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Everything posted by kona4breakfast

  1. Have you talked to Billings Flying Service at all? After flight school you might be qualified to sit in the right seat and hold the PIC's coffee, but they might at least pay you.
  2. There isn't a tour operator around that'd let you sit up front for free. You'd be taking the best seat in the house from a paying customer. In cruise flight there aren't a lot of differences but helicopters don't make any money in cruise, they make money inside the height-velocity diagram. A better metric for helicopter experience would be landings (or sling cycles), but the FARs are written for airplanes so hours is what everyone uses. There's a big difference between a 5000 hr helo pilot and a 5000 hr airplane pilot. There's also a big difference between a utility helo pilot and an IFR helo pilot and a military helo pilot. Usually if we want a change of scenery it involves starting back at the bottom of the pay scale. What you're looking for is below the bottom of our pay scale. That probably reduces your options to being a CFI, or maybe Boatpix, or if you're lucky some cherry drying. You could also buy/build your own helicopter. Most of us don't make enough to do that, mostly because we fly them for a living.
  3. He worked some sort of constructive credit arrangement IIRC. He'd been a combat engineer NCO prior to becoming a warrant, so between WOBC, flight school and his deployed leadership time he managed it somehow. I was surprised too.
  4. When I joined the guard the stipulation was that I had to revert. They generally preferred that I didn't take a field grade slot from their homegrown officers. By the time my FEDREC went thru, almost a year later, they wanted me to stay on as an O4, but that wasn't what I wanted. The BN SP is a reverted O3, and one of the facility MTPs is also a reverted O3. My old PL was a warrant that managed to get himself a direct commission to O1. Life's more fluid in the Guard.
  5. The manure spreader collapsed under the weight of all that horseshit.
  6. At that point in the course it will likely be your only food for quite some time.
  7. If you're merely uncomfortable with the prospect of killing an animal, you'll definitely have an opportunity for training. Since it's a religious issue I think the instructors would accommodate you, as long as you were still up to participate in the rest of that particular training event. If you can demonstrate that you can contribute to your team in that situation I'd wager you'd get a pass. Having grown up on a farm, though, I can tell you no chicken is innocent.
  8. SERE was the best training I ever got in the military, aside from flight school itself. I was one of the lucky ones who got to do it twice: B+ on the first run and the full C course when I went back to Rucker after they got the resistance lab up and running. Still great training both times. There's a few not so fun days. I got really sick both times I was in the field for unrelated-to-the-course reasons and was absolutely miserable through it all, but it was really valuable and any suffering that you experience there is nothing compared to the those who've done the real deal.
  9. Greyrider, there's no such thing as AD guard; there are AGR programs in the guard and reserves, but in the Army that's not something you'd walk into. The Air Force has a lot more AGR positions than the Army in their reserve components. The Air Force also has a Palace Chase program that lets you finish your UPT commitment in the reserve component, but that's not something that's possible in the Army. You could potentially join the AF/Navy/Marines at the end of your 10 year ADSO, go through their commissioning programs and then onto UPT. There's a limit on how old you can be and get a commission, and even though you'd be commissioned as a Chief Warrant Officer that doesn't mean another branch sees it that way. You could play it safe and go through OCS while you still have at least 3 years left, as the OCS ADSO is 3 years. This way you'd get a good chunk of flight time as a warrant, probably track, and then get your commission and hopefully stay out of staff for your last 3 years. Then you wouldn't need an age waiver for commissioning, just for UPT. If you couldn't get an age waiver, you could always just IST straight to a helo squadron; you'd be limited to helos only for the rest of your career, however. Since you already have a 4 year degree I'd recommend any of the other branches over the Army. I don't think the 10 year ADSO is worth it unless you'd already be close to sanctuary, and this is from someone who did 10 years voluntarily.
  10. There's a chance they'd let you into the AF to be an RW-only pilot as a 11 year time-in-service CWO, but that leaves your options limited to H60s and the H139, but you'd need to be young enough to get through to OTS. You could potentially do OCS early enough that the additional commitment wouldn't extend you. UPT will be a tough nut to crack unless you're young enough to not need an age waiver. Hopefully the AF brings back the FWQ, but I doubt it, as they seem disinterested in the massive waste of money that is their training pipeline. I think they should allow the Army FWMEQC for crewed aircraft and just send the handful of us retreads there using MIPR funds rather than clog up the UPT pipeline even more, but nobody asked me. Who knows what will happen when FVL comes online; I think both options will be powered-lifts, though the SB1 might be classified as a helo. I do like that pretty much no one is talking about the Navy or Marines, because obviously if you'd consider that you realize that the Coast Guard is far and away the better option. Of course, the DCA program for the coasties maxes out at 10 years TAFMS, so unless they change it you're screwed there if you go the active duty route.
  11. See AR 350-1 Appendix I, the tables there cover constructive and equivalent credit for officers. I doubt you'll get WOAC credit from the AVCCC. NGR 600-101 7-9e (National Guard reg) specifically authorizes equivalent credit for prior-Captains who are appointed as warrant officers and who graduated from AVCCC within 7 years of being appointed a warrant (by the way, to get promoted to W3 as a guard guy you need that WOAC credit, unlike our federal brethren, thanks to that same reg). You have to submit that equivalent credit packet through Rucker to DA-3/5/7. The schoolhouse made me do a constructive credit packet instead, which resulted in me putting together a 160 page packet with absolutely zero help from them. We had to have a Major go there personally to get a copy of the AVCCC POI from them. Then the 3/5/7 started nitpicking my packet. I found this infuriating, since they made me validate every learning objective from the 4 month resident course when I was just trying to get out of the 15 day guard course. If the 2 week reserve WOAC meets the validation requirements of the resident WOAC, how the hell doesn't the resident AVCCC? In the end, about 18 months after I submitted my first 4187, he just refused to forward it to the approval authority. I did eventually get my promotion, sort of. I'm a Major in the Air Guard now. I should really write an email and thank those guys.
  12. There's a time and a place for everything. Practice autos from ~500' with kids on board in the middle of nowhere ain't the time or place. The FADEC might've saved them from their poor judgement and execution had they managed to leave it alone once they got it back to the FLIGHT detent. Your friend might not have realized the engine was pulled down but they both should've known to get the collective down at least. I can tell you from a SIM at least that it's really hard to keep the black on bottom when the rotor is significantly drooped on the AStar. Luckily I started from ~2000' and I was in a simulator.
  13. 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.
  14. pretty much most part timers in the Guard or Reserves do
  15. 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.
  16. Temporary duty to a location where ACM is unable to fly.
  17. 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.
  18. 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.
  19. 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.
  20. 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.
  21. 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.
  22. 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!
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