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  1. 3 points
    Hopefully today's the day!
  2. 3 points
    AD has their own MILPER. Usually it rolls out the week after the board, typically Wednesday to Friday if my research holds true.
  3. 3 points
    You ever thought about writing a book? I'd buy a copy. You're a great storyteller.
  4. 3 points
    Flying at NTC rewarded me with some of the best flying I experienced in the Army and certainly some of the most challenging. As you progress through your career as an aviator you are constantly upping your knowledge and experience, which in turn increases your situational awareness. If I could identify the most important thing when it comes to flying missions it's situational awareness. It's pretty rare to have an aviator that doesn't develop a feel for the aircraft or that cannot navigate, but it's common to have folks who just never get to a certain level of situational awareness. "Modern" Army aircraft have really good systems for maintaining situational awareness and managing the cockpit: Moving maps, BFTs, sights, comms, etc. On the other hand, the aircraft we flew as O.C.s were round dial OH-58s similar to the ones we trained in during flight school. They had a simple GPS, but no moving map, no BFT, nothing to help orient ourselves in the training area. All we had was a paper map book and our knowledge of the training area to get us around, often times doing it solo. I got very good at plotting grids and using terrain association to navigate the incredibly complex airspace during a rotation. Additionally, rotations almost always occurred during the lowest illumination periods. Pitch black, in a 3000lb helicopter, getting thrown around by strong winds in the mountains, trying to stay out of the way of live artillery while also trying to keep up with the flight of AH-64s maneuvering in front of us, and trying to set up an approach to a pinnacle that you cannot see until you're on short final. It really took flying to the next level. For every busy rotation there were two slow ones. I'd drive in to the office, preflight, check weather, then put on youtube, and sit on the couch waiting for a call to go fly. The next pilot would show up, we'd chat for a bit, then I'd grab my gear, pack up and go home. Repeat, for weeks, until finally the radio would scratch at me "Hey dude, I need you to get out here ASAP, the AHs are getting ready to spin up." Damn, I was just getting ready to eat my food that I have in the microwave. Take a quick look at our map and figure out where the assembly area is, look over the ROZs, make sure they're on my map, fill out paperwork and get my approval to go fly, grab an energy drink and off I go. Swing my body into the bird, get my helmet on, start up and wave away the crewchief. Make my radio calls, take one last look at my maps, and off I go into the night. Picking the most direct route that kept me away from any restricted airspace I would make my way out to the assembly area. Contact their tower, do a couple circles looking for where I was going to land, and call up the OC to make sure that's where they wanted to meet me. Swing on in and start my approach. As I get close I look around and holy sh*t! There's people all around. It's the training unit and they're all pulling security. Damn this camo works well out here, so I pull pitch and go around. I don't want to land on anyone. Picking a new spot further away and better able to clear myself down will be a pain in the ass for my OC, but it's the best option. So I land and make him walk. He climbs in and I tell him why I'm so far away. After that we move to a better spot to watch the Apaches as they get ready to take off. They're ready and off we go. Damn I'm tired, better take a sip of my energy drink. Following the AHs out it's clear they're not sure where they're going. I know this place like the back of my hand and we're definitely not heading to where we are supposed to be working. But oh well, they'll figure it out. Eventually they swing back around and get re-oriented and we're back in business. The rest of the night consists of us perching up and watching them work through the screen they're assigned to. They engage some OPFOR, we call it up and determine whether or not they get credit for the kills, and then it's time for fuel. Back and forth we go, fuel, rearm, back in the fight. Eventually my replacement gets into their helicopter and heads on out to us. "Hey man, I'm on the ridge at your 9 o'clock." Cool, we fill them in on the situation, then I head over to the assembly area and drop my OC back off at his humvee. I'm solo again and have about half a bag of gas, so I decide to do an altitude over airspeed takeoff. Man this thing has some power when it's light! The sun is coming up and my goggles are starting to wash out, but it's not quite bright enough for me to see unaided. Flying during this time of day is a pain so I get a little more altitude since it's going to be difficult to see obstacles. Looking down I see some soldiers doing a PT run along the road. Dropping down and slowing down I swing over cruising along the side of the road and give them a wave on my way by. Then it's back to the airfield for some fuel and then park the bird, pull my gear, and head back to the office to turn in my paperwork and log the flight. My day is over as the sun comes up and I snap a picture of sunrise before I get in my car and head home. Today was a pretty good day.
  5. 3 points
    Got board ready after two years of trying. To anyone reading, if you are thinking of putting a WOFT packet it, do it and don't wait. I did and it put me over the age limit. Biggest hurdle are now my waivers, which I'll know if they are denied/approved by this week. Hope for the best, plan for the worst. Good luck everyone. BOARD : Civilian/S2S AGE : 34 RANK : Prior Service AD O-3, 7 years TIS GT : 124 SIFT : 64 APFT : 260 EDUCATION : BA International Studies, 3.0 GPA FLIGHT : 140+ hrs, ASEL PPL PHYSICAL : Stamped w/ PRK LOR : O-6, CW5, Aviation Civ WAIVERS : Age, Prerequisite
  6. 2 points
    Man I really wish I had the Click remote right about now.
  7. 2 points
    I never felt while I was flying for the Army that I was underpaid. I’m also not a guy who cares how green the grass is on the other side of the fence, chances are that’s your neighbor’s leach field and it’s full of sh*t. Pick the service that speaks to you and don’t look back.
  8. 2 points
    Hey all, pushing this info out for those specific Active Duty, Guard and Reserve Enlisted Soldiers who have been thinking of putting in a packet for WOFT or becoming a pilot in general. The Army will pay up to 4,000 dollars a fiscal year to help Soldiers earn certifications and licenses including earning your PPL so for those who are thinking of putting in a packet, you have no excuse not to have at least a few hours of flight time to add to it! You DON'T have to become an Army Aviator to become a pilot on the Army's dime. If your goal is to be a pilot this can be your ticket if the 10 year ADSO has scared you away. Also for those who are commissioned you can earn licenses on here as well, though I assume you incur the same ADSO you would if you use TA. I don't know all the details on that. The links are https://www.armyignited.com/app/ to apply and https://www.cool.osd.mil/army/index.htm for the index of credentials you can apply to. Some things to be aware of: from what I have seen there aren't many schools that are accepting Credentialing Assistance from the Army at this time so it's a bit luck of the draw if you're located to one of the few schools that are listed. What I am hoping for is that as time goes on more schools will learn about this opportunity to make a buck and will allow you to attend using your CA benefits. If you have any questions or if any of the information in my post is incorrect or changes some time after this post is up please let me know!
  9. 2 points
    I actually just took my PPL Add on checkride yesterday using CA. It works exactly like TA where you incur a 2 year ADSO for using it but that runs concurrently with anything you currently have. The application is easy and your post education center can help walk you through it. Once I got approved they paid my flight school directly within 24 hours and I was able to start immediately. Also even if your school isn’t part of the program yet, you can apply for funding and put them down and CA will send them the paperwork to get approved, or you can work with the school yourself to get them set up. It’s still a new program (only went live army wide on 1 January) so people may not know about it. But the flight school I used increased their business 70% because of it. It’s great for both the school and the student, as they get mor business but the student pays a fraction of the cost out of pocket. All said and done I was only out of pocket $1,400 including the DPE checkride fee and aircraft rental. If you want to be a pilot this is a great way to get it done without the 10 year ADSO of IERW
  10. 2 points
    Good sh*t! Best of luck old timer! Got my waiver at 34 as well. Before you know it you’ll be at Rucker with that Resume!
  11. 2 points
    Yes. Several times a day
  12. 2 points
    This was over a year ago — but I recall some kids in my WOCS class had a huge headache because the army somehow incorrectly setup their PCS as if they were moving from their BCT location to Rucker, rather than their home of record. Rucker for IERW is a PCS move. You are supposed to “PCS” here prior to WOCS. I would reach out to HHC for WOCS and see if they can help you straighten it out. Some relevant info here, including contact info for HHC. https://usacac.army.mil/sites/default/files/documents/cace/wocc/WOCS_Orientation_Packet_20190801.pdf
  13. 1 point
    It's always been that way with separate OMLs and airframe numbers for warrants and RLOs.
  14. 1 point
    They removed MILPER for July, we might get the message tomorrow boys
  15. 1 point
    A little late to the party since the board convened last week but here are my stats: AGE : 30 RANK : SSG, 10 years AD, 68E GT : 129 SIFT : 61 APFT/ACFT : 290/593 EDUCATION : BS Sports & Health Science PHYSICAL : Stamped LOR : CSM (NCOA Commandant which is O-6 equivalent, O-5, CW5 DEPLOYMENT: 2 AWARDS : MSM, ARCOM (9), AAM (5), MOVSM, BAIB, EFMB, ABN, AASLT WAIVERS : AFS ETP (approved), PRK (approved) Best of luck to all those who applied for the September board. Hoping to see the results later this week.
  16. 1 point
    Im in the same boat lol. Just ridin the gravy train flyin helicopters.
  17. 1 point
    I just got a call from Recruiter that I was selected! Congrats to everyone and thanks for everyone’s advice here!
  18. 1 point
    There is a reason why we submitted are packets in July, they have had plenty of time to see the number of applicants. If this was the case we would of found out a while ago.
  19. 1 point
    Historically, Civ/S2S boards can be as early as Wednesday the week of. But it don’t think there is a set date. Maybe tomorrow. The AD/in-service is usually are a week after I think.
  20. 1 point
    It's 100% dependant on the person. I went to the library and friend's houses to study probably less than five times and studied an hour or so each night except for Friday and Saturday when I wouldn't open any books. Other people rode the struggle bus the entire time and studied nonstop to feel confident they'd make it through.
  21. 1 point
    I don't think we will hear anything until sometime next week.
  22. 1 point
    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:
  23. 1 point
    Awesome stuff, definitely take advantage of it if you are somewhere that you can. Both of my duty stations after flight school did not have good flight training options nearby and it wasn't until I left the Army that I was able to finish working on my fixed wing ratings. There are folks who made it work, but it was painful for them and they had to get very creative in how they did their training.
  24. 1 point
    Don't get married, ever. That's the best advice he'll ever get.
  25. 1 point
    Hell of a packet my friend - hope we get good news this week!
  26. 1 point
    Age: 30 Rank: Civilian GT: 135 SIFT: 69 APFT: 259 Education: Bachelors in Accounting - 3.0 GPA Physical: Stamped / Approved with waivers (minor surgeries) LOR: CW4 (160th) / College Professor / MLB Scouting Supervisor / College AD Deployment: none Other: 55 Flight Hours in R44 / about 20 of those PIC Been working on my packet for 2+ years... feels good to finally get it in. Best of luck and I hope to meet you all at Rucker.
  27. 1 point
    What does a King Air’s job better than a King Air?
  28. 1 point
    I actually think on the whole the good old ‘Rona has made flight school better. We can drive to the flightline instead of eating up an extra couple hours a day waiting on busses, most academics are online which means more time at home with the wife and baby, and at least until recently PT was all on your own during holds and wobc.
  29. 1 point
    I graduate 01OCT20. Which Battery is he in?
  30. 1 point
    Sad to see the ass pain never goes away. DS/recruiters never set WOCS students up for success. You've been in long enough to know they probably don't know what they're talking about (why you're here), but most people here probably don't have recent experience with the always changing process, especially mixing in covid. Second what Mike said, you're going to have to do a lot of work yourself to figure things out, but you can 100% bring your car. I can't see them shipping it conus to conus, so I'd expect to do a PPM.
  31. 1 point
    Crazy stats, goodluck!
  32. 1 point
    They’ll probably just be executed to prevent classified data spillage. 🤫
  33. 1 point
    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."
  34. 1 point
    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.
  35. 1 point
    So, exactly how many lives can a helicopter pilot expect to go through?
  36. 1 point
    Don't worry, all helicopter pilots go deaf eventually.
  37. 1 point
    REF: NTSB 10 Most Dangerous Jobs In The U.S.
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