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cbl2799

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About cbl2799

  • Rank
    Student Poster
  • Birthday December 12

Previous Fields

  • Company working for
    US Army

Profile Information

  • Gender
    Male
  • Location
    Katterbach, Bayern, Deutschland
  • Interests
    Blackhawk driver in Germany. Former V-22 Flight Engineer

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165 profile views
  1. Congrats boss and welcome to the fleet! Operational life isn't bad at all. I was forced to do the ALSE course (a course not for officers at all), but all is good. Just be ready for a 5 & 9 test when you show up. I arrived here at Katterbach, Germany, freshly jet-lagged off the bus from a red-eye to Frankfurt, meeting the guys in my company for the first time. When I was passed to the Stands shop, they sat me down to 'fill out some paperwork". Yeah, that paperwork was a 5 & 9 test. Good times! Other than that, all is good. Where'bouts are you going to be calling home? Best of luck to you!!
  2. Yeah man, I had to turn mine in at the end of the 60 course. It would have made a nice addition to my military adventure collection for my future family, since my book looked great! I laughed at how some student's map books were all thick and loose, while mine was super flat & tight. When I opened up my stick buddy's book, it practically exploded..lol!! Good times though, and wouldn't give it up for anything!
  3. Bring a book and prepared to be bored. Sorry about your plight in advance, but we've all had to go through it! See you on the flip side
  4. Why diss "Dis Cards"? LOL! WOCS was great times; I enjoyed it immensely, and that's no joke!
  5. if that policy is true, I wish they had it when I was there. Yes, I think the mere existence of AMPS and its capabilities make those huge map books a thing of the past. But, as long as the old guard has a say in policy, making the maps will be a rite of passage.
  6. Let's try to keep it professional. I'm not so much a fan of the iPad, since it's relatively fragile, not EMI hardened, and not designed for tactical combat applications. It's a cute toy if you're all about storing e-books, music and videos. The EDM is a pretty decent tool; I am still getting the hang of it, but all that being said, if a "happy medium" between the two can be reached, that would be ideal. But then again, given that the UH-60 fleet is gradually transitioning to the M model, with glass cockpits, it leaves the Army in a unique position to debate how much they want to spend on new gadgets, especially with our current budget crunch. The rest of the new Air Soldier gear is pretty neat though!
  7. I apologize. I have a ton of friends in the NG, and I know you guys carry a ton of the mission workload. It was a light joke, and I apologize for the offense! One of my IP's in the 60 course is an NG chap, and I enjoyed flying with him immensely!
  8. Like previously stated, keeping rotor RPM within limits is essential for a successful auto. But, overspeeding can be a really bad & expensive thing during flight training & currency. That being said, if I were in a no-BS engine out scenario and I was forced to auto, I'd make damn sure to keep the RPM's on the upper band of limitations (especially with a low-inertia rotor system), then do what I had to do to land safely, even if it means accidently overspeeding the system. I'd rather deal with extra paperwork and walk away, instead of becoming a statistic!
  9. Hey guys, I'd like to chime in on Rucker, having gone through the whole "Rucker Wringer" not too terribly long ago. Here are my suggestions on how to succeed at WOCS & Flight School. 1. WOCS: Just be humble. The first two weeks, everybody will be screwed up some way, shape or form, no matter how right everybody is. Follow the TACSOP, and work closely with your class Standardization Officer for all the 'grey areas' in the TACSOP. I enjoyed the whole experience, the TAC's were extremely professional, but on a whole, I think the school was the easiest military leadership school I've ever done (having come from the Marines). 2. BEFORE Flight School: Once done with WOCS, you'll be in hold with B/1-145 for a month or so until you class up for BOLC. Be prepared to do diagnostic APFT's on a monthly basis. DO NOT FAIL them! It is not a long wait to class up anymore, thanks to some much-needed policy change. That being said, get spooled up on all the TH-67 limitations and emergency procedures. Don;t worry about "memorizing" the whole -10. Just knowing Chapters 5 and 9 will take you far. DO NOT be the guy who goes out in town and spends $500-plus on books, kneeboards and other crap. You will be issued all you need to start. Then, once you get in the hang of things, you will find out what other things you might want, and go from there. 3. STARTING Flight School: If you are not perfect on 5 and 9, don't sweat it. You will be formally taught at the beginning of primary. Contrary to rumor, YOU WILL NOT be tested on it on day 1. Do at least a week's worth of daily questions, probe your IP's brain, and you will be fine. Don't sweat it if you can't hover on your first flight period, aka Nickel Ride. Not many people do. You'll get it eventually! 4. Flight School Academics: Yes, you will double-dip flying and academics. One week, you will have AM flightline and PM academics, and vice versa the next. My personal preference was AM flightline, so I can relax through academics. Yeah, the bus comes at 0445 to head to Cairns AAF, but you'll get used to it. 5. BWS: Basic Warfighter Skills, where everybody goes through the rite of passage of manually preparing a map book. I recommend Velocity Squared out in town, that offers map prep kits and a lightbox for rent. It is worth it, and it beats trying to cover down on a few tables in the tech library on post. It will, however, be a really fun phase of training, and the IP's are awesome. 6. Selection APFT and Platform Selection. Enough said. Just do your best on the APFT. DO NOT FAIL IT! Select the mission, not the aircraft. You will be happier in the long run. That being said, NG pogues are not counted against possible aircraft seats available, so don;t listen to the rumors. You will make your formal request as to where you want to go. They will brief you on who is where and timelines. I was near the top of my class, so I had my choice of platform. Fortunately, I got the platform (UH-60A/L) and duty station (Germany), both were my top picks. Fortunately for my class, everybody got what and where they wanted. I will say that right now, CH-47's are way overstrength, so the possibilities of having one available are slim. 7. Go to War Platform school (AH-64/CH-47/UH-60/OH-58): It's going to be alot of work and studying, but if you've gotten this far, you will be fine. Enjoy it and learn as much as you can. 8. Once you get to your Duty Station: Stay up on your academic and oral knowledge. Make a good first impression. Get to know all the senior Warrants (IP's, TACOPS, Safety, MTP) and leadership group. They do not expect us to be perfect, but prove you are there to be an asset, not a liability. Learn as much as you can and try to get on the flight schedule as much as possible. Once RL1, I recommend hooking up with the MTP chaps. It's free flight time, and half my hours here in country are maintenance test flights, and I have learned alot about the aircraft. Take ownership in your additional duties (to include the fridge fund) and don't hesitate to ask if you don't know. Other advice: Remember that even though we are pilots by trade, we are officers first. You may be temporarily assigned to a staff job. For example, I was assigned to the Rear Detachment shortly after I got here, since my unit was preparing to deploy. Yes, I was a little frustrated, I won't lie, but there will be a time for military flying later. Just remember that once you cross into the Officer ranks, the game changes! Enough with my rant! What are your takes?
  10. Hey guys, as a civil and military pilot, here is my take: 1. If you are appropriately rated (in this case, rotorcraft helicopter), by all means, log the time as PIC. 2. If you are actively receiving instruction, log it as dual time as well, and have the instructor pilot either sign the log entry, or annotate his name accordingly. Make sense? -Brian
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