Jump to content


VR Member
  • Content Count

  • Joined

  • Last visited

  • Days Won


achfly last won the day on November 16 2016

achfly had the most liked content!

Community Reputation

20 Excellent

About achfly

  • Rank
    ATP Poster

Previous Fields

  • Company working for

Profile Information

  • Gender
  • Location
  • Interests
    Aviation, photography, my heathens... you know, The good stuff.
  1. High enough for options in the auto. Low enough to get down quickly for other emergencies.
  2. Low Level Hell ChickenHawk Firebirds Snake Pilot These are all Vietnam era but theres lots to learn from each. Especially when you consider the counter insurgence fight that has been going on in Afghanistan and Iraq for the last 10+ years.
  3. I think we're on the same page. I didn't say cancel at less than 3000 and 5. I said have a plan for IIMC and be mentally ready to execute. So many people have crashed perfectly good aircraft because they are in denial of their situation. They spend way to long trying to find an outside horizon instead of transitioning to instruments. I know it can happen to anyone but if you have an IIMC recovery plan before you leave the ground I think that improves your odds a lot. I've flown the Rockies and the coast of Texas. Two areas of very dynamic weather with sneaky changes. I get what you're saying; you're aware of this and you've done the mental prep. You're a good example to myself and others. Thank you.
  4. I think it's kind of obvious that more IFR aircraft will improve the issues with IIMC. In the meantime I believe that those with an instrument rating, even without a lot of instrument experience, can do a lot to stay safe with very little training and trouble. I find it extra tragic when these "scud running" accidents involve a pilot with an instrument rating. If the weather is going to be less than 3000 and 5 anywhere on your flight an instrument rated pilot should take a few moments to make an IIMC recovery plan and have a chat with themselves and their crew about committing to instruments if they 'punch in' or lose the horizon. Im instrument rated but the bird I fly is not. You better believe I'm familiar with the closest PAR. If that's not available I've got a GPS that isn't certified but will work fine in an emergency. And let's not forget that IIMC is an emergency in a non IFR aircraft. If your aircraft doesn't have a GPS or even so much as an ADF and there's no PAR in the area YOU NEED TO RAISE YOUR VFR MINIMUMS A BIT AND STICK TO THEM. And if at all possible find a way to practice going IMC a couple times a year. I get the chance to do it in the sim and sometimes the aircraft. It can be tough to go from outside to instruments and get stable. We all need a little practice.
  5. achfly

    Catch 22,...?

    In the army this area of the risk assessment is often referred to as 'fighter management'. In combat operations or large training excercise (especially in a field environment) fighter management is the first thing to go out the window. "Did the pilot get 8 hrs of rest?" well yes but it was in a noisy tent, on a cot, with a temperatures of 90F. In combat this may be a necessary risk. In training though... It's not worth it. I think my current unit does a pretty good job of fostering a culture where you can be honest about limitations and take the conservative course.
  6. I know what you're saying and for a long time it was just a gimmick by flight schools. This is different. You should check out the article.
  7. Who is interested in heading to the airlines!? If you've got fixed wing time some regionals are willing to invest a lot into you to get you to your ATP. Of course the starting pay sucks but it goes up quickly. Some folks out there that have an Instrument/commercial heli but not enough hours to get a job might want to consider doubling down on their training and switching teams. Adding fixed wing ratings isn't that hard if you're already inst/com and it's easier to find hour building jobs from there. Anyway, this is a great read. https://disciplesofflight.com/aviation-industry-airline-pilot-shortage/
  8. I was in the Guard for five years when I submitted my packet to my unit. They said "we like you and you're approved but it will be two years before we have a slot for you in the unit." After some research and a lot of prayer I took my packet down to the local active duty recruiting office in September and I was at Rucker in January!(09) The recruiter didn't know anything about warrant officers but he did have a good relationship with the Guard headquarters in my state. I owed one year on my contract so I had to talk to my battalion and brigade commander but after that my recruiter went with me to my state's guard HQ and he did all the talking to get my 368 signed. I didn't pay any bonus back because I was getting the bonus in ever other year payments. So I forfeited the last payment. So I would say visit recruiters in your area and find one that has poached from the Guard/Reserve before. If they claim to have experience in this make them give you detailed account of how they helped the service member get through process with the 368 and so forth. Keep in mind you'll have to go through mepps again. It wasn't as bad the second time since I was an E5 and went in uniform. The only big problem I had was that they didn't tell me I had PTDY. They just booked me a flight and travel orders ten days prior to when I really needed to be there which was in the middle of exodus. They were real jerks about it because that's mepps I guess. I had to miss a paid for Disney cruise(not cheap) with my family that was departing the day after Christmas. But I digress... Long story longer... you may be able to get out of your contract but it depends on your unit's need for you and your contract time(how much of their investment they think they need out of you before you go) If they say no see if you can work a deal. At what point would they say yes etc. It may have helped that I had already completed a packet and tried to go warrant with my unit.
  9. MARSOC is still using that same unit. They of all people will be the last to forget the lessons learned. And as for changes to prevent this from happening.... None necessary! They were already in place. The PC just ignored them. Big time. The ramifications are this: DES is going to brief most if not all of the aviation brigades on this because of the "culture" behind the bad decisions that were made.
  10. I've always found it so strange that remote control aircraft are referred to as drones. The dictionary.com folkes have even changed the definition a bit to fit it's popular use. drone [drohn] noun 1. the male of the honeybee and other bees, stingless and making no honey. 2. an unmanned aircraft or ship that can navigate autonomously, without human control or beyond line of sight the GPS of a U.S. spy drone. (loosely) any unmanned aircraft or ship that is guided remotely: a radio-controlled drone.
  11. I once knew a skywest pilot who was so bored he would pray for bad weather so he would have something to do.
  12. agreed. Might as well paddle around the Arctic in your mother's mixing bowl. I think some of these adventures have merit but not the ones that are just doing a repeat of the same thing but purposely making it harder. Maybe that's totally subjective but...
  13. Only in casual reference. Like has been said already. Bird, aircraft, airplane are common in my unit. Helicopter just has too many syllables. It's no big deal. It's like when my father refers to a really large motorcycle as a scooter. I like the English language because you can get really descriptive if you want to but you can also just get close and be able to use great variety just for variety sake.
  14. The S-97 has a couple of fundemental problems that will limit what it can do. The first is the location of the transmition and the control rods which limits the size of the cabinThat cabin is only going to be large enough for three troops and that's with minimal equipment. The second, as was already pointed out is how low the rotor is. Maybe it will be good for light attack and recon but I don't see the extra speed being worth it in those roles. As an attack pilot there are times when I'd like more speed such as responding to a TIC that's far away, but in conventional, symmetrical warfare I'd rather have more fuel or more munitions than more speed. The Echo model apache is fairly fast for an attack helicopter already. ...and you can see out of both sides from either seat. Just a thought. Anyway, I think in the long run the AVX guys have the answer. I checked out all of the offerings at the Quad A convention a couple years ago and this one makes the most sense to me. http://www.avxaircraft.com/programs/ .
  • Create New...