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01CelicaGTS

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Everything posted by 01CelicaGTS

  1. If anyone tried to access the site in the last couple of days from here it may have been a dead link. I updated the site name and URL so it wasn't L-model specific. I am adding M-model stuff as well. That will be live in the next couple of hours. Hope it helps! UH-60 Study Guide Also, I'm thinking of doing weekly(ish) quizzes similar to the Bold Method ones, but specific to Army Aviation, Helicopters, and UH-60 related stuff. Those will be on my website as well as on Facebook.
  2. I like that! I think I heard that before and completely forgot about it.
  3. It's been awhile since I've been around the forum, but it looks like it's still going strong helping people get through the process of becoming an Army Aviator. I'm currently a UH-60L IP/IE, but over the years I had created a study guide to help me with my APARTs and what-not. A few people throughout the years have asked me for a copy of it and seemed to like it so recently I decided to make it easily available and accessible. If you're a new UH-60L pilot or even an experienced UH-60L pilot that wants to refresh their knowledge, check out my study guide website. It's free, so I'm not trying to promote anything to make money or anything. I just want to help people out. Eventually I plan on updating the information to apply to UH-60M's as well. But since I've flown L's for my whole career and probably will for at least the next 3-4 years, that's where my focus has been. Even if you're flying M models a majority of the information in the study guide still applies and could be helpful to you. EDIT: I updated the site to include a UH-60M Study Guide as well. Anyway, if you want to check it out, here's the link.... UH-60 Study Guide Feel free to message me if you have any questions or anything.
  4. Yes, they are regulatory. But that doesn't put then into a class of airspace, or even controlled or uncontrolled as they are listed separate.
  5. OK, so we all know the cloud clearance and visibility requirements for classes of airspace (A, B, C, D, E, and G). But do these requirements apply in restricted areas? If I am in a restricted area at 1500' I would be in Class E (if the restricted area was not taken into account), so do I apply the Class E cloud clearance and visibility requirements? The AIM states that "There are two categories of airspace or airspace areas: Regulatory (Class A, B, C, D and E airspace areas and restricted or prohibited areas); and Nonregulatory (military operations areas (MOAs), warning areas, alert areas, and controlled firing areas)." Also, "Within these two categories, there are four types: Controlled, Uncontrolled, Special use, and Other airspace." So, the AIM categorizes the classes (A, B, C, D, E, and G) differently than the restricted or prohibited area. AR 95-1 and FAR 91.155 list the basic VFR weather minimums for only the classes. Back to being at 1500' in a restricted area. If I am at 1500' in a restricted area (and I don't have any SOP/briefing restrictions), I should be able to operate with less than 500' cloud clearance and less than 3 miles of visibility legally. I would assume that the only requirements I have would be set forth by the rules governing that restricted area. For example, R3002 around Fort Benning is covered by the Fort Benning 95-1. Is this a correct assumption?
  6. What you are quoting is not actually directly from SFAR 73 to Part 61. It looks like a "review" of it from a website like this https://disciplesofflight.com/sfar-73-a-rule-unlike-any-other-in-aviation/. That's a good overview of it, but if you actually look at SFAR 73, the "model" that is referred to in that paragraph is specific to either the R22 or R44, not Robinson helicopters. From the SFAR 73 text: 2(b.)(3) - "A person who does not hold a rotorcraft category and helicopter class rating must have had at least 20 hours of dual instruction in a Robinson R-22 helicopter prior to operating it in solo flight..." 2(b.)(4) - "A person who does not hold a rotorcraft category and helicopter class rating must have had at least 20 hours of dual instruction in a Robinson R-44 helicopter prior to operating it in solo flight..." So, there are 2 separate paragraphs that talk about each model. So (if I'm interpreting it correctly), you would not be able to 10 hours in the 22, and then 10 in the 44, and then go solo the 44. You have to have 20 in the model (22 or 44).
  7. I thought this was going to be the start of a joke.... An Army NG Infantryman, an NG WO Aviator, and a Thunderbird Pilot walk into a bar....
  8. As everyone has said, find a recruiter that will work with you. Whether or not they have had packet that was accepted is irrelevant. Their job is to get you appointments and make sure your packet is administratively correct. They have no impact on whether or not the person they are putting through gets selected (unless of course, they screw up the packet). My recruiter asked me if I would go enlisted if I didn't get picked up and I told him yes (even though I wouldn't have), but he didn't go much further than asking me. And, there's no way that there were more civilians picked up last year than prior service. The percentage picked up might have been higher, but the amount...definitely not.
  9. Avenza can chime in all they want trying to push the "Pro" version, but the reality is that if you want to keep using either the old version, or the updated free version as a "non-recreational user" then nothing's going to stop you from doing so. If I was Avenza I would start trying to get in touch with someone at the NGA GEOINT App Store, and try and get Avenza in there. That's exactly what ForeFlight did. The NGA paid for hundreds of licenses at one time (above the normal cost...go figure), and then distributed them through their app store to government personnel for free. If you could figure that out, that would be a pretty good deal for you guys...and for us. Just a thought.
  10. Thanks for taking the time to respond. That's great that you are putting MGRS back into the free version! I think that would keep most people from downgrading (or not upgrading). I wouldn't consider myself a commercial user, however I do need more than 3 maps at a time. If the fee was a one time fee (for example to download the pro version) then I wouldn't mind paying it. But it's not worth paying it annually IMO. The app itself is great and I think that you would find that many, many military aviators (and other military personnel) use the app. 95% of them are probably OK with a 3 map limit, as long as they have MGRS. Typically, most Army aviators only need 1 permanent map for their training area. Then they still have 2 map "slots" available for their own personally created maps, which they will probably delete after the mission/training. There are a few of us, however, that require maps for multiple training areas to be available all the time. I have 3 training areas that I use frequently. This leaves me with no "slots" to upload my own map (from our mapping software) that has my route or other pertinent information overlayed on top of it. I don't think needing 4 or 5 maps makes me a commercial user, but if that's the way you guys see it, then so be it. I'll just keep the old version. Downgrading is no different than not upgrading in my opinion. Most of the guys in my unit just didn't upgrade, and they turned off auto updates. Don't get me wrong. I am extremely grateful for the app, and the service that you provide. It provides exceptional situational awareness when we are out flying in our local training area.
  11. No, it will not. You can do the same thing, but you have to use a different program called Charles. First, look in your trash folder. I don't know if it still does, but iTunes used to throw old versions of apps in the trash on a Mac. If it is in the trash, just delete it off of your iPad and iTunes first and then drag it from the trash to the Apps section of iTunes. Here's a tutorial for that. http://www.idownloadblog.com/2015/12/25/how-to-download-older-versions-of-ios-apps/ You should be able to skip steps 7 and 8 (those just tell you how to find the correct app version number....I already found it. It's 818622985). As far as editing the .plist, to disable automatic updates, you can do that in a regular text editor, but the app will show the cloud "download" icon next to it in the app store, rather than the "open" icon. It doesn't really matter (as far as I know, it's just "cleaner" IMO). I believe you can download a plist editor for Mac as well though.
  12. I've been using Avenza PDF Maps for a year or so now, and it's a really great app. It lets you import geo-referenced maps (PDFs, GEOTIFFs, etc), and it will pinpoint your position. I use it for our local range map, as well as the 2 other training areas that we use often. I also recently found a way to export a GEOTIFF from AMPS with your route on it. It's great for situational awareness. It's been free since I've started using it, but last month they pushed an update and have dropped some features without a subscription. You can have no more than 3 maps, and it doesn't support MGRS. If you want more than 3 maps, you have to pay a 29.99 annual fee, and if you want the full app (MGRS support) you have to pay a 129.99 annual fee. Well, that seemed a little outrageous to me, and so I found a way to downgrade to the previous version that offered full support. If anyone else has encountered this problem, here's a tutorial on how to downgrade to the old version:
  13. Ahhhh, interpreting the FARs! Fun stuff! This is how I interpret it. Anyone feel free to let me know if I'm wrong here..... I don't see anything in 61.1 - cross country (vii) that would justify logging it as such. It states "(except with a rotorcraft rating)" meaning everything that is described in that section does not apply to a rotorcraft rating. So yes, that is only in there to allow military fixed wing guys to waive the landing requirement. So, the only one that applies to us is (v). Land somewhere that is 25NM straight line distance from where you took off. Keep in mind that this definition of cross country time applies to meeting the "aeronautical experience" requirement when seeking a rating. Assuming that the only real reason you are keeping track of cross country is to seek a rating (i.e. ATP, which requires 500 hours of cross country), then you must log it this way. At some point, however, you might be asked about your total cross country time for a civilian job. If you are not logging cross country time to meet any aeronautical experience requirements, then you could log cross country any time you land anywhere other than your point of departure. That doesn't have a minimum distance requirement, but still has a landing requirement. What I do, to keep it all straight is use 2 different cross country columns in my (digital) logbook. One is just "cross country" (I use this for >25NM straight line with a landing) and the other is "cross country less than 25nm". Now if I want to check my aeronautical experience toward my ATP rating, I just pull up "cross country" time. If I want total cross country time (not for aeronautical experience), I pull up both columns and get the total of both. On a side note, if you are not using a digital logbook, you should be. It makes this a whole hell of a lot easier! TL;DR: To answer your question....No, you cannot log it as cross country in a helicopter if you don't land.
  14. Well, it seems like a few people headed over to check out my blog a few years back. I finally got around to finishing up the flight school part of it. And since the main group of users here seems to change a couple of times a year I thought I'd bump this back up for anyone else that might find it useful or entertaining. Street to Seat: Becoming a US Army Helicopter Pilot
  15. I used to use an iPad 2 in the cockpit. I now have an iPad mini 4 and it is much better. In my opinion, the iPad (non mini) is just a little too big for the cockpit. To see if it's "approved" you'd have to look at the AWR for the particular aircraft you are thinking about using it in.
  16. To be honest, you won't be able to do anything for your move before you graduate WOCS (unless something has changed in the last couple of years). The Army will take care of transportation to BCT and to Rucker for WOCS, then on the day you graduate WOCS you can go to the travel office and schedule your move. The only thing you will want to do in advance is to determine if you want to do a full government move (where they come and do everything and move everything), a Personally Procured Move (AKO DITY...Do IT Yourself), or a partial PPM. Keep in mind (even though this will be a ways down the road) that it will take a couple of hours at the travel office, especially with all the other WOCS graduates going down there. As far as your spouse getting stuff done while your gone, get a Power of Attorney so that she can do things on your behalf while your gone. This will come in handy throughout your military career. The requirements vary by state, so just google it and find out what you'd need. All I did was print out a Durable Power of Attorney, filled it out and had it notarized.
  17. OK, I was being a little selfish and holding out on saying anything about the free version of foreflight because it says there is a limited number available. LOL. Anyway, go to https://geoaxis.nga.mil/ You'll have to first sign up for an account using your CAC. It'll ask for your supervisor and security manager's email to confirm your account. Make sure you tell them you're going to be setting up an account, or they might just disregard your email and you won't get approved. After you set up an account with your CAC, you'll need to set up a "Disadvantaged User Account" in the User Menu. After that is all set up, you'll need to go to https://apps.nga.mil/ on your iPad and download the Geoint App Store. Once you download the App Store, you can download AeroApp and other apps. For Foreflight, just click the Foreflight Military Flight Bag icon and instead of a download button it will have a button that says Request Access or something like that. You'll have to check back on it after a day or two, and once you are approved, you can download it. Once you download it, you'll click the button that says "I need a license" and it will ask for an email address and password. Use whichever you would prefer for foreflight, and that will be it. It will be all set up. Here is the instructions for downloading the GEOINT App Store . There is a little quirk with it and you have to go into settings and "Trust" it. Hope that helps.
  18. Might want to check out this older thread... http://helicopterforum.verticalreference.com/topic/19465-tablet-advice/ As stated in that thread, I'd go with a gen 2 or a gen 4 as opposed to a gen 1, especially if you are going to be using a moving map app (the loading will be smoother and quicker). As far as moving map apps go, I've used AeroApp, FltPlanGo, ForeFlight (Premium), and WingXPro. At the moment I prefer WingXPro for very subtle reasons, but I think that Foreflight (Premium) and WingXPro are on par with each other. You can get WingXPro for free if you email them from your .mil email address and let them know that you would like a copy of their software (normally it's 74.99/year).
  19. Bringing this thread back to life. A couple of questions for anyone that has gone through the DCA process or knows anything about it. I think that I am fully qualified after looking at requirements minus 1 thing. The website says: Financial: Must meet all financial obligations, and not have a debt to income ratio in excess of 80% (ratio of debt to projected income at applicant’s highest accession level, i.e. O-1 or O-2, as applicable). Does anyone know if student loans count toward the debt to income ratio? I thought I'd try to ask here before I reach out to a recruiter.
  20. TBH, I wouldn't really focus on trying to get other courses right now. I mean, if that's your cup of tea, go ahead, but there's not much of anything at Rucker that would benefit you. Why not take the time and get ahead on your studies. The -10, the .33, the .11. The -10 alone should be enough to keep you busy. Memorize 5, 8, and 9. Be familiar with the rest. You can look up the website for your airframe on AKO and start looking over student handouts for the academics if you are that motivated. Most of that stuff probably won't make a lot of sense though, until an instructor walks you through it in academics. Otherwise, just study all that other aviation stuff that you're going to need to know for the rest of your career....Aeromed, 95-1, AIM, .203, .240, etc. Another option is to just enjoy the time while you have it. If you have a family, just spend time with them. If not, just chill with your buddies that are also waiting for the course. It's not often that you have "down time" so make the best of it. Once you start advanced airframe, you'll probably be swamped. Then once you get to your unit, you're going to be working your ass off trying to pave your way, and then probably get deployed. If a few years, you'll wish you just relaxed while you could. Maybe that's just me, I dunno. Just my $.02.
  21. Since I got to my first unit, I have averaged 19 hours a month. Some months I've flown 0 and the highest so far has been 43. I'm also in a unit with a high flight hour/pilot ratio. We don't have a ton of flight hours, but we don't have very many pilots either. Based on all the other pilots at my unit, we (the pilots) fly more than many other units.
  22. Where are you getting your stats? If they are from the actual lists that are sent out by DA, then I guess I can't argue. But if they are from looking at the people on this forum, they are severely skewed. I would believe that the selection rate is fairly high for street to seat as compared to inter-service, but not near 100%. For one, it's not a well known process. There aren't a lot of civilians even looking into the option. Secondly, you have to be highly motivated to even apply because it takes a lot of legwork on your end to even get through the application process and deal with recruiters. Also, I think a lot of people that do apply, or want to apply, get weeded out; either by the recruiter, the physical, or the BN board before they even have a chance to make it to the board.
  23. Check out the sticky, it will probably answer most of your questions. http://helicopterforum.verticalreference.com/topic/13468-warrant-officer-flight-training/ I would recommend trying street to seat first. You have nothing to lose that way. Get all of your stuff together, apply with the best numbers that you can (GT, SIFT, APFT, etc.) If you don't get selected (you get 2 looks), then decide what you want to do. You can improve your scores and yourself and reapply after the waiting period, or try something else. Decide if you really want to do anything else except for fly. For me, I wanted to fly and be a warrant officer. I did not want to enlist and I did not want to be a commissioned officer. So street to seat was the only route that I would have taken. Had I not gotten picked up, I probably wouldn't have taken either other route.
  24. Thanks for the input Mike! That actually jogs my memory as to what I heard in flight school. It was during the class in instruments when they were telling us about taking the Military Comp exam to get our FAA certificates. He basically told us what you were saying. I already held my commercial certificate before the Army, so I couldn't NOT get my certificate and be "covered" just in case. So, the reason I was wondering about that is because you can read it as "The restrictions described above do not apply to": 1) "Those aircraft authorized by and in contact with ATC for operational, or safety of flight purposes," 2) "Department of Defense," 3) "Law Enforcement", and 4) "Air Ambulance flight operations." If you read it like that, then there are 4 separate groups that the restrictions do not apply to.
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