Yes. I used the basic GoPro mount the camera comes with.

Glad you found it helpful and yes, I will be uploading more videos about Black Hawk systems!.

Thank you! Glad you found it helpful.

Thanks for watching. What will you be doing? Pilot?

@ yes im planning to go through streets to seats.

Oh congratulations. If I were going to start studying a year ahead of time I would read through the TC 3-04.4 Fundamentals of Flight. Start trying to gain familiarity with things like translating tendency, types of drag, OGE vs. IGE, transverse flow, etc. If you are just itching to study this is what I would recommend. You can also read some aviation books to gain motivation like “To the limits,” “Deadmen Flying,” and “In the Company of Hero’s” to name a few good ones.

I can, but there isn’t much complexity to it. In the final 2-3 weeks of your Common Core, your leadership will brief you on your class ranking. You’ll then rank your preferred aircraft in order. A few weeks later, you’ll gather in a theater where they will announce each individual and the aircraft they’ve been assigned, which is determined by class merit.

@@scud-runner@scud-runner Thanks. I appreciate it.

Sorry to hear that brother. I’ve been told a big reason why recruiters are so reluctant to go out of their way for Street To Seat packets is because they must meet a quota of sending one soldier to basic training every month and it is far easier to send someone to basic training to be an 11 bravo or a Fueler than it is to compile a Street To Seat packet which could take several months in the best case scenario. Still doesn’t make it any better for you. My advice is to continue asking and search for recruiters.

Wow thanks for sharing man that’s an awesome story. Sucks you didn’t get what you set out for but things don’t always end up the way we want them. I’ve had several set backs and I’ve learned from all of them. Thanks for sharing and supporting the channel.

Yep. But the good news is you will improve with more time just like everything else. Make sure you are getting a good OSAP and doing the procedure by the book. This will help tremendously. Good luck man!

Thanks for the support! And I am glad to hear my videos have helped. It will get better, keep up the hard work. Good luck!

Haha yeah my nights IP was definitely the worst I had which doesn’t make that phase any easier. But focus on studying and flying and before you know it you will be at a real unit.

Thanks for the support, and I am glad you enjoyed the video. You can email me anytime at [email protected] . Good luck with the ASVAB and don't let the recruiter BS you. If you feel unsure about anything they are telling you hit me up.

Thanks man! I really appreciate the support.

Thank you for supporting the channel-I’m glad you enjoyed the video! The best advice I can offer is to focus on flight school and enjoy your time learning. Once you get to your unit and begin progression, mastering the basics is key. Study and know your aircraft, especially the -10 (chapters 2, 5, 8, and 9). Make sure you understand basic airspace, instruments, and read the .4 Fundamentals of Flight. Familiarize yourself with the ATM and the common standards for all the maneuvers you’ll be graded on during progression. This can seem overwhelming at first, but remember you don’t need to know everything right away. If you commit to studying just one hour a night during progression, you’ll build a strong foundation. Once you’re out of progression, fly as much as possible and push yourself to get out of your comfort zone. I did this by taking on flight lead responsibilities during cross-country flights to TDY locations like NTC, port ops, and exercises. This not only forced me to learn but also showed fellow PCs that I had initiative. Balancing this with leadership duties can be tough, but you can do it. As for tracking IP, there are a few opportunities. The first is to keep an eye out for a MILPR message that usually comes out once a year, allowing RLOs to apply to track IP. A key prerequisite is at least 50 hours of PC time, so aim to make PC quickly and build up those hours to stay competitive. While 50 hours is the minimum, more is always better. Another option is to PCS to Fort Rucker and apply for the USAARL 67J position, which often leads to automatic selection for IPC. Finally, you can try to get stationed at Fort Rucker at either Flat Iron or MED Doctrine Course and attempt to walk on. I know this is a long response, but there’s a lot to cover in our profession. Best of luck with flight school, and feel free to reach out if you have more questions!

@@scud-runner Thank you, sir. These videos have played no small part in assisting and motivating me in the journey so far. Fly safe!

Congrats on flight school! It’s great to see your passion for MEDEVAC. While nothing guarantees a MEDEVAC slot, you’re on the right track by reaching out to the CCWO early. Leaders prefer placing individuals where they have strong interest, but unit needs matter too. To further enhance your chances, consider enrolling in the MEDEVAC Doctrine Course before leaving Fort Rucker. Speak with Bravo Company about this two-week course; having formal training will strengthen your case for a MEDEVAC position. Thanks for watching. Hope this helps, and best of luck!

@@scud-runner thanks I’ll look into it, also keep up the hard work. I’ve been watching your videos for a long time, well before I was selected. They’re very helpful, and have made my experience easier, keep up the aircraft series as a fixed wing guy they have been my favorite. No one else is doing it 🤘🏽

Thanks brother. I appreciate the unwavering support. Most of all I’m glad they are value added to the community because that’s always been my aim. I will keep them coming and more AC videos on the way.

Congratulations! I am happy to hear my content was helpful. Good luck. You are almost done.

Depends on your situation and goals. If you explain those to me I can make a suggestion.

Do it 💪

It certainly does.

Absolutely. You already know a lot of the procedural and regulatory things. This gives you more time to study other things like systems, EPs, limits, and tactics. It definitely gives you a big advantage.

Hey man, from what you have explained here I don’t think you would have any issues. Since you would be a new Army pilot you’d fall under the untrained aviator category which would require you to get a class 1 from a military flight doctor prior to submitting your packet. The regulation the docs reference to base their decisions on waiver submission is AR 40-501 (Standards of Medical Fitness). You can find this on the internet and look up your case and it will explain if the condition is waiverable. I’m not a flight doctor but I’m pretty sure you would be fine but take the time to look it up if you are concerned. As far as the disturbing the pace charges. Those are minor charges which were 10 years ago. That shouldn’t be a big deal. Just be honest about it. It’s probably not even on your record anymore but the clearance check may find it. Just be honest and you will be fine.

@@scud-runner man I really appreciate the fast reply. I have 4 LOR from a WO4 Blackhawk pilot, a retired Vietnam Huey pilot (my DPE), a Lt Col Special Forces and my uncle a Command Sergeant Major. I’m hoping this helps me get a spot. Worst case they tell me no and I resubmit and keep flying in the civilian world.

What you are looking for is call a “pilot glossary.” You can find this in several places. One DOD publication you can find this in is in the General Planning (GP). Another place you can find this in is in the Aeronautical Information Manual (AIM). You can find them in serval other places but these are the two I’d start with. As far as the @ symbol I’m honestly not to sure. Probably just a shorter way of writing it.

Thanks man I am glad you found my story interesting. Yes we can set up a discussion and LOR. Email me at [email protected] and we can set something up.

No problem. I’m glad you found it helpful.

100 KIAS. Chapter 5 of the -10.

They stay on hold until the next course but they typically get priority over active duty for the next course just to speed up their time on active duty orders.

Yes the back up can pressurize everything.

@@scud-runner but lets say there is a leak on the hyds#2 then the leak detection/isolation system would secure the Pilot Assist Servo hyd valve, and assuming there is a problem there in the P.A.S , the back up hyd cant provide hyds there correct? If the leak its not there and somewhere else, hyd pump 2 light come on and u secure the servo2 off then and only then the back up pump would supply hyds to the P.A.S, is all that correct? I appreciate the input

1. Res low 2 caution appears. A fluid quantity switch senses this and isolates the pilot assist module. Now Hydraulic pump 2 supplies pressure only to primary servo stage 2. 2. If pressure in hydraulic pump two continues to drop you will get a hydraulic pump 2 failure. Due to the leak being either in the primary 2 servos or the pump itself. 3. Hydraulic pump 2 failure appears, the backup pump comes on. IT WILL PRESSURIZE EVERYTHING IN THE NUMBER 2 SYSTEM (see -10 chapter two pg 2-51). This is because the quantity switch sense the pressure it needs to reopen the circuit. 4. The next thing you have to do is watch for a backup res low. If this happens you must switch the servo off switch to primary 2 servo off. This is because the leak MUST be in the primary 2 servo. Does that make sense?

@@scud-runner in your number1 case scenario, right the system Isolates the P.A.S and the back up pump wont supply hyds there, would u agree? (Also wouldnt make sense to supply fluids if its leaking thru there) And regarding the servo2 off, we are told if u see the #2 rsvr low be prepared to flip the switch (servo 2 to off) when u see HYD PUMP 2 thats your indication to secure servo 2 valve, to apply depleting all the hyds thru the system 2…if you see the back up hyds rsvr low its too late.

When you get the res low two caution the PAS will be isolated. The only way you will regain the PAS is if your backup pump comes on to pressurize it which would not happen until you get your hyd pump two failure. Also who is teaching that? That’s not what the FRCs advise. If you turn off the primary two servos when you get a res low 2 you don’t know where the leak is. It could be in the PAS, the servos, or the number 2 pump. If it’s in any other place outside of the primary two servo and you turn the primary two servo off then you just turn them off for no reason. That’s why the book advise to do it in the order it does so you can due process of elimination.

Great to hear! Good luck.

Absolutely. 💪🤘

Great to use. Great way to practice PARs.

Rule of Thirds, a bit of distance and maybe if your lens allows it a bit of background separation (blur).

Very true. The biggest issue I see when calculations are off is inaccurate GWT or inaccurate wx data.

Hell yeah man! I see a huge benefit in manual calculations. I’m glad you liked the video. Thanks bro!

Dang that’s a big change. Thank you for the update.

Yep, I remember feeling that way. Don’t worry you will learn the Black Hawk and you will love it. You have the right attitude. And thank you for the support I’m glad you like the channel. Reach out anytime if you need any advice.

You ain’t kidding. I think I would have just started walking home after that haha.

🤣 that’s hilarious. I’m sure that was an unsat. We’ve all had days like that haha.

@@geezer652​​⁠kinda hard to stay away from microphones when you’re a pilot.

​@@infalliblevictor5712 hhahah absolutely..😅

When you apply left pelt to compensate for that right yaw it also increases pitch in the tail, the stab programming trailing edge down compensates for both the main rotor and the tail rotor creating this force at cruise flight to give better trim profiles.

Wow 890 hours in one tour is incredible. That’s right on par with what I’ve read from books in Vietnam. You guys flew an unbelievable amount. Thank you for your service. Army aviation is currently seeing a huge bleed off of experience. We currently only have two 1,000 hour pilots in our company. When I got here two years ago we had 1-2 per platoon and even a handful on 2,000 hour pilots. We are very inexperienced currently but more reason to train and fly to make up for that experience gap.