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Everything posted by 01CelicaGTS

  1. 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.
  2. 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
  3. 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 operat
  4. 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....
  5. 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 ye
  6. 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
  7. 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 ma
  8. 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
  9. 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
  10. 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
  11. 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
  12. 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.
  13. 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 th
  14. 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.
  15. 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 .mi
  16. 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.
  17. 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 t
  18. 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.
  19. 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 rec
  20. 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,
  21. 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
  22. Still don't have to make CW5. You do have to make 4 though. You'll make CW2 with 2.5 TIS. CW3 at 8 or 9. And CW4 at 14 or 15. You wouldn't HAVE to make CW5 until 21 or 22 years TIS. You can retire at 20 as CW4 or be forced out around 22 or 23.
  23. So, a recent event sparked my interest in how the FAA handles Army Aviators if they break a regulation. Or, more specifically, how an Army Aviator handles the FAA. For example, what if an Army Aviator violates a TFR. If I'm flying on the civilian side as a commercial (or private) aviator and I accidentally penetrate a TFR, I would be subject to suspension and fines. However, if I file a NASA report within 10 days and the violation was inadvertent and not criminal I will be "immune" to the suspension and fines, but it will still be on my record. But, is it different for the Army? I had
  24. Hahaha! Yes, some were from that sick celica! And the 9 other cars and motorcycles I owned. Funny thing is I made this username almost 10 years ago, and I just used it because it was the same username I used on the Celica forums...lol. Didn't expect that I'd be on here much. Ironically, paying for flight school (on the civlian side) is the reason I ended up selling it!
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