busdriver
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Posts posted by busdriver
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I've found flight time has almost equal importance to age. So the guys who went through UPT late in life, lack experience but make up for it in maturity. So the old prior types may not have quite the same level of hands, they have much better judgement.
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cracking throttles in the N model is in my opinion the result of a poor governor. If the rotor spins away from the engines in the 60, the engines will just idle for you. The setup is such that the 701 aircraft respond very well to collective inputs and they spin up fast, the 700 birds require a bit of a "wakeup" meaning you give a little collective pull before you actually need it to get the motors spinning.
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CWO Durant...
As for what I carry? I use a camel back as my PSK, so obviously water. I'll throw some power bars or something similar in there (incidentally, don't eat lots without water, you get more dehydrated). IR chem sticks (probably 20 or so). I put my extra ammo in there, and a big ass knife as well as the IFAK they issue us (improved first aid kit). That's pretty much it, I figure if I go down, and I'm lucky/skilled enough to walk away, I won't be going far as the guys in back will most likely be messed up and we'll be staying there doing point defense until someone comes to the rescue (ala Takur Ghar).
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Helodude, this fuel conservation nonsense doesn't really apply to us as 60 drivers. Fours hours training for just over 4k of gas is probably the cheapist operational aircraft in the inventory.
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Why would a FAIP get to leave the school house as an AC? While you may have great air sense, you don't know the mission at all.
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we always joked that the course of fire for the M9 should include a section where you run away from the target and shoot over your shoulder.
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here's another idea, when you have that burger burn charge some small amount from everyone to eat, two or three bucks isn't that much but would probably pay for the damn thing. We had a problem about a year ago with people taking IOUs, basically they didn't have the cash on them so they figured they'd pay later, and of course forgot. Basically we announced that the snack bar was closed until we got our money, less than a day later all our dough was back. Figure out were all the money is going and decide what the snacko is really responsible for paying for. Set up a seperate beer fund for the keg.
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We haven't actually made the switch to ACC yet, but I doubt it'll change things too much as far as homestation.
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Flight time comes and goes, when I first joined my unit, co pilots were getting the bare minimum of flight time. I was lucky to get one flight a month. This past summer a new co in my squad got upset that he was only getting two flights a week, after a good deal TDY that gave him several hundred hours. That being said, you can probably expect about 200 hours a year. Generally, it takes about two years to upgrade to aircraft commander.
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My point was that non-members can't really internalize (sp?)why we do what we do with a smile.
Recognition is supposed to be the culmination of a year of hell (basically). In this case, it's a step in the right direction. If you look back at the POWs from Vietnam, the grads all credit their freshman year with how they managed. Every elite group in the military has a selection process that is nothing short of brutal, the SEALs have BUD/S, special forces have SFOQT, not to mention RANGER qual, INDOC, Recon Selection, etc. Nobody questions the difficult nature of these courses, but ultimately they are all hard for the same reason; so those that make it through have no doubt about what they are made of.
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trying to explain recognition to non-grads is akin to explaining why we serve to non-military members. I'll say that it is not just a couple days of PT/hazing.
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Don't discount the 60, while I'll admit most of the time our mission is sitting alert, when a mission does come down it's pretty damn cool.
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We didn't include the beers (AOR and all) but upped the Ambien to two, don't know exactly how long I lasted, things got a bit silly tho.
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I could give you a list as long as my arm of good places to eat in town. Truth be told, there are very few restaurants in Albuquerque that I don't like. There are a boatload of bars, my personal favorite is Kelly's, they have a list of 20 or so in house micro brews that are great.
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Ok, after looking through my 3-3, I've been only slightly humbled, "roll" apparently doesn't exist, in it's place should be "go" that being said, push still means shush according to my pubs..................Like I said, it's different depending on the airframe. All in all, I still dont' see that it matters one damn bit though, you might as well speak fraggle, as long as your wingman knows what you're saying.
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Hydro, I don't feel like looking up regs but I can say with 100% accuracy that the only two terms used at Moody are push and roll. The fisrt being what Hoser called "switch" and the second what he called "go." I remember this being an issue during UPT as well, we had a prior WSO in my class who wanted to use the terminology she was used to versus what was being taught. I won't argue that we should all just agree on something to make life easier on the youngins, but in the end it doesn't really matter, given that it's all jibber jaber between you and two anyways.
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Teaching a student to deal with the so called "voice activated co-pilot" isn't so bad. Dealing with shitty co-pilots is really more an aircraft commander thing. Going through an undergrad CRM environment, new pilots should have to deal with a good co, with zero ambition. So you tell him to do X, he'll do exactly that and no more. So the student doesn't have to do everything themselves, but they have to be constantly aware of their co's progress on their assigned task.
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With the BUFF switching to more stand off munitions, what's the point?
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That go/push/switch/roll crap is community specific. In the 60 world, Push means no acknowledgement, no check in; Roll means acknowledge and check in. We don't have the other one.
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the 130 squadron at Moody has a ton of co's that don't really fly at all, while many guard/reserve bases have almost no co-pilots. Seems like a good idea to me. In the 60 world we've got a similar rent-a-co setup where we'll send co-pilots up to Alaska to fly with the guard there (albeit only a month at a time).
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I guess the JOG is a bit small of a scale for some of you flying "low level?" I don't really see much of a difference between a TPC and a sectional, if your brain is used to reading 1:500, whether you're using a TPC or a Sectional shouldn't really matter. To delve into that what I would do if I ruled the world area, why not produce sectionals for our overseas areas, with modern technology, it wouldn't be hard to keep them updated.
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who the hell actually uses TPC's? We should just dump the damn things and use sectionals.
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CRO go through the same school house that PJs do, training beyond that is unit specific. And in my experience, you're wrong in that CROs do everything PJs do. They do end up being the guy in charge on the ground vs. actually sticking people, but they're just as qualified as the PJs.
my order would be
CRO
CCT/STO
COMBAT WX/COMBAT COMM (tied)
MX
whatever
my first choices are all tip of the spear types, then you get into MX, which is probably the most leadership intensive careerfield out there.
[ 02. February 2006, 19:41: Message edited by: busdriver ]
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It's another H-19
Combat Time
in General Discussion
Posted
The best combat pilots are the ones who can think on their feet. As was mentioned earlier, post UPT most people can handle their aircraft competently. High SA and the ability to quickly adjust to a changing situation are very important.