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kona4breakfast last won the day on November 28 2019

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  1. Look WEAMS on the VA site to find VA approved schools. Definitely more than just those states. VA won't pay for private pilot privileges (because it's not professional training), but some degree seeking programs will enroll you w/o ASEL private privileges. This way you can always get your private privileges 'paid for' by taking the checkride under Part 61 when you meet the requirements, but the VA won't reimburse you for the checkride. They will reimburse you for the checkride for professional ratings; I think it's https://www.vba.va.gov/pubs/forms/VBA-22-0803-ARE.pdf to get reimbursed. If your program of choice requires private privileges in category and class prior to enrollment then you're sh*t out of luck and you'll have to pay for it out of pocket like everybody else. You can enroll in a VA approved 141 course and take the checkrides when you meet Part 61 requirements as well. You'll need a 141 school that will play ball. You'd do this if time is of the essence, as you burn through the GI bill quick this way. I know our local degree affiliated program milks your GI Bill for all it's worth, which means it'll take you all 4 years. You can only burn through so much $$ in one academic year, this year it's just under $14k. For those rating folks reading: If you've got your poop in a group, you could buy a cheap airplane, say a Piper Tri-Pacer, and do most of your time-building and instruction in it, while enrolled in a 141 school and use the 141 school instructor in your airplane. Use the 141 school for the complex, instrument and multi. Do all your instrument training at night. Sell your airplane when you're done. If you're lucky it'll be worth about what it was when you bought it. You'll need an IA, and don't cheap out on the pre-buy. The VA academic year starts on 1 August, IIRC, so you could own the plane for less than a year, and get ~$28k of 141 training, and nug out just about all of your ATP required flying, minus maybe some MEL time. If you managed to get your MEI along the way, you'd be golden like a shower.
  2. pretty much most part timers in the Guard or Reserves do
  3. In case any of you part-timers out there want to waste your time trying to participate in our democracy, there's a link to contact your reps at the top of the page: https://www.govtrack.us/congress/bills/116/hr2953 H.R. 2953: Aviation Incentive Pay Parity Act To amend title 37, United States Code, to authorize the Secretary of a military department to pay an officer in a reserve component of a uniformed service aviation incentive pay at the same rate as an officer in the regular component of that uniformed service.
  4. Temporary duty to a location where ACM is unable to fly.
  5. Units may frown on missing drill weekends, but as long as you can get your weapons qual and PT test done, there's not much that can't be more easily done during the week than on drill weekends, especially flying, which is big for a part-timer. Most of my unit's training on weekends is individual level training which more easily done during the week. Unless your unit is doing legit collective training on the weekends, then drill is a waste of your time, especially if your spouse is home while you play Army. If you're out of town because of your civilian job and aren't available to fly, then you can prorate your minimums down. Since I work a hitch schedule, that cuts my requirements down to a more reasonable ~50 hours a year, which I easily make. I got pretty tired of giving up all my free time; half of it doing the facility's job for them, the other half just flying for the sake of putting in the hours.
  6. Some states deploy more than others, depends on how many full birds there are volunteering for deployments; dwell ratio for the reserve component is supposed to be 5:1. Army deployments generally mean you go for the whole 9 months, no rotations, and for reserve component it's closer to 12 with mob and de-mob. That's a very good question to ask potential units when they're interviewing you (and vice versa). Another good question is who flexible the command is for those who don't work a 9-5 schedule. I find split training (coming in during the week instead of the scheduled drill weekend) to be a very efficient use of both my time and the unit's. You'll want to live close to the airfield, as it's a significant time investment. Minimums will be just shy of 100 hours a year, though technically since you'll be out of town for work you can prorate your minimums down, which I encourage you to do.
  7. Everything's a compromise in engineering. If you look at graphs of the sine and cosine you'll notice that as you rotate a bit from zero degrees, you get a lot of sine (vertical thrust) without losing much cosine (horizontal thrust). The vertical is also at a very convenient location, all the way at the tail, which lets you add payload aft of the M/R, in the case of the hawk: fuel, in other designs, passengers or cargo. It costs some weight in terms of structure and complexity, but in order to meet the C130 transport requirement that's what Sikorsky decided they needed to do. They were forced to add the stabilator during flight testing because the M/R couldn't do enough to compensate for the problems induced by the canted T/R.
  8. Ours is sometimes like that, usually if the mechanics did a 25 hr and greased the head. It shouldn't be stuck though. I put it back to neutral before I start it.
  9. Sorry for the revival, but does anyone know how many guys got their pink slip over the 58D divestiture? I don't mean to include the numerous folks in the other communities that were passed over and got out because their airframe was suddenly overstrength either, just the Kiowa guys that got a "thank you for your service" from the Army.
  10. Guard does use ARs. They have NGRs, but since you're going to the schoolhouse, ARs rule everything around you, dolla dolla bills y'all. The RA gives zero shits about the NGRs, which is a big reason why I'm working on that interservice transfer right now. Shout out to Rucker and TRADOC!
  11. AKARNG is very flexible with people who are a long-term good fit for the unit. Beggars can't be choosers and we don't have enough qualified applicants. Maybe CalGuard is having the same problem. Getting a flight school date can be tough, even if the unit is desperate. Go for both at the same time. There are no guarantees from the Guard and you'll need to pay the mortgage. If you get the job first, they have to hold your job while you're on mil orders at flight school. If you get the Guard first, if they won't pay the mortgage, go to where the work is. Ideally, though, you'll live within 30 minutes of the airfield.
  12. I'd get those applicants in to meet with your aviation units. It's pretty important for folks in the unit to have a little more influence over applicants, and it's a good way for applicants to get information straight from folks in the unit on what to expect.
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