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stearmann4

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Everything posted by stearmann4

  1. Update: I discovered that the FAA has recently re-instated the S-70 (UH-60) type rating. You are eligibile to have that added to your license as well. Individual FSDOs vary on their policy if graduation from the AQC is sufficient, or you must be designated as a PC. Mike-
  2. You are correct, for active duty applicants, the only letters that are reviewed when your packet comes up in front of the board is the LOR from your Company Commander, BN Commander and a Warrant Officer Aviator. Also keep in mind that your packet is reviewed and voted on with a numerical value in inutes or less. More letters just make it messy and you risk the board member just picking one to read. Mike-
  3. That didn't happen to be Tom Travis did it? He gave me an assist when I was in flight school. I was supposed to PCS out to the Flight Detachment a couple of years ago. Another example of how small Army Aviation is. Mike-
  4. As Brackac said, Rucker isn't an accurate representation of the camaraderie found in the Warrant Officer Corps, primarily because there are so many of them in one place. Military wide, warrants between the Army, Navy and Marine Corps are such a small percentage of the officer corps that it just lends itself to being close-knit. Outside aviation a Soldier can go months or years without ever coming face to face with a Warrant Officer. That said, we have our "10%" just like any other community but nobody got here without someone else taking the time to help an aspiring WOC. I think most guys/gals realize that and make the effort to pass it on. I had the opportunity to go to OCS and chose WOCS instead and after 23 years I think it was probably the wisest career decision I ever made. MR-
  5. It does take some interpretation using 61 as a guide and applying ti to the most common scenario in primary. If you just used the worse case scenario and just logged all of flight school as dual received you're only missing out on a hundred or so hours.
  6. True, hoever it's not exactly an apples-to-apples comparison. After your checkride in the 67, you can then log PIC every time you touch the controls. After you actually make PC as oer AR 95-1 it gets a blurry as much of the time you're not on the controls in you have a new PI.
  7. Under Pt 61, if you were a civilian student pilot you would legally log PIC time after you had completed your solo, and every time you were the sole manipulator of the controls after that.
  8. Your annual Army flight physical does substitute for an FAA Third Class medical. Keep a copy of you physical paper clipped in the back of your logbook. Your annual APART check-ride (both standards and instrument) can count for your BFR in that particular type and category (rotorcraft instrument). Log the flights in your logbook and also paper-clip a photo copy of your APART close-out in the back near the "endorsements" section. As a civilian airplane and helicopter CFI, I'm also a partner in an FBO, scenic flight business and fly UH-1s, MD-500s, and an AH-1 for a civilian company on the side. I end up giving classes almost quarterly to Army aviators who are getting our, retiring, etc buy have never kept a civilian logbook. You haven't seen a mess until you've sat at a table for almost 2 weeks straight with a 25 year CW5, with over 5,000 hours, none of it logged (per Pt 61) except on his Army 759 forms, and he needs it broken down into civilian accepted times for a new job. I kick back a couple of military resumes for civilian helicopter jobs because they don't meet the insurance minimums, when in actuality they probably well exceed the requirements, they just don't have it broken down properly. The best advice I can give is to keep a logbook from the day you start flight school, update it daily after you fly and log your flights as per FAR Pt 61 "logging flight time" standards as it applies to PIC time. AR 95-1 states you log PIC time when you are designated as a PC, Pt 61 states you should log PIC time "Anytime you are the sole manipulator of the controls in an aircraft for which you are properly rated". For someone like Lindsey who is already rated in rotorcraft, she would log PIC time in her personal logbook the first day she pulls pitch in the TH-67. Everyone else can start logging PIC the day they pass their P2 check-ride (or whatever they're calling it in primary now) Conversely, if you go on to fly 47s, you can't legally log PIC until you graduate from FS 21 because in the civilian world it requires a Type Rating (BV-234). You can also get that added to your existing license when you get winged. The UH-60s used to have a type (S-70) but they did away with it a decade or so ago. Bottom line, keep a logbook, 20 years down the road you'll be so glad you did and it's the easiest way to make sure your annual 759 close-out isn't missing any hours. Lastly, if you have prior flight time in anything, keep it to yourself and enjoy primary. I had the privilege of working with a couple of UND ROTC grads who were very vocal about being able to skip primary, instruments and go straight to BCS. My thought to them was "Gee, you're kind of a dummy, you just gave up almost a hundred hours of free turbine B-206 time and you could've been the Honor Grad...." That comment can only be appreciated by someone who has had to pay fro their own flight training. MR-
  9. For what it's worth, on Lindsey's behalf, her post LOR interview debrief I had with our battalion CW5 resulted in a unanimous thumbs up for a favorable letter to DA, as well as the unofficial endorsement if/when she ever decides to assess for the 160th. It's yours to lose Lindsey! On that note, let it be known that the 160th will officially start assessing qualified women Aviators within the next 12 months, expect the message traffic to start flowing within the next few months. Fact. MR-
  10. If you mean a very demanding community, and close-knit out of necessity, then you're correct.In decades past, the prerequisite to being selected out of flight school was previous experience as a special operations ground force. As of late, WO1s and 2LTs are more common (meaning 2-4 a year), but it's predominately for MH-47s because we have more of them, and they are the most deployed platform. To be competitive, you need to be definitely at the top of your class, and clearly superior to your peers. We don't require that you be able to fly or have the knowledge base of fellow aviators with 2,000hrs and 1,000 NVG, just that you have the ability to function well as a team member, and be "trainable". MR-
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