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Posts posted by electron_si

  1. I went through the 7 week course as a prior e3 with less than two years in and it still felt like a gentlemans course and didn't teach much.



    I'm fairly certain you haven't been to a gentlemen's course then, because I went to the 5 week course and it was nothing like a gentlemen's course. Earning "caffeine rights" and having to sing songs and wear hats matching shoe laces, while having 10 minutes to shower and change after PT is nothing close to a gentlemen's course.


    That being said, I found WLC to have more freedom than WOCS.

  2. I'm not a selection member nor do I have any input on any boards but I will tell you this. For every sought after profession, field, or award, there are a select group of applicants that will meet every criteria. For those few individuals, they will very rarely have to cross their fingers, and hope, because they know they are already "best qualified".


    For those of us that made mistakes early on, part of those mistakes are realizing the long term implications of our actions. I was one of the waivered selectees but hard work, and TIMING ended up being on my side when I was selected. The army was taking lots of waivers, and I got lucky. People in front of and behind me weren't as lucky. It worked out for me, but it hasn't always and it might not later in life.


    Unfortunately that's the nature of life and of the Army. Sometimes it works out, sometimes it doesn't, but if you do everything you can and you still don't make it, then you weren't in the right place at the right time. Sorry if it sounds harsh, but that's just the way it is. Hind sight is 20/20 and stuff does come back to bite you in the ass in ways you didn't expect.


    Best of luck.

    • Like 1
  3. Yeah the article was totally misleading. It says they asked for guidance but at the bottom it said they landed due to weather. There could have been many factors that contributed, a few of the aircraft could have been circle red X'd from IMC or icing, and the weather might have been bad at their destination. Landing on the ground is usually going to be safer than a 6 ship IMC breakup, although we practice it regularly.


    The comments are horrible, too. Clearly people that know nothing about aviation.


    Thank you, it says you have to wait 3 months which isnt too bad. Still wondering if anyone knows if 35/20 uncorrected is good enough to enter the program without having eye surgery?


    Read this thread





    4–12. Vision

    The causes of medical unfitness for flying duty Classes 1/2/2F/3/4 are the following:

    a. Class 1. Any disqualifying condition must be referred to optometry or ophthalmology for verification.

    (1) Distant visual acuity. Uncorrected distant visual acuity worse than 20/50 in each eye. If the distant visual acuity

    is 20/50 or better in either eye, each eye must be correctable to 20/20 with no more than 1 error per 5 presentations of

    20/20 letters, in any combination, on either the Armed Forces Vision Tester (AFVT) or any projected Snellen chart set

    at 20 feet. (See ATB, Distant Visual Acuity Testing and APL, Decreased Visual Acuity.)

    (2) Near visual acuity. Uncorrected near visual acuity worse than 20/20 in each eye; with no more than 1 error per 5


    AR 40–501 • 14 December 2007

    presentations of 20/20 letters, in any combination, on the AFVT or any Snellen near visual acuity card. (See ATB,

    Near Visual Acuity Testing and APL, Decreased Visual Acuity.)

    • Like 2
  5. I just use an excel spreadsheet that has tabs for RW/ FW / Sim time /Cancellations and a summary page for total time. The cancellations page is helpful when you are writing a memo requesting a waiver for annual minimums and you can give day/hour breakdowns for every day you were scheduled to fly and didn't. It helps and will become more common as we transition into a period of limited blade hours.

    • Like 2
  6. It really just depends on the company...




    We had 2 E3's in our flight company come straight out of AIT and get put on flight status, really just depends on the company.


    I think the better crew chiefs are the one's that spend time in D co. so that they are more familiar with systems and components in the off chance of a PL, they can actually perform the work.

  7. The army rushed out to buy the EC145 off the shelf so they got the civilian version. I could list problems all day long but I need to run so I'll keep it short. The 58 in all versions was at least hardened to being in the field. It's a robust aircraft compared to the Lakota. We replaced so many windscreens after they were scratched by a few dust landings. The sliding side doors used to fall off the tracks constantly; I actually had to hammer a door back into place with a rock and my multi-pliers once so we could fly home. The inlet filter system is an expensive calamity. The instrument panel gets trashed after a few dust landings and you can't use the buttons after they get gummed up with sand. I saw a heavy soldier break one of the skid steps once climbing into the aircraft. One kid put his M4 muzzle down on the floor and punched a hole in the floor.


    I could go on and on, it's a great aircraft but just not robust enough for army work.



    That will happen on the floor of a blackhawk just as easily. Most of the things you describe apply to the UH-60 as well. We had a UH-60 lose a door stop and the whole door flew off in flight. Avionics in general do not like sand and dust and tend to not operate well in those environments. Even the C-12V has buttons sticking in it after being deployed and we don't land in dust, it just residual dust from crew and passengers.

  8. I dont know what I'm mixing but all that helps.


    I was told to constantly be building your folder all year so when it's time to do your check ride you are prepared. Along the lines of study material I think is what this captain was going for... Ring any bells?



    I've never heard of anything like what you are referring to.

  9. I think you are intermixing an IATF (individual aircrew training folder) an IFRF (individual flight records folder) and APART (Annual proficiency and readiness test) together.


    Your CTL (commander's task list) goes in your IATF which is used to show task and iterations as well as flight hours for your annual and semi-annual flight ATP requirements. Your CTL/IATF are used for your APART as entries are made when different things are completed. Usually an entry is put on your 7122-R for each evaluation you are given, in addition to PCS, 4186, 759 closeout etc. The 7122-R is on the right side of your IATF.


    Your IFRF has all of your 1059's, and most of your course graduation material as well as all of your flight record closeout 759's.


    IP's on here could probably go way more in depth than I can on each of these.


    Hope that makes more sense.

  10. It's more than just memorizing stuff and hard work. A lot of it depends on unit, timing, command climate, maturity military bearing ect... Lots of other stuff cones into play some units have a quota and won't mske any more PCs then they need, although I don't agree with that mindset.


    I've seen guys make PC in 300 hours and make it in 1000 hours. The attributes that help you pass flight school will be different then what you need to be recommended for PC.


    You guys really need to just focus on your flight school stuff right now and not worry about making PC 2-3 years down the road.



    I agree with guys in flight school keeping their goals in check (i.e. graduation) but as soon as you report to your unit you are being assessed for PC by your attitude and work ethic.

    • Like 4
  11. There shouldn't be too much technique taught at Lowe but it's impossible not to have a little creep in. We used to say "Teach a technique but grade to a standard."


    The IP should also be making it clear what is a technique and what is in writing. Not necessarly a standard but at least some official reference. As long as their technique doesn't violate that reference, no harm.


    Edit: when it comes to operating the cyclic trim release, you'll subconsciously adapt your own technique over time. Usually that amounts to pressing and releasing so many times that after a couple years of flying, you'll have a hole worn in your gloves.



    I think I'm one of the few that leaves the trim engaged and just pushes against the force. (most of the time)


    my technique:

    I hold the button down as i pick up off the ground but once I get to a stable 10ft hover I release it and just make inputs while trim remains engaged. I do click the sh*t out of it flying instruments making really small corrections in conjuction with the tophat.

  12. Since I did the FW transition from the UH-60 I'll throw my 2 cents in. I'm currently deployed with a C-12 VIP unit.


    Positives of FW: Better quality of life (lodging, TDY, you mostly get left alone from higher), ability to plan own missions while deployed (VIP) you can fly 6-8 hours in 125 degree heat and not feel like you were beat down, the A/C works great. The community is more relaxed and we fly 60-100 hours a month while deployed. FW MEL rating and ATP if you desire.


    Negatives: Promotion potential, once you get to cruise alt. (22-27K) you just hang out and read the paper, you cant take off from taxi ways, you can't land where you want, the missions are not exciting (no hoist, assault, dust landings, slings, bambi bucket).


    Overall I'm glad I went FW but since I'm guard I might not stay FW when I'm done with deployement. The FW MTOE transition in the guard is really going to shake things up so it might change the FW realm quite a bit.

    • Like 2
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