CJ-6A
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Posts posted by CJ-6A
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Enroll in ROTC and apply to Guard units during the first two years.
That doesn't make any sense. Guard UPT boards usually want you to have a degree or be within a semester or so of graduating.
To the OP: Despite what some may say, the Guard route is not necessarily the golden ticket to the chocolate factory. There are still some hoops to jump through (with greater consequences). Example: I was recently picked up at a fighter unit with the Guard - went to AMS... day one, was eliminated by not having proper form on the last of my sit ups (4 short of the min)... max points for waist, almost maxed the push-ups, etc. Done - no if, and, or buts, that was it... end of the road... no more pilot slot. Four sit-ups killed my opportunity. Obviously, if I would have performed better on the PFA, I wouldn't be sharing this.
ROTC is a great option - don't throw it away without extremely good reasons if your end goal is to fly in the AF.
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Smokey, what is your previous flying background if you don't mind me asking.... and what is the general flying background of most of the CFIs at Doss? I've never heard anything bad about the program, so I'm curious about where the instructors are drawn from.
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Smokey, what specific reasons do the prior flight time students generally wash out over?
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Congratulations. My best piece of advice is to act as though you've not yet been hired. Nothing happens until it happens. There is no need to tell you boss anything until you've passed the flying physical, sworn in, and received your AMS start date. Guys have been passed over for airframe upgrades after excitingly telling their SkyWest chief pilot that they're UPT bound, only to wait around for 18 months until finally going to AMS. Celebrate for a week and then get back to reality. Cheers.
+1
I've been waiting for dates as well as interviewing at a few regionals in the mean time. Already sworn in, I'm technically in - so one of the questions on the app asked if you are/were AD, Guard, Reserve, etc... so I put Guard - trying to be honest and not falsify any information. One of the first questions during the interview asked specifically about the Guard ... well I was honest and upfront about it. The mood in the interview turned pretty quick. Everything else went well, but the rejection letter was in the email the next morning. Not saying it was directly related to it... but the mood in the interview and several follow up questions certainly pointed to that. Guess I can't blame them. I wouldn't have answered the question any differently in hind sight...
Just as a heads up, I guess.
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So is it both you and John waiting on NGB and FCI dates? And it definitely seems like we are going to be in the pipeline at the same time. I'm telling you, this shut down has really messed the timing up. At least after the FCI is done, you should be able to start getting rides in the back seat of the D model.
Good thing to look forward to! I think my paperwork actually went in a little before John's did - but not sure that really matters in the grand scheme of dates now.
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I don't think that's an option H-10. I've tried to go through every avenue due to my FCI date in April. Having it in April, means I won't be able to do AMS until the following Fiscal Year since they only have a handful of classes for Guard, so my unit has been trying everything to get it pushed forward, but it doesn't look good at this point. I figure we are all going to get a first class lesson in "Hurry Up and Wait."
I know what you mean man... btw congrats on everything! We are still waiting for the approval at this point. The paperwork was officially submitted to the NGB on the first of Nov.... but no word yet. Word on the street is that we'll probably be going for the FC1 around April and Sept AMS is a good possibility.
It'll all be worth the wait! Could be worse... I hear some guys getting sponsored by the Reserve units are getting turned down by the board.
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The 696/5 is pretty cool - they just got an update for geo-referenced approach plates. However, if it was just a GA question, XM will be harder to rationalize when all the ADS-B (FIS-B) weather stuff comes online. - no subscription, a few of the newer handheld have the ability to be updated to receive the FIS-B weather for display.
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Stoleit, that used to be the case, but within the last year Spike's has come out with their complete rifles which are cheaper than if you were to build something similar with your own parts. Out of 3 ARs I've personally built (uppers were bought from Bravo Company), I wasn't close to what they have to offer.
ETA: I am recommending Spike's because it is the most economical option from a manufacturer that uses high quality parts. Building your own AR can be rewarding and you get exactly what you want, but you have to be judicious and careful with what you buy.
Spike's is a great recommendation - I built an AR off of a Spike's lower, excellent quality and great people.
However, in general, AR parts and accessories are so inflated right now.
It's hard to say that building your own will be cheaper - it may, but chances are, you'll end up $2000+ in once you get the flips and any glass.
On a side note, I have a Sig 556 that is much smoother (not quite as smooth as the 510) than any DI/gas AR I've shot. It has the classic handguards...Sig was having a rebate for them and the price came out to be under $1000 back in Jan/Feb. Now it's time to find some glass: Trijicon Accupoint 1-4, or Meopta K-dot 1-4?
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I was already enlisted in the unit. I had completed a commissioning physical at MEPs in May, for a different unit. I was hired in late June, and my hiring approval came back from the National Guard Bureau October 7th (with no dates, just the approval for commissioning)
When was your package submitted to the NGB for the commissioning process?
Stupid question, but is it possible to go to Brooks while you're waiting for the approval?
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I'm already studying the SNJ manual so I can start flying soon,... and have mentally committed the money.
Just curious...Does the Insurance company count the U-2 time as tailwheel?
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Think there was another cadet for sale on barnstormers (which coincidently doesn't seem to have quite the same "deals" there used to be - everything is a bit pricey)
http://www.barnstormers.com/Antique-Classic,%20Interstate+Cadet%20Classifieds.htm
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What did you do your MES in? But if it was configured on straight floats, I cannot see why you would be required to hold the tailwheel endorsement. But if it were a Widgeon or something equally cool, then I understand.
You're right on with the clear as mud. Especially when we start getting differing opinions between FSDO's. That always made it easy to teach students. . .
Thanks! The MES was in a Republic/ UC-1 TwinBee. Somewhat like a Widgeon (only uglier) in the flying boat type. Since it was an amphib, the checkride originated from land, so since it had a tailwheel..... which was a handful sometimes, the tailwheel never locked when you wanted it to.. and if it did lock, it never unlocked.. and the right engine would just feather itself if you brought it under 12". But, like you said, it's some great flying! 'Legally' flying under bridges....er...uh... high speed step taxi.
You're right about the different FSDOs - some of them have some weird opinions!
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Are you sure? I didn't think an examiner had a requirement to check you have a complex, high alt, etc for a type rating. Those are just requirements before one can ACT as PIC, as you previously mentioned. I could have missed something, but haven't read an AC or published document relating the implication. Just says that the applicant must receive training 10 hrs of training in Complex, not hold the endorsement. If you can't get the endorsement in 10 hours, you're a moron, but stranger things have happened I suppose. Do you have a reference for the implications?
For the civilian side, going through six different checkrides for certificates/ratings, each time the examiner checked that the endorsement was there prior to the checkride and the 8710 paperwork. For example, for a multi-engine sea add on to a commercial, he checked for a tailwheel endorsement as well as an endorsement for the checkride because I would be acting as PIC for the CMES checkride (which is called a PIC endorsement) despite having a CMEL prior (since is was a different class, same category).
The reference he used was AC 61-65D
The implication - from what I understand from the FSDO (for prior - mil pilots mostly) is that since it would be required for the certificate (8710 ride), it is implied on the certificate.
It's about as clear as mud
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Talked to someone today at work and they said no PIC time unless you were solo. The only caveat is if you had the proper rating prior to UPT (i.e. high performance retractable gear for T-6s). So if you have those ratings prior to starting UPT, you can log PIC in T-6s. I didn't have a retractable rating, so that means PIC only applies to my solo rides in UPT. Everything else is dual given. I was also told the time (PIC or not, student or not) will still count towards total time down the road. So, I guess it's worth it to log if after the military I decided to fly civilian and need X total time.
Discus - For UPT, you do not get your additional ratings (instrument, commerical, multi) until post graduation, so you're not instrument rated after T-6s just b/c you flew instrument rides (unless of course you had a civ instrument rating prior to UPT).
Just as a minor issue... the high performance, complex, high altitude, "ratings" are not "ratings", but rather just simple endorsements. As long as you are rated (in the FAA sense) in category/class as in Airplane - Single Engine Land, then you can log PIC, but may not act as PIC. It's a weird distinction, but it's how they do things.
Anyways from a non-FAA perspective - if you're qualified to solo, then you would obviously have the proper "endorsements" necessary to do what the FAA would call as acting as PIC, just as (now days) a Private student during solo would be acting as PIC prior to actually getting the certificate.
All of which is fine in the FAA's eyes...however different employers may have a different definition of PIC (signing for the aircraft, etc)... so if it's for an additional rating/certificate then it would be useful... if not... well... whatever your future employer says is PIC.
Also some endorsements are implied - that is once you get a Commercial Certificate - Airplane (single or multi land/sea,etc), it is implied that you have a complex endorsement because it is a requirement for the certificate. Same with certain type ratings, example a BE400 type rating has an implication of a high altitude endorsement, because the aircraft is pressurized and a type rating ride/training would deal with the pressurization system and respective emergencies, etc.
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I visited, and they just recently got brand new cirus sr20's. My local airport only has cessna 150's to train in, yet it is the same price as purdues program.
I don't know dude about the price being equal for the Cirrus vs. 150... I could be wrong, but you may wanna recheck that whole deal.
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I know for sure thats what I want to do. I have no doubt. Ive already attempted to get it, by getting a few lessons, but I had to stop due to financial concerns. Im working a job right now to save up, but like I said, I still do not have the money. Ive only saved around 2K where as I need around 5. And yes hanging around the airport is awesome, but at my local airport you cant really get anywhere near the airport unless you have a registered parking place. I even contacted the airport since ive heard of kids washing aircraft/taking care of them in exchange for cheaper lessons, but they wouldnt let me because of "security reasons". I live near o'hare and go there all the time to watch the planes take off and land, which is great, but never see any of the pilots for some reason. I mean, I would LOVE to get my ppl. It would be awesome to be able to take my friend up, or take a girl on a first date in the air, that would be awesome. Its just that it would cost a crap load of money, which I litterally dont have, and gas would be expensive (although I heard that CAP pays you gas if you join, which ive been considering doing.).
Now, on the other hand, this CD (money) just matured thats worth 30 grand. Im about to go to college in a year, so I want to save most for tuition, but I might be able to get some of that money for lessons right now, or for sure get some for lessons during college. Flight lessons are definetely in my future, just not now. I am 100% dedicated to flying, i have no doubt in my heart this is what I want. I am obsessed with it, almost to an unhealthy point. I would die to go live near an AFB, unfortunately the nearest one is scott afb which is hours away. Oh well, chicago air and water show is coming up so that should be pretty awesome.
*edit* ive been looking into those flight training scholarships, but cant seem to find any. One of my friends got his ppl through a few of these that I know personally, but he says that the scholarships no longer exists. can someone maybe point me in the right direction?
If you want to fly and all that jazz... you need to point yourself in the right direction and make it happen. I did what Vne was talking about (i.e. sweeping hangars, etc to pay for flight training) - A modest amount of initiative paid off big time! CAP can get you some flight time... but you have to be persistant in every area - it is what you truly want to do?
There are creative ways to earn money to fly. Dude, you have a CD worth $30k? That's waaay more than I started with to pay for school and fly. I'm sure with a little effort you can make great things happen... it may take a sacrifice in a couple areas, but it can happen - if you get out there and make it happen.
As far as the medical route goes - you can go into an AME get a FAA 1st class med - granted, it's not the same as the FC1 - but if there's anything major, you'll know (i.e. eyes, etc). Plus, if you work hard to get an FAA Private Pilot Certificate... and you don't get a slot - you still are flying. You're not just going to give up because of the possibility of getting Med DQ'd right?
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There's no reason you should not be able to learn to fly in the SD. Conventional gear aircraft were the norm for decades when it came to teaching new pilots.
You will learn a lot more over the course of 100 hours in the SD than you will in a C-152/spamcan.
Couldn't agree with you more sir,
A lot of guys make a tailwheel out to be this beast that cannot be tamed. The 8KCAB flying qualities are docile... but the student just has to take it seriously... and so what if you spin it... it's not going to screw up some top of the line auto-pilot doo dad.
Aerobatic General Aviation plane info
in General Discussion
Posted
I used to do pre-buys, brokering, ferry, etc... There are some airplanes that you should definitely stay clear of (i.e. P-Navajo)... others are pretty good all around. If you can give up Pressurization and Turbos (semi high mx cost anyways), a 55 series Baron is a really nice ride. Depends on where you're operating it and for how long.. the IO-470 on the 55 Barons is pretty much a "bullet-proof" engine. A good pre-buy is worth the money, unless you feel confident in GA paperwork (ADs, logs, etc), popping panels, etc. Training in a light to cabin class twin is a non-event... most decent pilots will have it figured out by a one hour checkout. If you flown other light recip twins, they're pretty much all the same... with a few minor differences. If you want... PM me and I can give you step through of certain types, etc.