no fly area was fun Noe river running through LZ Tom and Jerry States: Buzzing the statue of liberty at an altitude not to be put online Cross country staying in awesome hotels in awesome cities (dallas, nashville, columbus) Working with AFSOC for a large scale exercise at Eglin(more fun cross country stops also) NOE flying through the Adirondacks is absolutely beautiful Getting to do a display for an airshow Afghan: Working with ODA’s and other entities Blowing up the countryside as mentioned above lol Doing some stuff that will eventually make it on dvids or youtube once its unclassified Overall, Ive gotten everything I wanted out of my current unit, same unit that reflagged to 64’s that sbuzzkill left. Its been pretty awesome here and im gonna miss the people when I PCS shortly.
  5. 4 points
    Thank you for the stories, and I seriously hope this thread takes off. Though the ten year ADSO didn't change my mind on what I wanted to do, all these posts about it definitely have me worried about what to expect for my potential future. Stories like the ones you shared make me feel excited again about the prospect of flying for the Army, even if it only makes a small percent of everything you do as a WO and aviator.
  6. 4 points
    Better this than the endless “January Board” “March Board” “WOCS 20-22” threads.
  7. 3 points
    https://mwi.usma.edu/army-needs-better-solution-pilot-shortage/ Interesting article about this topic.
  8. 3 points
    I finished up my time after the OH-58D had been retired by flying OH-58Cs for Eagle Team at the National Training Center. That was a fantastic assignment. The flying was great, no deployments, and home every night. One of the more unique things we did at least for modern Army Aviation was single pilot flying. It was our regular mission to take a bird out solo, whether to pick up our OC counterparts, fly the birds down to get washed or maintenance, or sometimes just to put time on the aircraft. We even did solo NVG flights. NTC is roughly the size of the state of Rhode Island, and goes from around 3,000 feet at the low point to over 6,000 up in the Avawatz mountains. All of that area was fair game for us to fly around and land wherever we wanted. It was a blast. During the training rotations we'd spend 6-8 hours a day chasing AH-64s around as they did their missions. Off rotations we'd fill the schedule with training flights, or simply do our work for the day and go home. We were close to Death Valley and on one of my last flights in the Army we landed down below sea level at Furnace Creek, then headed out to Big Bear in the mountains above Los Angeles. It was 90+ degrees in Death Valley and closer to 50 degrees up in the mountains. Quite the difference. I spent lots of time flying in the mountains there landing on pinnacles and mountain tops to get a good view of the "battlefield." Sometimes it was fun, other times when the winds were howling and the nights were dark, it wasn't so fun. I had some of the most intense flying of my career working there and would not recommend it for new aviators. We had shifts for the rotations and if the OC needed me I had a radio so they could get ahold of me. I'd usually head in, preflight my helicopter, and hang out in the office waiting for them to call me. Once they did I'd head to the aircraft and take off to go meet them in the desert wherever they were. They'd climb in, brief me up on what the Apaches were doing, and then we'd wait for the AHs to come up on the radios. They'd tell us when we were taking off and we'd follow them out to wherever they were working. We'd monitor their communication, movement, and when they attacked the opposing force we would adjudicate their "kills." I'd spend my day flying from hilltop to hilltop, or landing in the valley, then following them back to their FARP. We could usually get 3+ hours out of a "bag" of gas because we spent so much time at idle on the ground "perched" as we called it. Every once in a while I'd get called to pick up a VIP and transport them somewhere. Usually we had a Blackhawk unit that did that but when they were too busy we'd get the tasking. The cool thing about the OH-58C is that I could sit whoever I wanted up front with me. So if they wanted to I'd let them sit up front at a set of controls, of course I never let them actually fly But it was always fun blasting around the deserts in Southern California. We rarely flew above 100 feet unless we were climbing up into the mountains. Off rotations we'd go out and see what kind of wildlife we could spot. I've seen bobcats, bighorn sheep, rabbits, snakes, eagles, hawks, donkeys, you name it. I don't think there's anywhere else in the world where someone will throw you the keys to a turbine helicopter and say "go put 6 hours on it. I don't care what you do."
  9. 3 points
    Good article but not really raising any points that haven't been discussed here. One thing I see from the 10 year ADSO, which ends up being a ~12 year additional commitment, is that there is a sweet spot for enlisted applicants. If you have 10+ years in service you are now committed to serve beyond 20 years. I'm not sure that's too palatable, but I've never been in that position. The sweet spot it would seem is for soldiers who are relatively junior with less than 10 years of service, which keeps them retained for longer but reduces the overall experience of the Warrant Officer Corp. For street to seat you are now asking to sign your life for more than a decade of service. When I was weighing my options it was bearable to think of 7-8 years of my life. I'm not sure as a 21 year old I would be so inclined to serve knowing I would be 33 before being able to resign. Maybe, but if commercial aviation recovers it will be a tough sell. Ultimately, I joined because I didn't have many other options and I wanted to serve while we were at war in Iraq and Afghanistan. I doubt I would make the same choice today. You cannot compare leaving the military as a helicopter pilot to leaving as an airplane pilot. The career outlooks, pay, and quality of life are vastly different. For those considering it, keep in mind the Army is unpredictable. In 6 short months we went from having a replacement OH-58F on the way, to the entire community being divided up into those with transitions, those that might get them, and those who were forced out. 2 years later the entire airframe and community was gone. Think about that before being so confident in your willingness to sign 12 years of your life over to the Army. I served beyond my initial commitment because I enjoyed flying in the Army and was able to continue doing that after they retired the OH-58D. But I had the option. I was done with my commitment. Towards the end of my service I was offered to transition to the Apache but after 9 years, some combat time, a bunch of hairy flying, I was ready to call it quits. This is a dangerous job, and my nerves were shot. And that's the thing, if you asked me as a fresh PC a couple years out of flight school what my plan was I would have told you I was going to fly the OH-58 forever and retire from the Army. Anyway, that's a lot of rambling and not really anything to do with the article. But those are my thoughts.
  10. 3 points
    Fail a pt test a bunch and you're all set. Anyhow, a 10 year ADSO is an ungodly amount for a branch without a proper Aviation culture. Really sucks for all the street2seat guys coming in or anyone that has prior Aviation experience on the outside. For all you upcoming applicants --- You need to really dig deep down and envision "giving up" potentially up to 12 years on a single contract and what that may or may not do to your life.
  11. 2 points
    With the new IERW commitment as of 1 Oct 20, this will have a profound affect on ACTIVE DUTY Army aviators in the future possibly. Due to the increase of 4yrs, Army aviators will not have the option of transferring to another service on active duty for flight training and career progression. The other services, regarding active duty, will demand more than 8-9 years before being eligible for the 20 yr retirement. It's not uncommon for Army Reserve/NG pilots in transferring to the AF Air Guard/Reserves before completing their Army obligation for AF SUPT. A few years ago, a former Army Reserve UH-60 CW2 pilot flew as the AF Thunderbird slot pilot (#4). Obviously he completed AF OTS, SUPT and had more than a few years flying an F-16 as an active duty Officer. In the Navy/Marines Reserves, there are no initial training slots authorized. Must be a rated aviator from their flight school or the Air Force. The point I'm making is this. If you are applying for active duty WOFT under the new obligation, the option of flying for another service on active duty is NOW off the table. Not an issue if you have no concern. Pick wisely. Especially if you have your 4 year degree. Good luck in reaching ones future goals.
  12. 2 points
    I had heard talk a few years ago about people getting wings after the Lakota but none of our new guys have had that happen. Wings and graduation historically are the same day/thing.
  13. 2 points
    You'll have those ratings but even after a six year ADSO many pilots don't have the required hours to use those ratings at a decent civilian job. If things go the way they are heading we will fly even less as deployments to the middle east are just about done and the flying hours there are already significantly reduced. After a ten year ADSO in what may potentially be a relatively peacetime army you'll get out with maybe 2000 hours if you're lucky. Ten years is a long time when the majority of people going into army aviation don't actually know what they're getting themselves into. The army doesn't care that you're a pilot and your primary job is not flying, anything at all aviation related is only about 30% of what you really do.
  14. 2 points
    Folks, listen to zaurus.
  15. 2 points
    I wouldn’t say bent out of shape. For me personally, the only way I’m effected is I’ll blow past the 12-14 year window for the 105k bonus. Sucks, but not the end of the world. And these things change anyways. Right now my plan is to do my 20. I left the navy to come do this and while these changes weren’t present when I first made the decision, it wouldn’t have deterred me from my choice. my opinion about army aviation vs other branches for other applicants is mostly based on $ and your flying portfolio once you get out. Especially with the delay in promotion which other branches don’t do, you’re doing the same job for far less money and Now for the same amount of time. In addition, pilots in other branches can easier build a flying portfolio To their liking. A lot of helo pilots I’ve met in the Navy have their commercial in rotary and fixed wing, all given to them by the navy. I think I made it seem like I think people should run away from army aviation and I didn’t mean to put it that way. But I do think these factors should be considered and compared to other flight programs. It depends on why you’re looking to get into this job.
  16. 2 points
    Aviation is still sham as f**k compared to the real Army though.
  17. 2 points
    Once again, I state my point. The Army figures that most of the non prior service WOFT applicants will be in their early 20s, unmarried and not too concerned with the additional 4 year obligation. But more importantly, that select group can not comprehend the issues that will arise if and when they marry with the extended commitment. Army service takes a tremendous toll on the families unfortunately.
  18. 2 points
    dont know for sure but id guess bonuses for re-uping are going to go down the tubes with this as well. Why give you a bonus to keep going when we know you want to anyways. Being so close to retirement. I'm a career guy. Got 6 years in and plan on doing the rest flying for the army. But having a adso thats the same as the Air Force's despite far less pay, far less expensive training, among other things doesnt sit too well with me.
  19. 1 point
    As an Army Aviator you'll do training events all over the U.S. We usually flew ourselves to these events in multi-day cross countries we called "self deployments." They took a couple weeks leading up to the launch to plan and prepare for. Hotel reservations, flight planning, coordinating crew chief and equipment transport, briefings, etc. And that's just for the flight to the event. However many aircraft we'd be bringing was how many were in the formation, sometimes accompanied by a chase bird (usually a UH-60 from another company heading down). Usually it was around 6 of us. So for us slow pokes it was me and 11 of my buddies blasting across the country together on a 3-4 day trip to wherever we were going. On one memorable trip we were heading down to Louisiana from Upstate New York for a rotation at the Joint Readiness Training Center. It was a decisive action rotation, which meant that instead of living on the "FOB" and doing counter insurgency stuff, we'd be living in tents and digging foxholes fighting a "near peer" enemy. Higher intensity, more suck if you will. But there was always about a week of living in a staging area before you started the rotation. As we were on our way down for what we were sure was going to be a miserable rotation, we ended up getting cut off by a line of thunderstorms. The problem with flying north/south through the country is that you're constantly flying along fronts instead of across them, and they tend to bend a bit so that you never get behind them. After a slow slog of waiting on weather, launching, waiting out weather, we ended up in Oxford, Mississippi. Having no idea where that was most of us were surprised to see a college campus next door to the airport with "Ole Miss" written on the water tower. We checked into our rooms and quickly changed to head out on the town. Most of us ended up in a bar. I can't speak for all units but when my troop was on the road the warrant officers generally tried to keep a relatively low profile. But here we were in a college town, very out of place, and no matter what sort of excuse we came up with we were obviously not from around there. The bar tender took notice, and asked my friend and I what we were doing there. "Just passing through" is what we told him. He didn't buy it and kept poking and prodding until finally he exclaims, "WERE YOU THE BOYS FLYING THOSE HELICOPTERS IN?!" Apparently, he was at a barbecue and we flew overhead. He quickly announced our presence to the owner of the bar, who decided that my entire troop was going to drink for free that night. Let's just say we had a good time and it was a good send off for our trip into "the box." The rotation itself was nothing to write home about. Lots of traditional Army flying performing screens, recons, some live fire, and pulling security around our base. I spent quite a bit of time up in the live fire area shooting for the ground units. I don't recall how I got so lucky, but live fire was great because you slept in a plywood shack instead of in a tent. The very last night after an intense sh*t-show of a mission, a huge line of storms started rolling through and all of the sudden we were getting told to head for the forward operating base they had set up there. That was weird because all of our stuff was in the tents on the other side of the training area and that's where the rest of our aircraft were too. Once we landed we got the birds tied down the four of us were kind of looking at each other wondering what to do now. Out of the darkness a random range truck comes hauling ass up and the guy driving tells us to get in quick. Turns out they had a tornado warning and we needed to get to a hardened shelter quick. That was the end of our rotation. The rest of our unit met us there at some point I can't remember, maybe the next day. Talking with the guys up at the live fire range they had quite a show and if I recall correctly even got a picture of the tornado. The final tradition of any JRTC rotation is to talk one of the civilian contractors into going and getting a bunch of crawfish for a last night feast, they always tasted better than any other time I've had them.
  20. 1 point
    Enjoy. If it were. Few weeks earlier i may have seen ya.
  21. 1 point
    After being signed off on the basic flying as a new aviator, it was time to start training in team flying. The unit instructor pilots were taking myself and my platoon leader out for a progression flight to start working toward our next sign off. I showed up to find the LT sitting down at the computer already planning. Afraid I missed something and was late I asked him what he was doing. “I was told to plan a flight to Piercefield, we’re going to look for a missing teenager.” Soon one of the instructors poked his head into the room and gave us some more guidance. He said we were flying out toward the Adirondacks to help a park ranger search for a missing person. Thinking this was some outlandish scenario our instructors had thought up I played along. We planned a flight out there and got our stuff ready. We met up and did our team brief, talked about who we were going to get ahold of, and headed out to the flight line. Eventually I realized it was not a joke and that we were actually going to go do this. It was a 40 minute flight out to Tupper Lake from Fort Drum, which didn’t leave us with much gas to play around with before we had to head back. We got in touch with the park ranger who briefed us up on where to search. They had divers in the water, a sheriff helicopter in the lake, and tons of volunteers on foot in the woods around the area. A 19 year old boy had walked away from a party in the middle of the night and disappeared from the side of the highway. We passed overhead then started our search. Focusing on streams, ravines, roads, trails, anything that he might have traveled down we searched back and forth. There was snow on the ground and we had very little information to work with. But there were no leaves in the trees to block our view so our hopes were high. Staying within a few miles of the town we covered as much ground as we could in the short play time we had. After about 30 minutes we hit our “bingo” and had to call up Ranger Burns to let him know we were heading back to base. Disappointed that we didn’t find anything but excited about the opportunity to combine some training with a real world mission we flew back and shut down. Debriefing the techniques we used and their relevance to reconnaissance one of the instructors mentioned we might get in trouble for what we did, due to the whole Posse Comitatus Act. News did make its way up the chain, but we ended up with only a “nice job, but do it through the proper channels next time.” Some random New York pics:
  22. 1 point
    Where you one of many struggling for a DA photo during these trying COVID times?? Never fear the Chief of Staff of the Army is here!!! literally the last thing I was waiting to reopen. Didn’t quite feel comfortable with their unofficial COVID provision. Rejoice!
  23. 1 point
    This is still the case today. Graduation day (after you are done with both advanced airframe and WOBC b) is when you get your wings. Essentially when you PCS away from Rucker
  24. 1 point
    When I graduated last August you got wings the same day. No one got their wings after the lakota course. You get your wings pinned the day of graduation and your orders have that day on them.
  25. 1 point
    Siminole What's interesting about Army aviation, they always had retention issues even when the major airlines never recognize their skill set.
  26. 1 point
    GM1 The loss of income will be approx $8k over a 15-18 month period for active duty W1s What will the RLOs think up next for the WOs. I forgot, 10 yr commitment upon graduating. Don't quit in IERW, that will also cost you 10 years service. i
  27. 1 point
    Great advice. I will start making calls today. I want to get this part of the packet done as soon as possible. Thank you for the help!
  28. 1 point
    I don’t know why everyone is getting so bent out of shape about the 10 year commitment. I can’t speak for what the Air Force does but in the Navy/Marine Corps, the basic ADSO is 8 years starting post flight school with more years tacked on if you go certain airframes. Also getting through the pipeline at Pensacola is a 2 year MINIMUM ordeal, so by the time you wing, you are already a senior 1stLt or a Capt. Yeah the ADSO might be lower but that clock doesn’t start for longer. The Army seems to have the shortest flight school timeline from what I can tell, which means the clock starts ticking for you sooner than the other branches. Also as was stated by Zaurus, the army is the only branch that will allow someone to fly without first obtaining a college degree. It really all evens out in the end, and which branch one goes to should be based on the mission/type of aircraft they want. Each branch does its own thing with aviation so a prospective pilot should do the research and introspective thinking to figure out what the best fit is for them, then pursue that with everything they’ve got.
  29. 1 point
    Crash nailed it. I networked off the web and was able to hunt down a couple great LORs without any prior connections within the military. Theres a lot of guys and gals out there willing to help.
  30. 1 point
    Maybe, maybe not. I like you enjoyed (over) analyzing any potential factor. Write a concise quantifiable essay about why you’re qualified to be a warrant officer and an aviator. Train to get a 280-300 APFT score (ACFT now?) Get solid LORs, and if you can try to get in the 60s+ club on the SIFT. Do that and you win a spot in flight school. Pro tip: Help write your letter of recommendation. Give your people a scaffold to build on. Nothing sucks more than *starting* an essay. Just because you have that swoopty CW5 writing your LOR doesnt mean he writes fantastic LORs (although they usually do) Best of luck, PM with any questions. Im no expert but Im happy to share what worked for me.
  31. 1 point
    Being 17, you may want to take this under advisement. The Army WOFT program is ONE of THE BEST enlistment options of ALL the services. Requiring only a HS diploma in being a pilot and Officer. But there is an underlining issue which takes the bloom off the rose with the new commitment of 11.5-12 years on ACTIVE DUTY. The new commitment will make you INELIGIBLE in crossing over to another service flight program UNLESS you initially started as an Army Reserve or Army Guard pilot. The other active duty services would require more than 8 or 9 year commitment before being retirement eligible at 20 years. Prior to the increase in time, it was possible to fly in another service being a former Army aviator upon completion of your obligation without waivers. A few years ago, a former Army Reserve Chief Warrant Officer UH-60 pilot flew the slot position (#4) in the THUNDERBIRDS. Obviously after completing AF OTS, SUPT and more than a few years flying the F-16 as an active duty officer. So, my recommendation is quite simply, complete college and select 1 of the other services in being a pilot. Each profession has a pecking order. WOFT should be your last option. You'll find very few Army pilots would disagree if they have options in flying in another service. Don't be concern on the WOFT stats. The Army been training pilots for OVER a HALF CENTURY without 1 minute of flight experience nor a college degree. Obviously flight experience and a degree is an added plus. Some wise and old CW5 pilot told me long ago, can't be accepted if you don't apply. Do remember, if you decide on the WOFT program, it's a 1000 times better than sitting behind a desk ALL day and possibly dying of BOREDOM. My 2 cents and sticking with it.
  32. 1 point
    I wrote this same message when I first started my packet. And it didnt work..... Put in the work and look up your nearest Army base and start calling aviation units. Don't be intimidated by it, CWOs have all been extremely helpful to me. Not all CWO need to meet you in person. Even if you dont get an LOR It is EXTREMELY valuable to have a CWO look over your packet. They know small important details that can be easily over looked. Also, try contacting your local Congressman. It was surprisingly easy to get and LOR from mine.
  33. 1 point
    Good for you Nate, having a wife who actually displays some interest is a bonus. I was teaching a student in his own B206, and when it came to the navigation phase, he put his wife and 2 kids in the back seat. We flew into gorgeous scenic areas, stayed at a unique underground hotel, flew more the next day, and back to his home city. When we were running the engine down, I asked him "What was the most important thing you learned on these flights?" His wife jumped in and said "READ THE F***ING MAP!!" Perhaps I may have said that a couple of times...
  34. 1 point
    He's talking about being a POS and purposely getting yourself kicked out so you don't have to fulfill your obligation.
  35. 1 point
    AGE: 26 MILITARY: Active Duty Army - 91B - SSG - 8 years TIS - 2 Deployments GT: 116 SIFT: 56 APFT: 291 EDUCATION: 16 Credits at ERAU towards BS-Aeronautics FLIGHT: NONE LOR: O-3, O-4, CW5, MAJ (AV), BG (AV) WAIVERS: NONE (Rolled 8 years during the COVID hold) Selected first look after being a FQ-NS/NS-NC in 2018
  36. 1 point
    Keep trying! I had two looks in 2018, and just got selected now.
  37. 1 point
    Hey, that's still cool. You're still going for it, a lot of people would've given up before now. The fact you're still pushing ahead is a really good reflection of character. I'm sure you'll do well in the army.
  38. 1 point
    Have a couple of trial flights, and visit more than one school for these flights. Simply having degrees and being able to read a manual won't be what gets you through. I have had doctors, lawyers, money market specialists, and plumbers, all of whom thought it would be a good move, but who all realised after 20 or 50 or 70 hours that they just didn't have what was needed to be a chopper pilot. Smart as heck, but some were unco-ordinated, or lacking physical dexterity, or just were too busy in their chosen fields to devote the time needed to know the stuff. There even was one retired B747 captain, who owned his H500 and flew it on a private licence with 700 hrs already, who wanted to progress to commercial levels. But this man, used to giving orders to his crew, found that he just couldn't fly the aircraft, hold a map to navigate, and make radio calls all by himself. He went back to flying 747, and managed to plonk one down without having the nosewheel extended - incomplete checklist actions after an inflight engine shutdown.
  39. 1 point
    A flight student............been trying to keep that under wraps but hey. Here we are. Going to church for confession time. I had an attitude problem to be honest. came into flight school a little arrogant. I was passing but by the skin of my teeth. Had a great gpa from college so I wasn’t really taking advice on how to study. Just assumed I can figure it on on my own. Then after graduating the second phase of flight school I was awarded my flight suit, feeling pumped....then the CO called me into the office and told me there’s a force reduction and he has to up the standards. So what was an 80 test average Needed to progress turned into 82 (I had 81.8) and what was a 25 NSS (compilation of test scores, pt test and flights) was increased to 35 (I had 34). bad luck of that aside....it was 100% my fault. Better discipline means less reliance needed on luck. Spent the past two years struggling to get back into a cockpit so adso aside I’m super ecstatic to get back into a cockpit. And failing by that slim of a margin will definitely motivate me to go the extra yard. Or for the extra point. End of rant.
  40. 1 point
    This guy was able to get an alternative test for his colorblindness and was able to get qualified for woft.
  41. 1 point
    At Rucker right now, so just playing with the UH-72 at the moment.
  42. 1 point
    I know a few guys shorter than 5'2" in flight school now. You will probably be fine, but will likely have to come here and get measured as others have said. If you want 64s, you will get 64s unless some fluke happens and there aren't any during selection. They are almost always last to be picked during selection.
  43. 1 point
    Can you imagine the smile on more than a few faces of the last graduating class in Fy 2020 in September. 4 years closer to RTAG if they're hiring. But then again, it's 4 more years of employment or should I say deployments.
  44. 1 point
    Are you currently enlisted? I see you're posting a few medical related questions and honestly your best bet is to just make an appointment for a flight physical at your local TMC. They may require you to take a SIFT beforehand for a full physical. Wouldn't hurt to just go talk to your local flight doc though.
  45. 1 point
    Got selected! first look! Idk if you guys have seen my prior post but this sh*t has been a huge uphill battle just getting my package in. Service transfer, one exception to policy request, recruiters in three separate states... huge battle. Keep fighting guys
  46. 1 point
    The only quantifiable stuff in your essay is that you have a bachelors degree with one heavy semester and got a job at 17 years old. That's something you have in common with about 1/3 of the US population. You need to actually tell the board what makes you better than other people, not that you've done the same thing as the rest of the applicants but really want a cool job.
  47. 1 point
    Fuel burn per hour: 55 GPH (ish) at MCP, obviously there is some variation they usually range from around 51 – 55, so go 55 worst case. Actual airspeed: A T2 is probably 110 – 120 knots. The T2 performs much better than the B4 in hot weather, in the winter they are about the same. We are close to max gross when we fly most of the time. Hourly operating cost: Couldn’t honestly tell you Payload with 2 hours total fuel on board: Max Gross weight of a T2 is 5512lbs, minimum flight weight is 3307lbs. With 4 seats in the back and 3-4 in the front you’ll likely be somewhere around 34 – 3500lbs empty weight Some other questions are: How do your mechanics like the machine? Very simple aircraft, much more maintenance friendly than a longranger, I'd attribute o lot of that to the increased space mechanics have to access things. How much maintenance do the machines require? I believe the T2 has 25, 50, 100, 150, 300, 600, etc. Can it carry 200 liter/55gal drums on their side with the aft seats removed? No clue, although I’ve flown some pretty big pax so I’d imagine it can but would be tight. The external cabin width of a T2 is 6.66ft and internal width is 6.12ft. Behind the pilots seat to the bulkhead is around 2.9ft. Do the aft seats remove easily or just flip up or both? They do not flip up, I’d assume you’d need to remove them. Couldn't tell you how long that takes. What do you dislike about the machine? 130’s take considerably more pedal input than you will be used to in a Bell, considerably more. It takes a couple flights to get used to pushing your right foot that far forward. Also due to the tail structure, you'll have large right pedal inputs on take off and once you go through approx 40 knots you'll switch to left pedal. The large tail and wide body causes the airframe to move around quite a bit more in wind and turbulence, you’ll definitely feel the airframe moving ,however, the 130 can handle far more turbulence than the Bell comfortably. Hovering with a crosswind or tailwind, to me, requires the pilot to dance on the pedals significantly more than a conventional tail rotor. The B4 is considerably more comfortable than a T2, the redesigned seats aren’t great and most pilots I fly with will use a back support in the T2, but not the B4. The T2 feels a bit twitchy in high wind, especially during a large descent holding airspeed, whereas the older B4 felt much more planted, the T2’s tail seems to randomly move a lot in wind. The T2 is easier to overspeed and again, in high wind, tends to float more and does not want to descend, as opposed to a B4. Both the B4 and T2 are tremendously reliable. As far as single engine machines go I love flying the 130. The T2 is a brute, MTOP is 952 hp and MCP is 856 hp. The redesigned air conditioning is fantastic. T2’s have redesigned doors with sliders on both sides. I doubt there’s a small single with more interior room. Its extremely simple to operate, takes a minute to start and only has a 30 second cooldown. Unlike the Bell, you can pretty much immediately restart an EC and it (likely) won’t try to hotstart the motor. Even it it does appear to be going hot, just flip the switch off. In my time in both B4 and T2’s, knock on wood, I’ve never had an issue in either one (other than the odd flashing GOV or an FLI fail). Very, very reliable. Based on the Astar but much more predictable in a hover. They can still embarrass you on landing if you’re complacent, but by no means an Astar. They have both side and aft baggage. Fantastic visibility. Smooth as silk to fly compared to the 2 bladed Bell, they’re also very quiet. They have a lot of composite but again, a lot of the design came from an Astar so they are a pretty rugged machine. Having flown both Bells and Airbus, my preference is an EC, great machine to fly. The T2 has a crash resistant fuel tank, whereas, older B4’s do not unless they have been modified. The T2's 2D engine has had a few issues creating chips with one of the modules bearings flaking, but that has since been redesigned and doesn't seem to be an issue on newer and overhauled engines. The B4 MGW is 5350lbs, the T2 is 5512lbs. However, anything over 5434lbs you’ll need to use the OGE hover performance chart. Depending on the pressure alt & OAT you’ll be operating this may affect things. At low weights you may also be affected by a reduced VNE area of the CG chart (basically below 4409lbs and in the aft CG range). The T2 is a nice aircraft to fly, lots of internal space and great performance. I'd imagine doing humanitarian work you could really pack it full of gear. You can also modify it for hook provisions and the T2 allows you to use MTOP <40 knots for 30 mins continuous/60 cumulative per flight. You could also look at a AS-350 B3e (H-125), not as much internal room but an absolute powerhouse of a machine for the size. Both have the same engine, the B3e is derated, however, I recently read airbus now has a mod to utilize the full 952 hp. Whatever input anyone might have would be great! Thats about all I know!
  48. 1 point
    Exactly. I mean you don't want to overdo it, but if you are serious about flying helicopters, go ahead and get yourself something like this.
  49. 1 point
    A hat with a pimp-feather will help you stand out from your competition.
  50. 1 point
    Years ago I applied in writing for an LE job in Florida, and I got a phone call immediately along the lines of: "We would LOVE to hire you! But before we go any further... this is what it pays...." And I couldn't live on the low salary. Then you look at the high accident rate in LE flying (a unit I worked for had a dismal record). If you pay pea nuts... eh? And what has the cost been of some of these LE accidents? In Dollars, lives, reputation? Some units got closed down after accidents. Terrible pity, because a good LE operation can do wonders. And, dammit, $$$ or not, I still miss it.
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