Angle of Attack - Vimeo
#12
It is impressive the training they can cram into that amount of time in the military world.
When I went through I had 60 hours in the T-34C (single engine turboprop)
Beechcraft T-34 Mentor - Wikipedia, the free encyclopedia
1) In that time you started with Basic Instruments (think S/L, constant rate climbs/descents, and these awful patterns called S-1,2,3) from the backseat with the canopy covered.
2) Then you went through Familiarization. Actually flying from the front seat - obviously aircraft handling, emergencies, stalls, spins(?) other forms of basic airwork. 13 flights with a checkride and you soloed on the 14th flight.
3) Some aerobatics - this is where the spins might have been along with precision landings introducing pilot to using AoA.
4) Formation (only two-plane/section)
5) Radio Instruments (basically your instrument rating just like in the civilian world) again from the backseat with the canopy covered up. No cheating under the foggles and very vertigo inducing in my opinion.
6) Night flying (more instrument work and night time pattern work)
---- Former VT IPs ----- did I miss anything?
Then you went to T-2Cs in my case the North American T-2 Buckeye - Wikipedia, the free encyclopedia
and did the entire syllabus over again in a jet but,
with the addition of the Gun Pattern (a fairly complex, high speed, and constanly maneuvering pattern making simulated gun runs against another aircraft towing a banner.)
So....at the end of the 60 hrs in the mentor and 80 hrs (including the FCLP flights and the actual CQ) I graduated that phase of training with 140 total hours. I got about another 120 in the TA-4J before winging (all the same items in the syllabus as before but including a strike det to drop bombs, a basic BFM syllaabus, an inverted spin hop back in the T-2C, and going back to the baot a second time around.
Enter the T-45A/C aircraft and the amount of time to winging was suppose to go DOWN because you cut out an entire aircraft (the T-2C) between beginning and end and they planned to use a much better simulator system - but I personally don't know how that worked out, but it was approximately 260 hrs from beginning of training to winging for me.
#13
Gets Weekends Off
Joined APC: Mar 2012
Posts: 109
For someone with no prior flying experience - fellow students in my first CQ class found themselves behind the boat with less than 140 hrs.
Now that they only go to the boat ONCE before getting their wings - the numbers should be higher because they will have gone through different/additional phases of training prior to the first try at CQ (the LTjg mentions the strike det at El Centro for example)
Any prior VT IPs at Meridian or Kingsville care to chime in here with the recent numbers an SNA would go to CQ?
Now that they only go to the boat ONCE before getting their wings - the numbers should be higher because they will have gone through different/additional phases of training prior to the first try at CQ (the LTjg mentions the strike det at El Centro for example)
Any prior VT IPs at Meridian or Kingsville care to chime in here with the recent numbers an SNA would go to CQ?
#14
It is intensive training - and it is meant to be such.
I mean 140 hrs and you find yourself behind the boat - solo as mentioned - for the first time; it is more of a gut check than anything else!
It is very structured training though. You don't step out of the boundaries very often. I guess it is much like some P141 schools that won't let you wander too far off the reservation or let you touch a cloud for an instant of actual IMC.
A guy at that level can get all briefed up, find his way out to the jet, start up, takeoff, join up, and fly out to a working area; but throw in some unusual circumstances and you'll often see a big blank stare. It doesn't go away until quite a bit of experience later in the fleet is gained in my opinion (one reason why I'm not a fan of the reduced hours for ATP).
Even after many years of that type of flying, I always say that I feel like a MUCH better, and well rounded, pilot now that I've been flying professionally for a few years out in the civilian world.
I mean 140 hrs and you find yourself behind the boat - solo as mentioned - for the first time; it is more of a gut check than anything else!
It is very structured training though. You don't step out of the boundaries very often. I guess it is much like some P141 schools that won't let you wander too far off the reservation or let you touch a cloud for an instant of actual IMC.
A guy at that level can get all briefed up, find his way out to the jet, start up, takeoff, join up, and fly out to a working area; but throw in some unusual circumstances and you'll often see a big blank stare. It doesn't go away until quite a bit of experience later in the fleet is gained in my opinion (one reason why I'm not a fan of the reduced hours for ATP).
Even after many years of that type of flying, I always say that I feel like a MUCH better, and well rounded, pilot now that I've been flying professionally for a few years out in the civilian world.
#15
Gets Weekends Off
Joined APC: Jan 2009
Position: Airbus 319/320 Captain
Posts: 880
It is intensive training - and it is meant to be such.
I mean 140 hrs and you find yourself behind the boat - solo as mentioned - for the first time; it is more of a gut check than anything else!
It is very structured training though. You don't step out of the boundaries very often. I guess it is much like some P141 schools that won't let you wander too far off the reservation or let you touch a cloud for an instant of actual IMC.
A guy at that level can get all briefed up, find his way out to the jet, start up, takeoff, join up, and fly out to a working area; but throw in some unusual circumstances and you'll often see a big blank stare. It doesn't go away until quite a bit of experience later in the fleet is gained in my opinion (one reason why I'm not a fan of the reduced hours for ATP).
Even after many years of that type of flying, I always say that I feel like a MUCH better, and well rounded, pilot now that I've been flying professionally for a few years out in the civilian world.
I mean 140 hrs and you find yourself behind the boat - solo as mentioned - for the first time; it is more of a gut check than anything else!
It is very structured training though. You don't step out of the boundaries very often. I guess it is much like some P141 schools that won't let you wander too far off the reservation or let you touch a cloud for an instant of actual IMC.
A guy at that level can get all briefed up, find his way out to the jet, start up, takeoff, join up, and fly out to a working area; but throw in some unusual circumstances and you'll often see a big blank stare. It doesn't go away until quite a bit of experience later in the fleet is gained in my opinion (one reason why I'm not a fan of the reduced hours for ATP).
Even after many years of that type of flying, I always say that I feel like a MUCH better, and well rounded, pilot now that I've been flying professionally for a few years out in the civilian world.
#17
Gets Weekends Off
Joined APC: Aug 2013
Position: FO
Posts: 627
not quite a jet guy, but...
The times are a bit higher for these guys now. I graduated primary in the T-34C with 100 hours, and the jet bubbas will then spend about another 100 hours before heading out to the boat (with the exception of the E-2/C-2 guys).
As a helo guy (SH-60B/F/H/R), I LOVED my job. Truly memorable. But I frequently went up to the flight deck and stood by the foul line in my flight gear, watching each and every pass from the tail hook cadre. In my last job as a staff officer for the strike group commander, I was lucky enough to get a backseat ride from my boss, an F/A-18F pilot with 22 years experience. Needless to say, it was an awesome experience. It made me remember why I specifically chose not to go the fighter route. (Almost needed that plastic bag!)
One thing I learned from my side of the aisle: the helo guys will always envy the jet guys on those CAVU days with zero sea state, and the jet guys will never envy the helo guys on those 200 ft visibility nights on goggles or using a "smoke light" approach to a destroyer.
As a helo guy (SH-60B/F/H/R), I LOVED my job. Truly memorable. But I frequently went up to the flight deck and stood by the foul line in my flight gear, watching each and every pass from the tail hook cadre. In my last job as a staff officer for the strike group commander, I was lucky enough to get a backseat ride from my boss, an F/A-18F pilot with 22 years experience. Needless to say, it was an awesome experience. It made me remember why I specifically chose not to go the fighter route. (Almost needed that plastic bag!)
One thing I learned from my side of the aisle: the helo guys will always envy the jet guys on those CAVU days with zero sea state, and the jet guys will never envy the helo guys on those 200 ft visibility nights on goggles or using a "smoke light" approach to a destroyer.
#18
Has the syllabus changed that much or did you have gaps in training, weather delays, med down, or downs?
What was your boss' callsign? Good chance I might know him.
mpilot153 -
I miss your previous response
There is a toggle switch in the jet. The only way to get the flashing light to remind you that the hook isn't down is to set it to the "carrier" position.
They also have to log some touch and goes on the carrier deck in addition to the traps. The footage with hook up, and the light steady could have been from an intended touch and go.
They also have to log some touch and goes on the carrier deck in addition to the traps. The footage with hook up, and the light steady could have been from an intended touch and go.
#19
Gets Weekends Off
Joined APC: Aug 2013
Position: FO
Posts: 627
USMCFLYR;1485969]That is quite a few more hours than I remember.
Has the syllabus changed that much or did you have gaps in training, weather delays, med down, or downs?
What was your boss' callsign? Good chance I might know him.
Has the syllabus changed that much or did you have gaps in training, weather delays, med down, or downs?
What was your boss' callsign? Good chance I might know him.
I worked for Francis and Nasty, Commander and Rear Admiral types, respectively.
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