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crash last won the day on June 4 2016

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  1. Slopes in the 72 are kind of nice. The mast moment indicator shows the exact amount of deflection of the cyclic while you are setting it down, so you can pre-load it to the exact same spot when picking it up. I think I hit the limits or pretty close to in all the directions and it felt really stable... so I don't know if those limits are in place for rollover or for mast moment limits as I think you would hit a limit there before actually exceeding any of those slope angles.
  2. Oh yeah! Y'all were crazy unlucky! Although if that bird strike had been 8inches higher... goodnight! I've got some good pictures of that. I actually had an overspeed/engine split on short final twice... but it's not that big of a deal in the 72. Just the vartoms being weird. The n2 trim switch fixed it both times.
  3. Availability was good when I went through because we were the only class so there were lots of spares. My class only had one actual in flight pl because one of the students said they could smell fumes. When we first started flying though, am flight line Jan-Feb we had a lot of PL's. Mostly avionics issues. I personally do not think they do very well being exposed to excessive moisture and condensation. I say this because it wasn't uncommon to have 3-4 pls in one am period during that time frame, but was almost non existent for pm flight line or later during the year after it warmed up. Very, very few actual mechanical issues with the helicopter and all minor from what I can remember.
  4. So the national guard that are slotted for Lakotas will. Active duty, however; will have a statement saying we are qualified, but not the actual identifier until later. We won't be able to wear out wings until after the advanced course. I don't think they will change that until after the 67 is completely gone.
  5. That is almost identical to what the dacs and dotd have been telling us recently. I think the third Lakota class is going to have a great selection. They select a few days before the new fiscal year.
  6. So, since we do not have a P1 and P2 checkride and we keep our IPs (in theory) from day one all the way through to bws, the army decided to change the names of pretty much everything for us. There is no longer primary or basic instruments and things like that. We have BRWS (basic rotary wing skills) which goes from day one through basic instruments, then ARWS (advanced rotary wing skill), then BTN (basic tactical nav) and then what ever they are calling BWS now and our night vision qual... No idea, I just know this is an army thing not an Airbus thing.
  7. Creep: The ARWIS check ride was the easiest we took as it was done internally with the IPs checking the students. If you are good on the radios and systems you should do fine. Oral knowledge was a pretty small part, if you did well in academics you shouldn't have an issue. Definitely don't be afraid to use all of the upper modes! Be ready to quickly change your garmin though. The only people that didn't do well on it were the ones that ATC screwed with and couldn't adjust their nav quick enough. Be sure to check everything the IP does too, they will screw up your garmin, with your nav engaged and you wont figure it out until its too late. Most of them still aren't very good with the systems.
  8. I would love to get a chance to fly one or a 58, I doubt that would ever happen though. I agree it was a disservice that the first time we ever do a full touch down auto will be in an actual emergency. I will be very curious to see if they will make any big changes in regards to that in future classes. I will definitely select 47s if there is one in our selection, from what the army has been telling us though, it is highly unlikely there will be one.
  9. Well, I don't know if it was a good curriculum. I definitely think it is a better exposure than the 67s get.
  10. Yeah, the twists grips are a pain. A pcl would have been a lot easier to manage. No solo at this point. They are pushing hard to get future classes to be able to though.
  11. It's also how they simulate an engine failure. They reduce one engine to idle.
  12. Each engine has a twist grip throttle control on the collective that you manually operate for engine over/underspeeds
  13. Know the ATM really well! Know the evaluation sequence in the CMP really well and all of the topics listed there. The biggest suggestion I have is to ask the check pilot how he expects each maneuver to be done. As its new, there are a lot of varied techniques on how to execute each maneuver. My stick buddy, although flying the task IAW the ATM, did not slow down early enough on the final for our anti torque and got hammered for it.
  14. We were allowed and required to do all of the pick up and set downs after about the first 5 hours. Some of the newer IPs to the 72 were hesitant to lets us at Cairns, however that was mostly the guest IPs. Mast moment was not really any issue for us. I think it was only an issue for people that had prior helicopter experience. As we did not have experience with anything other than a rigid rotor system we never really had a problem with it. It definitely made the IPs uncomfortable, especially doing slopes. I think the issue was exaggerated as during our entire class we did not have a single mast moment limit exceeded. I hear they have them frequently in the IP course however. Active duty will be fully qualified on the 72, however we will not receive the identifier until after we complete one tour in our advanced aircraft. So at this point we are prohibited from taking a first assignment in a lakota. The NG students will be awarded the 153L mos immediately though. Bws was very subdued... the IPs we had just finished their course a few days before we got there, as such they were not confident or comfortable with the aircraft. Honestly I feel between that and our bws being shorted to allow for our nightvision qual, we did not receive a very challenging experience there. We did autos straight in only and from flight at or above 700' agl terminated with power at a hover. Run on landings were done to 5 feet agl, they are talking about doing single engine partial power run ons to the ground in future classes. Single engine failures and single engine flight was a frequent part of training as well as manual throttle operations. It was a good overall experience. I feel like we got a lot more than the 67s in respect to crew coordination, systems management, and IFR flight. I feel like the course will translate well into our advanced airframe. I do feel like we missed out on a lot of skills and proficiency in aircraft controlability.
  15. Okay, so I was in the first lakota class and we just finished our final checkride yesterday. I figured I would start this as a place for anyone curious on how it actually went or anyone that needs to know how to prepare. I know there are a lot of rumors going around about various parts of the new program.
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