Jump to content

Synixman

Members
  • Content Count

    17
  • Joined

  • Last visited

  • Days Won

    1

Synixman last won the day on January 11 2015

Synixman had the most liked content!

Community Reputation

9 Neutral

About Synixman

  • Rank
    Student Poster

Previous Fields

  • Company working for
    US Navy

Profile Information

  • Gender
    Male
  • Location
    East Coast
  • Interests
    Flying 60s
  1. Appreciate the comments. The Guard/Reserve side of the house is a new construct to me, so still learning the lingo. Drill weekends are what? Once a month? And known in advance? So I could bid my airline schedule around those nominally, then also do AFTPs on spots when I'm free. Again, this all hinges on the unit being 30mins from my planned residence. Are there chances to do shorter sets of orders, 2-4 weeks? Or is everything under the drills and two weeks AT?
  2. Thanks for the insight. I had similar thoughts as far as visiting the local unit (~30-45mins away from my prospective home) once I'm back in the states. I expect to be junior at the airlines for a while, and that means working weekends with them and doing drills during the week. Hopefully they're amenable to that. The Navy reservists I knew who were the happiest were folks who lived near the unit. For them, drilling was relatively easy and they could be home by 1600 and sleep in their own bed. Deployments, I get it, I'd be on the hook for probably one Navy reserve deployment if I went that route, and I'd be making powerpoints again.
  3. Esteemed Helo Bubbas, Navy Lieutenant and -60S pilot here getting close to the end of my winging service obligation, will be getting out and doing the airline thing. Considering an IST to the Guard to fly Hawks again and finish out my 20. I've been in contact with my state WOSM, and things sound promising as a "Rated" IST. I'm currently in the sandbox making powerpoints, so the in person stuff will likely have to wait until I get back stateside. This might sound like an oddball question, but what's the Guard "Quality of Life" like? I get that most of the current fight is places sandy and warm, but are those deployments sourced from the Active side of the Army, Guard, or both? Is it state/unit/equipment dependent? Are there "good deal" EUCOM/PACOM deployments? Also, for a Guard deployment, does everyone go for the entire 6/9/12month period or do folks rotate through? Hope those questions make sense. As I said, miss the Hawk, but part of my reasons for leaving AD Navy are year long stints away on a boat. Trying to find a better way to do good work but not have my dogs forget me.
  4. Midrats Podcast is good, if a bit Navy centric. Covers historical and current events.
  5. Tragic stuff. Navy wise, we only touch one PCL at a time, and only at a safe single engine speed or on the deck. We also do DECU Lockout training as an EP Training regularly in the aircraft. Technique is to pull the PCL out of FLY, forward quickly to engage lockout, then to the 6 o'clock position. Leaving it up in fly range is a surefire way to hit an engine limit. If I put one PCL into lockout and the second one did it too, I think I'd be in for a helluva ride.
  6. I think a lot of you are looking at this through the wrong lens. The Marines, doctrinally (ugh I hate that word, but it's a thing), think of the V-22 as projecting troops from the sea (LHD/LHA/LPD class ships) into the overland arena for an air/amphibious assault. That's a capability only they provide. In that regard, it's better than the -46 it replaced, and the community is coming around to the pretty amazing things it can do (with range and speed) vice what it cannot do. Whether or not that suits the Army in a catch-all airframe and their needs is yet to be seen. Two of my good friends from flight school fly the V-22 in the fleet and speak very highly of it after deployments to the sandbox. I'll admit I'm skeptical of what Future Vertical Lift is bringing to the table in terms of radical departure from the traditional, but i'm willing to see it play out. We've been living in Uncle Igor's Hawk airframe for almost 50 years (1970-2015) now, with small incremental improvements to engine/XMSN/flight controls, and with it, marginal improvements in speed, range, high altitude performance, and survivability over the years. At some point, we've got to move on (nice try CSAR-X!). If that's one of these, great. If not, great. We'll all be long retired by the time they're realized, but I certainly cannot fault the DoD for putting money in the game now. No civilian entities have the dollars to fund clean sheet helicopter design and get the generational improvement we deserve.
  7. I'll add that I have nothing against the new guys, so please don't think that. I was one of them a few years ago, and completely hope they're successful. Places like this are great tools. Hell, I found out my Navy OCS board results were published on Air Warriors and called my recruiter to check for me. However, this place spans the gap between civilian and military operators, and I could see someone with something to add being overwhelmed by a bunch of Board threads.
  8. Wasn't sure if it was worth putting this in the Support forum or in here, but this is a suggestion from a frequent lurker if the mods are listening. Is there any way to split out the WOFT/Applicant Discussion out to a sub-forum? I know I'm in the minority as a Navy dude, but I think other discussions get lost in the "noise", as it were.
  9. The Navy issues us the Wings 9G kneeboard in flight training. I'm a big fan. Pretty low profile, adjustable, and works for righties of lefties. There are webbing points on the left and right edges you can attach checklist sleeves to, plus a top clip to hold mission specific cards or a notepad, and a clear strap to hold down things in the windy/dusty/TERF environments. For general ass/trash flights or stuff around the boat, I have a small legal pad on there to take notes should the need occur (random boat has this freq, tacan channel, call sign, etc). For more mission specific flights, we make smartpacks that are letter size paper cut in half. Oh, and I have an approach plate strap on the rare occasion I do an all IFR flight and need to use those. It's a pretty good piece of kit. One of the few things the Navy gets correct as far as issued gear.
  10. Practice full Autos to the Deck in the MH-60R and S are prohibited maneuvers. Auto profile ends in a power recovery <25KGS and about 30ft. We do them in the sim (obviously), but those are more to practice Complete Loss of T/R Drive to an auto, and the peripheral and "seat of the pants" cues in the sim aren't great.
  11. Have you considered Navy/USMC? You'd be a Comissioned Officer and get good stick time.
  12. Good to see the eggheads finally realized weight savings was important for you guys. Wish we could get similar. They keep adding boxes and extra sh*t every new mod.
  13. You poor bastards. Green flight suits are the norm here in Navy land and we can finally wear them in town legally. Just no drinking in them in town. Tan are authorized OCONUS and in hot duty stations by individual unit commanders. There are some two piece Drifire flight suits authorized for Navy, but only a few squadrons have enough coin to get everyone that stuff. Unless your CO tells the supply guy to order gucci gear, most times you get barely anything extra. Our CMU-33 vests are pretty horrible though, once you put floatation and HABD bottle on them. Again, there is better stuff, but no one really has money to drop on it command wise.
  14. I fly 60s in the Navy and we have blade deice. Our flight manual prohibits us from flying into forecast trace or light icing. As a general rule, we avoid icing (visible moisture and less than 4C) like the plague. If we were IFR and temps started to drop, we'd request a descent to VFR or warmer temps immediately. In general, ice is going to form on right angle airframe surfaces, not on the rotors first. When we kick on blade deice, it's going to try to symmetrically shed the ice and not into the tail rotor. Oh, and you'll be adding hundreds of pounds in ice weight and might quickly run out of power. All the while we are pumping bleed air into the engine inlet to prevent the compressor from icing. Again, bad things. Preflight planning will get you 95% of the way there. Then, just fly smart. Icing in a helicopter is an emergency.
  15. I'm not sold on next-generation stuff, call me crazy. The MV-22 meets the needs of the Marines, and I can see the Navy a future variant to replace the MH-53E and C-2As for our VOD needs. What do we really need? Make an amazing helicopter! Reduce complexity, weight, maintenance hours, fuel burn and increase performance, survivability, leathality, & pilot friendliness. What's the biggest dangers to rotary wing guys these days? I'd argue CFIT, brownout landings, and Pr > Pa in high/hot/heavy configs. Let's throw some actual money at technology to fix these problems. We've stuck on 2nd generation turbine helicopter design since the 70s. Everyone wants to reinvent the wheel (Future Vertical Lift) or strap half baked ideas into the various Hawk airframes. Why do we do that? That's all there is money for. DoD decided to only fund FVL and has proven time and time again it is risk averse on new helo design (See: Commanche, Presidential Helicopter, every attempt to replace the OH-58, CSAR-X). That the MV-22 has survived is a testament to the Marine's lobbying power in Washintgon, and I applaud them. It's an amazing airframe and allows them to do amazing things.
×
×
  • Create New...