Any actual helicopter pilots in here?

IronCross1939 wrote:

I was just wondering, how can you safely store helicopters without having the rotorblades been bent, or broken off from banging against their fellow fixed wing counterparts?

A strange question because it seems so obvious, so I am not sure if the answer am going to give you is what you are looking for.

Make sure that when you put helicopters in a hangar that there is enough clearance between blades on each aircraft so they don't come into contact with each other. This is SOP in most military operations and at the helicopter company I work for now.

As has been mentioned, if a hangar is to be packed (i.e. for protection against strong winds) with helicopters, the normal practice is to fold the blades, (if they are equipped with blade fold gear or can be manually folded) if not, normal practice is to remove the blades in order to store the maximum number of airframes.

The fact is, when helicotpers are in a hangar the blades are not usually subject to forces that would cause them to  being "bent, broken off, or banging against" oher fixed or rotary wing aircraft, unless you have ground handling personnel who aren't paying attention to what they are doing.

HTH

Jonathan Primm

 

 

I checked that place out.  Funnily enough, no one seems willing to answer a very basic, simple question.  Still.

IronCross,

That depends on the type of helicopter.  For Hueys, OH-58A/Cs and Bell 47 type aircraft, you stow the main rotor blades parallel with the airframe, so all you really have to worry about is the single blade sticking out in front of you.  For multi-bladed rotors, quite often there is a blade-fold feature incorporated (some of us get them later in the airframe's life! the AH-64 JUST started getting blade-fold kits).  If there is no blade fold feature, the blades then have to be removed for transport and then reattached, retracked and rebalanced, a rather time consuming process.

Jon

I was just wondering, how can you safely store helicopters without having the rotorblades been bent, or broken off from banging against their fellow fixed wing counterparts?

Chopper Dave;

Based off what little you have said for your reasons to become an Army Aviator, I feel it would be better if you pose this question to the members of the OH-58D community unofficial web page. Explain your exact and complete reasons for wanting to do it.

For more information, go to www.kiowapilots.com and check out their forum.

They even have a modelers section.

 

Well, Scott, how much did you actually fly? 

Same for you, Matt.  How much do you actually fly?

Don't beat around the bush.  Come out and actually say it.  Total time and frequency.

This is a comparison for me.  I know exactly what I'll be doing over the next 5-6 years, at least, if I stay on my current path.  I'd like to make an informed decision (well, as much as possible anyway).

Thanks everyone.

ridleusmc wrote:

As a maintainer, my favorite pilots are the ones that can tell me about the problems they have in great detail.       Semper Fi, Chris

I agree with you 100%.

Once upon a time in the Army in Chinook units, Flight Engineers were responsible for ALL aspects of the maintenance on their aircraft (I don't know how it works now) not just while in flight but before and after flights as well as during scheduled maintenance.

The thing that used to bother me was when Pilots saw fit to dictate how to fix the problems they encountered. I treated this as opinion and reminded them to tell me what wasn't working instead of telling me how to fix it.

 As a maintainer, my favorite pilots are the ones that can tell me about the problems they have in great detail.      

Semper Fi,

Chris

I only have 2 friends who became army chopper pilots.  One was ROTC grad and this was her first choice branch.  She was one of few who got the aviation branch that year.  Other friend was an enlisted man serving as a crew chief and went to become a flight warrant officer.   None of them had any REAL experience as pilots, but they were chosen because of their academics and their performances as an officer cadet and a soldier.  It seems like being an warrant officer over being an officer has its own advantages. 
NY ARMY national guard has quite a few flight officer slots and also heard it is easier to get a flight officer's/pilot's slot in the guard than in active duty. 

For anyone thinking of being a helicopter pilot, I would say go Air Force, and if youre high speed AFSOC.  I got out as a UH60 Pilot in 2004 and now work in the industry and I got to say, its night and day versus AF and Army/NG, with the army/NG still in the dark ages.  The army has 4000+ helicopters it can't afford, whereas the AF has 200 and has more funding.  Even though the AF treats its helicopter pilots like 2rd class citizens, they still wear the same wings so they get some support, the army treats its helicopter pilots like 3rd class citizens and make it hard as hell to get parts. An HH-60G is an older airframe than most Lima model hawks, but the readiness rates are far better, their engines are better maintained and they are more complicated with AR probes, avionics, etc.  Go to any line unit in the army and you'll have a bunch of aircraft circle red x'd, with some only allowed to fly in VMC conditions only due to lack of parts.  A commissioned officer in the air force will have a 10 year career progression of Ops/Staff/Ops and will outfly an Army Warrant who does a 10 year Ops/Ops/Ops by about 500 hours, and on top of it, will get paid better.  The AF gives its pilots the pubs/maps-JOGAirs they need, the army will give you a website to download the .pdf file (if available) and may supply the paper and toner to print it out.  If you get your hands on any paper pubs as an army pilot, hide it like gold.  The Airforce does a better job with Life support equipment and has dedicated locker rooms/space for your equipment, and you know the stuff will work.  In an army line unit, you may get a beat up locker in your orderly room or hallway.  The airforce does a better job weeding out the ones who can't hack it with a far more stressful testing/training regimen, and does a flight screening prior to UPT,  the army will nurse a weak student until he/she graduates and who might possibly end up on the last page of Flightfax as a Class A writeup.  An AF helicopter pilot hits his first squadron with about 240 flight hours under his belt.  An army helicopter pilot arrives at his unit, even under Flight school 21 with about 120-140 hours, and from past experience, about 50% are seriously deficient in flying, not from lack of effort on their part but from lack of effort on the army's.  Believe it or not, I'm not bitter, I was proud to be 'Hawk pilot,  but I wanted to give whoever wants to be a  helicopter pilot a side by side comparison, if you can.

91W here as well. And the above is accurate completely. My previous unit just got back and the current has been getting sent to Afghanistan/Iraq in pieces at a time.

I am not a pilot, but I am a medic in the Reserve side of the house, so I know how the reserve's work.  Yep, we've got copter pilots, and I assume that they go through the same school as the active guys do.  The reserves are all about slots, a unit is rated for so many slots.  If that unit is short, they try and fill those slots.  If the unit is full, there is no chance of them sending a new soldier to training until they have a need to do so.  This is the system as I know it, it may have changed since I enlisted in the reserves back in 99.  With Iraqi freedom going on, and the hit that the reserves are taking in numbers its hard to say what the game is now.  Yep, your recruiter probably has the best angle on that one. 

As far as reserves go, if you go reserve, you better plan on being deployed.  Iraq, Afghanistan, or both.  The army likes to deploy you for 2 out of every 5 years that you are in.  So far I have 18 months of hazardous duty pay, so I am safe for a little while.  Just a little something for you to nibble on as you make a very important life choice, dont think that as a reservist you will never see the war.  In my expericence with the current operations tempo, you are more likely to go, and to stay for a much longer period of time than your active duty brothers.  Dont get me wrong, I love what I do for the army, and am very proud of my service.  I am just letting you know the dark side that a recruiter might not share with you. 

Good luck man!  let us know what you decide.

The mission of every Army and Marine helo crew, SUPPORT THE GRUNT

Chopper_Dave wrote:

Even though I'm sure the Apache is a lot of fun, it doesn't actually help my post military career, so I wouldn't go there.  I'm looking for Blackhawk time (want to fly a Firehawk eventually).

It's good that you're thinking that far ahead, but probably the most important thing I would factor when thinking about what airframe to go for is simply, what fits your mindset?  Do you want to hunt the bad guys down and shoot them dead from an Apache or -58D, air assault the grunts in with a -60 so they can shoot them dead, or haul the beans and bullets in a -47 to supply all those guys who go out and shoot bad guys dead (notice a theme here?  Never forget what the job is really about.)  Trust me, when somebody's heart isn't in their aircraft's mission, it shows.

 

 

Saw were one college was offering helicopter flight training as part of their ROTC program while you were still in college. Upon graduation you went into the Aviation Branch, can not remember which college it was though, might want to check it out

Chopper_Dan, you sound just like my son used to when he wanted to borrow the car key's and I told him no also(old Chief myself)

oops double post, sorry 

Saw were one college was offering helicopter flight training as part of their ROTC program while you were still in college. Upon graduation you went into the Aviation Branch, can not remember which college it was though, might want to check it out

blkhwkmatt wrote:

Chopper_Dave wrote: @ Matt, so, What's it like in the real (post-training) world? Blackhawks are the way to go, but then I am a bit biased as I fly them!!!  Matt

Getting a chance to work directly with both Blackhawk crews and Chinook aviators I get a chance to see and hear all the banter back and forth on which is quote "better". The 47 guys like to say. " The Chinook is the FASTEST helicopter in the Army inventory!" or " We're crashhawk tow trucks". The 60 guys favorite is.. " The russians have copied every U.S. helicopter design but one..... there is a reason for that!" The "one" referring to the Chinook.
     All and all they have a mutual respect for each other. Its a great bunch of guys all the way around!

Chopper_Dave wrote:

@ Matt, so, What's it like in the real (post-training) world?

All in all, I really like it, you keep some odd hours at times ( NVG flights, etc ), and you definitly have to look out for yourself as far as keeping on top of your EP's and aircraft limits, but there are many days where I cannot believe that I get paid to do my job.  Without a doubt, aviation is the only way to have to deploy, I did a year in Iraq, and was always flying!!

Blackhawks are the way to go, but then I am a bit biased as I fly them!!!  If you already have your instrument ticket in helos then you are way beyond most of the flight school candidates that I knew.  Once you get to your unit, try to find an additional duty that ties in with aviator skills, so that you are always involved with the flights, and with any luck find one that really interests you.

Hope that gives you an idea of the "real" army, at least as I have experienced it.

Matt

@ Matt, so, What's it like in the real (post-training) world?

@ Don, Yes Chief, I know she's your baby and it's an honor and a privelege that you let me borrow her.  I promise I'll bring her home soon, just like you sent her out with me.  Sooooo...now can I have the keys?

Unknownpharoah wrote:

I have also been told by other officers in my unit that just because you want to be a aviator and you complete the Warrant Officer program or Officer Candidate School doesnt mean you will get assigned an aviation slot. If they need infantry officers you will go there or artillery, ect. This may only be the case in active duty situations. I cannot speak for the reserve components.

If you join the reserve components you will most likely be brought in to a particular position.  I know that this is true for the Guard and I suspect that the same is true for the USAR.

Your best bet for straight information is to find a unit first.  If they say that they want you then they will work with the local recruiter and get you on the right path.  Look for units keeping in mind that you will have to go there no less than one weekend each month.

Mac

uhhh, sorry guys.
My attempt at humor was not meant as a slam to any pilot.
This old dog will just curl up on the porch and watch.

Don

A typical day at Fort Rucker (so far) has been morning PT at 0530.  Class at 0730 (for weeks you're on afternoon flightline, it alternates every week) until about 1030.  Academics cover Aircraft Systems, Avionics, Aerodynamics, etc.  We're starting Avionics today.  Meet the bus out to Cairns AAF at about 1045 and class starts out at the airfield by 1115.  Flightline consists of a half hour flight commander's brief (where you're asked a LOT of oral knowledge questions from chapter 5&9), another half hour or so table talk with your IP and then out to preflight your aircraft.  Go fly for 3 hours (1.5 hours each for you and your stick buddy) and then back, debrief, etc.  I've been getting home around 1730-1800 every day. 

And yes, if you want to go active duty and fly, go Warrant.  National Guard's a bit different, us commissioned guys get a lot more flight time, but reversion's looking quite appealing right now.  I get along much better with the Warrants in my class than I do the LTs.

Glider, good to see you back on the board!

We'll see!

 

 

Hmmm, might need to say a little more.  I know all about the entrance requirements and I know all about the military (I'm a former Navy Nuke).  Yes, I qualify.  Where I'm running into trouble is the recruiters are still treating me like some dumb high school kid, that's why I'm looking to talk to guys actually in the pipe.

I'm in my first semester of college, so Commissioned is not an option.  That's ok, I've never wanted to be Commissioned (sorry, no Marines for me).  I'd much rather be a Warrant (I've heard about more flight time that way).  No turbine time, which is one of the reasons I'm considering this:  I'll get a lot more turbine time a whole lot faster this way than on my current path.  Even though I'm sure the Apache is a lot of fun, it doesn't actually help my post military career, so I wouldn't go there.  I'm looking for Blackhawk time (want to fly a Firehawk eventually).

So what's a typical day like in Ft Rutgers? (ie, during training)  How about once your done with training?  How much flight time do you actually get?

And we need a Marine joke.  You know the Marines are a department in the Navy, right?  The men's department.

glider wrote:

You don't need any flight experience at all for Army flight school. If you're going the warrant officer route, you don't need any college credits either, although they're helpful.  If it's flight time you want, go warrant.  If you want to command, write lots of memos, go to a lot of meetings, sometimes get a non-flying staff job, and drive your warrant officer instructor pilot completely effing nuts, go commissioned. Yeah, I'm a warrant officer.  BTW, if you go warrant, there's no question of whether or not you will go to flight school.  You will go to whatever technical field you signed up for.  Commissioned (I'm talking active duty here, not guard or reserve), there's no guarantee you'll get to assigned to aviation branch.

Thanks for the clarification. I knew eventually some solid awnsers would show up.

Dave,

Welcome to the forum!  Some great advice so far from the guys.  If your heart is set on the Army, from what my Army buddy told me, go Warrant O, not Commissioned, to obtain the most flight hours.   If you have your Commercial already, you should not have a problem.  I knew a guy I was going through flight school with who wanted to go W/O in the Army, so he completed his Private Written Exam and began instruction up to his one and only solo, so he could put it on his application to say he had demonstrated a level of competency.  He simply did not have enough money to complete his Private or else he would.  Last I heard, he was accepeted and is at the Apache course.  Good Luck, and if there is any hope of convincing you to go Marine, let me know!

You don't need any flight experience at all for Army flight school. If you're going the warrant officer route, you don't need any college credits either, although they're helpful.  If it's flight time you want, go warrant.  If you want to command, write lots of memos, go to a lot of meetings, sometimes get a non-flying staff job, and drive your warrant officer instructor pilot completely effing nuts, go commissioned.

Yeah, I'm a warrant officer. 

BTW, if you go warrant, there's no question of whether or not you will go to flight school.  You will go to whatever technical field you signed up for.  Commissioned (I'm talking active duty here, not guard or reserve), there's no guarantee you'll get to assigned to aviation branch.

 

Dave,

I had 25 hours of fixed wing time, which has come in handy.  We've got one guy in my class who's got 80 hours of helo time and from what I hear he's doing pretty well.  There are a few guys who got their ratings as part of their college program, and from what I know they have to go to all academics classes, but only have to take their checkrides at the end of the cycle.  I don't know the particulars, but you may fall into that category.  If you've got any Bell 206 time, you should be golden.

Hope that helps!

Jon

I cant awnser your question directly but I can tell you what I know from my own investigation through my unit. I had the intention of submitting a packet for flight but was quickly shot down due to a vision problem however minor it is.
As far as experience goes.. I dont think  you need any at all. If you have at least 60 college credits and fit the Army flight standards you can join up and apply for acceptance into the Warrent Officer flight program.
I have also been told by other officers in my unit that just because you want to be a aviator and you complete the Warrant Officer program or Officer Candidate School doesnt mean you will get assigned an aviation slot. If they need infantry officers you will go there or artillery, ect. This may only be the case in active duty situations. I cannot speak for the reserve components.

Thanks, guys.

Here's the deal.  I'm a commercial-rated rotor-head.  I'm going for both my instrument rating and CFI checkrides in the not too distant future.

I'm also interested in the Army's program.  So I'd like to talk to people that are either going through it or have been through it to get a little more accurate info than what the recruiter says.

Question 1:  How much flight experience did you have when you were excepted?