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rbussma

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rbussma last won the day on September 25 2020

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About rbussma

  • Birthday 10/14/1993

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  1. I don't have any answers to your questions, but if you are hell bent on becoming a helicopter pilot, your best bet is probably going to be the civilian side. I know it's not what you want to hear, but I'd say you chances of getting picked up with a history of being in ASAP and a GOMOR in your file are slim to none, DUI charge or not. Why choose an applicant with that past when they have 99 others with clean records? I know you view it as a stupid mistake, but stupid mistakes in this line of work get people killed. That being said, make them tell you no bro. Good luck!
  2. I'm a NG RLO and Regional FO. If ATP flight school is associated with it, I can guarantee you it's not the most cost effective route. You may want to check the program you're looking at. It's probably a "zero to hero" program that gets you all your ratings up to CFII/MEI in 9 months, not to ATP mins and in a 121 cockpit. It will probably get you to the neighborhood of 250-350 hours then you'll have to flight instruct your way up to 1,500. Graduating from a military flight training program lessens that to 750 hours. If it were me, I'd get on with a unit and get through flight school. Once you graduate, take another look and re-evalute what's being offered. RTP programs may be spun back up by then and you may not have to pay anything to get your ratings. I'm sure you have the GI Bill which will decrease any costs even further. If you're looking at NG aviation I wouldn't worry about trying to do anything prior to hearing back from the board.
  3. AR 40-501 is what you're looking for. Chapter 4 has the 3 measurements they conduct during your physical: "1) Class 1. Failure to meet linear anthropometric standards. The following are qualifying: (a) Total arm reach equal to or greater than 164.0 centimeters. (b) Sitting height equal to or less than 102.0 centimeters. (c) Crotch height equal to or greater than 75.0 centimeters." I was on the opposite end of the height spectrum and mine was done about 8 years ago, so my information may be a bit dated. Generally if you do not meet one of those standards you can apply for an exception to policy (waiver) by conducting a cockpit evaluation. The cockpit evaluation is essentially where you sit in each airframe (mine was at Rucker) and someone observes you and signs off that there are no safety of flight issues associated with whatever measurement you were out of standard for. They should generate a memo for you that lists each aircraft and whether or not you passed the evaluation in that airframe, and an overall recommendation as to whether the ETP be granted or not. That will get sent to Rucker and as long as you pass the Lakota and one of the advanced airframes you should be good to go.
  4. This is the correct answer. I was in the same boat but on the opposite side. If you don't meet one of the anthropomorphic measurements on the flight physical you'll need to get a cockpit evaluation (generally done at Ft. Rucker) in order to get a exception to policy (waiver). You'll spend the morning traveling around to each of the main airfields and sitting in each airframe. You'll generally be with someone from DES and as long as you can safely manipulate the flight controls and see out of the cockpit you'll leave with a memo that recommends your exception to policy be approved. If you have any questions, feel free to ask. You'll likely have to foot the bill for gas and a hotel.
  5. While there are a couple of exceptions, this is not really true. Most won't talk to you until you have 500 hours. You need 250 PIC hours in airplanes, not just 250 hours of total time. There are also half a dozen or so other requirements that have to be met. Republic will let you train with them in their in house flight school and let you use your sign-on bonus there, but you'll still be paying a fair amount. It would be make more economical sense to do it yourself and not tie yourself to one airline. RTAG does have a lot of good information.
  6. Yes, and yes. You will be a traditional part time pilot in the National Guard unless you specifically pursue and apply for full time positions.
  7. Last I saw, you'll graduate from Rucker with ~130 or so flight hours. If the airlines are your end goal, pick the option that is going to get you there the quickest. Seniority is everything. A significant piece you missed is the R-ATP you will be eligible for by attending a military flight training program. Instead of the usual 1500 total hours (that you will have to have by going with option 2), you will only need 750. By the time you graduate flight school, go through progression, and get all of your add-on ratings, you will probably be over 500 hours. If you're really desperate for money, airlines are offering up to $50k bonuses up front to military pilots to use for flight training expenses. I know of one of our younger guys who is already at a regional less than a year out of flight school.
  8. 1. Guard the entire time, currently also a full-time tech likely heading to the airlines within the next 6 months. I've flown about 170 hours so far this year, which is more than I would have if on active duty. The Guard is a great route depending on what you're looking to get out of being in the military and if you can make it work with your civilian life. If you have any specific questions, I'd be happy to give them a shot. 2. You will typically be authorized 72 additional flight training periods (AFTPs) per fiscal year. These are the equivalent of one half day of drill pay and are yours to come in and fly, do academics, or provide mission support at your flight facility. Whether you fly on drill weekends will be unit dependent. Some will while others tend to focus on admin stuff since the whole unit is together in one place. 3. You will not get the full flight pay that active duty does. I have to do the math, but I believe for each AFTP I get 1/30th of the monthly rate. The same applies for drill. You will not get BAS or BAH unless you are on orders. 4. No idea. Someone else probably has the answer to this though. 5. Not that I'm aware of, hence why everyone is going to the airlines. If your state is severely hurting for pilots they may offer you one, but that will more than likely be individual. I do not know of any blanket bonuses being offered by NGB. 6. Not sure what you're asking here. Depending on your airframe, you will be able to support training events for active duty units. Chance of training with the 160th as a NG aviator? Likely slim to none. I'd recommend just going active if you are trying to eventually assess with them. Getting released by your state will be tough and your unit likely won't appreciate you using them as a stepping stone to go AD. They want people who will be there long term.
  9. AD list is up on MILPERs for those waiting.
  10. That was a rumor when I was in flight school too. I was in one of the first Lakota common core classes and we got everything. If you call the PHPA office in Daleville they'll tell you right away whether anything has changed as they're the ones who administer the test.
  11. 60, 47, and 64 students get a Commercial Pilot certificate with Rotorcraft-Helicopter and Instrument-Helicopter ratings. 60 students will get a C/S-70 type rating and 47 students will get a B/V-234 type rating. When I graduated (not sure if the fixed-wing for life program has changed this), fixed wing students got a Commercial Pilot certificate with Airplane Multi-Engine land, Rotorcraft-Helicopter, and Instument-Helicopter and Airplane ratings. It should be said that these aren't automatically given to you either. You'll have to go to a Milcomp class on a Saturday at one point during flight school where they'll go over the questions and you'll take what is essentially an abridged version of the FAA's commercial written exam. Pass that and you go back over on graduation day to get your sign off and temporary certificate.
  12. 1. As others have said, could help but won't hurt. It shows you have an interest in aviation and an aptitude to fly. Have you ever been in/flown a helicopter? If not, I'd take a discovery flight in one at some point before signing on any dotted lines to ensure it's something you'd enjoy doing for the next 6 years. 2. Not required to become a Warrant Officer, but it will eventually be in order to progress in your career. Having it from the get-go will definitely give you a leg up. 3. Not familiar with the ANG application process and I went the ROTC route, but knowing people in the unit will definitely be a must in order to get a flight school slot. As said above, each state may have their own method to go street-to-seat, or none at all. 4. Apples to oranges. Both are hurting for pilots. I wouldn't say one is "harder" to get per say, just different. This will also be state dependent. I went to flight school with Guard guys who literally had a flight school slot dropped in their lap and others who had to work years to get one. 5. Stateside with your unit will probably not be a noticeable difference. TDY and any schools/deployments you will probably have a better time as a ANG pilot the ARNG pilot. 6. You'll have semi-annual minimums you have to maintain, which are airframe specific. However, it is on you to meet them. No one is going to tell you when to be at the facility to fly. We have guys who fly 1-2 times a week and others who fly once a month. This is on top of drill, AT, and deployments. Like the airlines, living near your base makes life easier. 7. Typically 9 months plus 1-2 months on either side for mob/de-mob. Frequency is going to vary by state and airframe. 8. Yes. By graduating from Rucker you are eligible for the R-ATP at 750 hours. Army pilots (to include full-time Guard technicians) are leaving in droves to go fly for the airlines. Guard flying on the side will also help subsidize the low pay for the first couple of years.
  13. Your minimums are aircraft dependent. Your unit will probably have a couple of different flight periods throughout whatever days they fly (likely a morning, afternoon, and night period). You work 4 hours for an AFTP and are expected to fly in the neighborhood of 1.5 hours per period.
  14. Does anyone know where you can purchase one of those short padded straps you can clip between a helmet bag and ALSE vest to throw over you shoulder? A couple of guys in my unit have them but got them when they were at Fort Rucker a while back. Curious if anyone has a link to purchase one online or knows who sells them.
  15. I thought you were talking about your flight physical, not MEPS. Sorry about that. Just did a quick search and it looks like it's 6 months.
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