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Rob Lyman

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Everything posted by Rob Lyman

  1. AFTPs: You get paid for one day per AFTPs. Our state allows two AFTPs in a single day if you live outside 50 miles from the facility. That requirement goes away sometimes, depending on the current budget situation. We require you to average 1.5 hours per flight AFTP, although no one really checks, unless you do a lot of AFTPs but still fail to meet your minimums. Drill Weekends: Once a month usually. We are trying back-to-back drill weekends (ish). Thursday-Sunday with the first two days being the last two days of the previous month and the last two days of drill being the first two days of the next month. We will have two months between drills, but have four day drills. The drill and AT schedule is published for the whole FY at the end of September. It is full of events like individual weapons qual, Bambi Bucket training, safety stand downs, holiday gatherings, ACT-E, PHA, etc... We do about 60% collective training and 40% individual training (mostly RL progressions and some annual check rides) on drill weekends. AT is about 80% collective and 20% individual training. We just finished XCTC in August. It was 3 weeks in Mississippi and 90% collective training. Next year will likely be JRTC with 110% collective training. We do two week orders for guys coming out of flight school. Recently we had a former active duty IP come in for one week orders to RL progress as an IP. Otherwise it is somewhat rare to come in on orders to fly. Each state is slightly different, and even within a state, timing and budget can change policy at the drop of a hat. If you end up in FL or GA, I know most of the 60 guard guys. I can hook you up. It would be great to have another Naval Aviator around.
  2. If it's temporary duty for a civilian job it isn't TDY. Saying so is a bit of a stretch. But if it gets you through an ARMs with DES, who cares? FWIW, we do little individual training on drill weekends. Most is collective training, hence the aversion to missing drills.
  3. Prorating, just for being out of town for civilian job and not available to fly? How? Under what authority? TC 3-04.11 8-78. Reduce flying-hour minimums by 1 month for each 30-day period that the ACM was unable to fly. Days unable to fly, in different absence categories, may be added together for 30-day totals. Concurrent days will not be added together. An example of concurrent days would be if an ACM that is medically grounded for 30 days is sent TDY for 20 of those 30 days. Only 30 days could be prorated. At the end of the training period, add the total number of days the ACM was unable to fly the aircraft/simulator due to the following—  -TDY or deployment to a location where the ACM is unable to fly.  -Medical or nonmedical suspension from flight.  -Grounding of aircraft by HQDA.  -Leave/authorize/excused absence approved by the commander.  -Aircraft non-availability due to movement to deployment, movement to redeployment, or aircraft preset/reset. Preset/reset requirements only apply if less than 50 percent of the unit’s aircraft are not available. This must be annotated on the DA Form 7122 and should coincide with the brigade commander’s “start training date” required by AR 95-1.
  4. Welcome to the dark side. I've been in the Florida Guard for 12 years now and deployed twice. The 5:1 ratio is about what I've experienced in this state. Just be careful with a plan that involves getting the majority of your flight time on drill weekends. With all of the other stuff required, flying is only a portion of what you do on weekends. And even if the unit flew all weekend, you'd have to share the time with EVERYONE else. As a FAC 1 aviator, you would need 48 hours every 6 months, 3 hours instrument, 9 hours NVG and 1 hour unaided night. Also 18 hours a year simulator, which for us is a drive from Jax up to Savannah. O battalion tends to frown on missing drill weekends, even if you make it up during the week. I'll be honest, when I was a company SP, airline guys were my biggest PITA. They fall short of making their minimums more often than not and are hard to schedule. There are a few "good deal" deployments. Our LUH guys "deploy" to the US border. Our assault company in Brooksville deployed to Kosovo. Far and large deployments are to the sandbox. I've deployed as a single medevac company and as part of a ARNG CAB and Battalion. Occasionally, ARNG will deploy with active duty. If you revert to warrant, you'll fly. If you stay as a regular commissioned officer, you may go to a staff job as FAC 2. It really depends on timing and current manning.
  5. Meh. Soldiers and sailors have been complaining forever. It's what we do. We like to one-up each other to see whose job sucks the most. It's a military ritual. 200 years ago some private was complaining about his commander. "@#%^!% Washington. That m$%^4 F%^&% made us row across the river in the middle of the freezing winter!" Just don't get caught up with it everyday, all day. That is bad for your own mental health as well as the unit. You are going to have additional duties. Do well at them and you'll get recognized. RL progress, fly, know the aircraft and mission. Become a PC. Track IP, MTP or ADSO. Take control of your own career. I have. I average 150-200 hours a year. I could fly more, but I have a lot of additional duties. And sometimes those duties suck. I have them because I have proven that I can do them well. Most of the time these duties are challenging and rewarding. IP/IE/SP/MTP/ME Facility QC Supervisor Company SP I also liaison with the Navy and schedule and plan deck landing quals quarterly.
  6. FWIW..Navy aviator to Army guard aviator..paperwork only. No WOCS, boot camp, WOBC, etc..O-4 reservist directly to CW2. UH-60 AQC was required, despite 1400 hrs in a Seahawk. That was in 2007.
  7. In the guard there are all sorts of opportunities. I have attended the following courses: UH-60A/L Aircraft Qualification (EAATS) UH-60M Aircraft Qualification (Ft. Rucker) UH-60A/L Maintenance Test Pilot Course (Ft. Rucker) UH-60M Maintenance Test Pilot Course (Ft. Rucker) UH-60A/L Instructor Pilot Course (WAATS) RW Instrument Flight Evaluator (Ft. Rucker) HAATS Power Management (HAATS) H-60A/L/M IP/IE/SP/MTP/ME Don't forget the most awesome part of being an IP/SP...managing records.
  8. I'm 54 and have been flying helicopters since 1985. I have no back pain and my only stiffness or soreness (ankle, knees and shoulder) are a result mountain biking accidents.
  9. THIS. You will not make your minimums if you only plan to fly on drill weekends. Drill is full of everything else, and only sometimes flying. Individual weapons qual, APFT, ARMS, safety classes, etc.. We have guys in South Florida who can't seem to make it to North Florida to fly. Colorado or Hawaii? Good luck. You need to average 1.8 hours a week to make your minimums (FAC 1 in a Blackhawk). Even flying four hours every drill won't get you your minimums. Oh yeah, don't forget 12-18 hours of simulator too. These are hard facts no one wants to hear. I wish someone had told our guys this before they made similar plans. As our company SP, I am now spending too much of my time trying to help new pilots avoid a flight evaluation board (FEB).
  10. I suppose it is possible for a reserve guy to fly with the Guard, highly unlikely. Having said that, we did have some Clearwater guys fly with us (actually we flew with them) for deck quals. Some other differences: Guard - No duty station changes, unless you want to go to NGB or Ft. Rucker Guard - Deploy every 4 to 5 years, usually to an armpit in the world (not Korea, Germany, etc..) Reserves - Duty changes every three years I believe (someone correct me on this) Reserves - I've heard they rarely deploy Flight hour minimums are the same across the board (AD, Reserves, Guard) Some subtle difference in the technician program...guard positions are tied to rank. If you are a mechanic and go to flight school, you lose your job. As a reservist, I think you can be a CW2 aircraft mechanic technician
  11. You should go to an Army surplus store and buy some ACUs or OCPs. Then buy some patches to put on your sleeves. Get one with your last name on it to put over your right pocket. If you can't afford that, just put a U.S. ARMY patch on both sides. The recruiters will be impressed with your motivation and take it as a sign you are trying to fit it with those of us already serving. Optionally, you could try to pick up some ribbons to put on your uniform. Nothing says NOOB like a slick sleeve, no medals recruit.
  12. FYI, NGR 600-101 governs ARNG warrant officer promotions. There is a policy memo dated 30 May 2012 that modifies TIG gates published in NGR 600-101. WO1 to CW2 2 years CW2 to CW3 5 years See note below CW3 to CW4 6 years See note below CW4 to CW5 5 years Note: When considered for promotion to CW3 or CW4, Warrant officers in grade position coded higher than his/her current grade may be considered for promotion one (1) year earlier than prescribed above.
  13. Anthropomorphic: the attribution of human characteristics or behaviour to a god, animal, or object. Anthropometric: measurements used to assess the size, shape and composition of the human body.
  14. I guess I just JUMPED TO CONCLUSIONS. Not sure how that happened. There are good and bad units, to be sure. I have a small amount of experience (over 20 years) in the military in multiple services, active duty and guard, full time and part time. In my experience, most of the time the new guy complaining would do better to sit back and observe before complaining in public or deciding to jump ship. You may be the exception. Time will tell.
  15. I'll probably be seeing you in a few months. We already have some of your state's guys here with us.
  16. OK...I've done that before. Most of my uniforms have name, rank, and "U.S.Army" sewn on. One or two don't. A few times I have swapped from one uniform to another in the morning and only transferred the shoulder patches over. Luckily I have an extra set in my drawer at work. And who hasn't gone inside only to find your American flag is evidently stuck to the seatbelt in your friend's car?
  17. No one is going to teach you leadership or how to manage a unit.
  18. Just finished WOILE a month ago. The PPT the Army Staff Senior Warrant Officer presented showed NO profiles (temp or permanent) for WOC and no temp profiles for any PME. First day for WOILE was a weigh in. Third day was a record APFT. This was for a course full of CW3s and CW4s. We even had a CW5 in the class. People were sent home. Combine this with the Sgt Maj of the Army's initiative to slim down non-deployable soldiers and it doesn't bode well. Good luck with the injury.
  19. It all started with an ​NROTC scholarship. Two days after graduation (1985) I was in Pensacola. I started flight school 2 weeks later. I wanted to fly F/A-18s (who didn't?) but I had zero, zilch, nada flight experience. I got ho hum grades at the beginning of primary. By the time I was rocking in the T-34C my grades weren't good enough for one of the two out of twenty jet slots. I chose helos. I flew Seahawks and stayed in the cockpit for almost 8 years, but the staff tour convinced me to get out of the Navy. I did one year in the USNR (picked up O-4) and two in the IRR. Then I started a civilian career and earned my civilian CFI, CFII, and MEI the hard way before the military equivalency was available. I was doing part time instructing when a crazy ARNG pilot I was instructing fixed wing suggested I check out the guard. I was 43 when I put on an Army uniform for the first time. They said, "We want you to be an MTP." So off to the MMC and MLC (now AMOC) I went. This was followed by 60A AQC, 60A/L MTP, 60M transition and 60M MTP. That was all within an eight month period. At the last week of the 60M MTP they asked if I was interested in a full time MTP tech job. I did the interview over the phone and was offered the job before I finished the course. I came back to my job after 8 months and asked my boss if I could talk to him. I was going to give him my two weeks notice. He said, "Sure, I need to talk to you anyway." He told me everyone in my department except me and one other person were getting laid off. Then I gave him my news. So here I am now as an MTP/ME/IP in the 60A/L/M. I am a full time technician in the national guard. Or at least I am until I get back from Ft Rucker when I start AGR. I have flown the SH-60B & F, HH-60H & M, UH-60A, L & M, and the EH-60A. I have flown so many different types of missions I can't recall them all. Why be a military helicopter pilot?
  20. I would recommend trying to find a DPE who specializes in military equivalency. We had one in Jacksonville, FL. It didn't hurt that he was the same guy I got my Multi-engine and MEI with.
  21. Years ago when I did mine I got the CFI/CFII Helicopter added on based on my experience as a Navy instructor at the FRS. I already had a CFI, CFII and MEI airplane so no written test. For comparison, the Navy didn't even have an IPC like the Army. FWIW I have not gone to the IE course yet.
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