One More Before the Holidays

It's been a while since I last made a post on this blog. I've been learning how to fly in instrument conditions (that means flying in the clouds - where there's no discernable horizon). Well, I wasn't kidding when I said that it's not all that exciting - hence my lack of posts.

Good news: instruments have come to an end. I passed my checkride today, just in time for the holiday break. So what comes next? Now things start to get exciting.

Gone are the days of flying at a couple thousand feet and landing on a prepared runway. Now, we start flying 100 feet above the trees and landing in farmer Joe's field. Shortly thereafter, we do this with another helicopter a couple hundred feet away (in formation). Welcome to the tactical phase of training.

I won't be starting tactical training until the new year. So for now, it's time for a much needed break! In the meantime here's a video to watch. It doesn't have much to do with what I'll be doing as a student, but it's pretty cool.

http://www.youtube.com/watch?v=f9SuWBE0PEg

Can A Helicopter Fly Without an Engine?

The answer to this question: yes, but not really.

When an airplane loses its engine, it can glide for miles before having to land. When a helicopter loses its engine, it falls out of the sky and enters something called an "autorotation."

The aerodynamics are way beyond the scope of this post, but suffice it to say that the rotor is being turned by incoming air - like a windmill. In other words, the helicopter is still flying, but not really. It's actually descending in a controlled manner, but descending rather quickly.

The aircraft can still land, but this requires an abrupt "flare" at the bottom of the descent. This "flare" slows the helicopter's descent so it doesn't crash into the ground and speeds up the rotor overhead. If the pilot flares at the correct altitude, he will be able to set the aircraft down without an operable engine.

Watch this video to see how an autorotation is performed. Pay particular attention to the last part of the descent where the pilot "flares" the helicopter to land. Notice how close the tail gets to the ground as well. Any error in judgement could prove to be disastrous, thus requiring the pilot to be spot-on when executing this maneuver.

http://www.youtube.com/watch?v=phaWRjAVnes

My Flag is up Again

The Block O hangs proudly in my driveway once again. There are only a few things more fun than flying a helicopter. And one of those things is watching Ohio State stomp the life out of Michigan.

All these SEC fans down here sneer when they see scarlet and gray. I suppose it's because they know that their teams will never come close to being this good. GO BUCKS!!

A Close Call

So there I was, fat dumb and happy, flying along at 800 feet and 90 knots, enjoying the view.

Suddenly, the helicopter yawed to the right, the nose dropped, and the controls began to shudder violently. Audio alarms screamed at me to return the aircraft to normal flight or it would soon lose irrecoverable energy from the rotor turning overhead.

Only seconds ago, the ground was 800 feet away. Now it is 500 feet and rapidly approaching the windscreen. Despite my herculean efforts to return to level flight, the nose only pitched down further. Crap!! It dawned on me that I may not recover from this incident - and I didn't.

Then the instructor paused the computer, turned up the lights, and asked me what had just happened to my aircraft. Welcome to day one in the simulator: emergency procedures.

If any of you are still wondering if I'm alive, I am. However, if this was a real-life emergency, I would be nothing more than a smoking hole in the ground. That of course, is one purpose of the simulator - to expose student pilots to in-flight malfunctions that could very well occur on any day.

To sum things up, I won't be flying in the air very much for the next few weeks. Instead, I'll be participating in an expensive, full-motion video game and hopefully building my skills with respect to aircraft emergencies.

If you're wondering what happened to my aircraft in the above emergency, I lost components from the tail rotor - not a good day by any means!

Below is a picture of the helicopter simulator. It's a full-motion video game with a 270 degree field of view. Despite all the advanced technology that goes into making the simulator as real as possible, it is nearly impossible to hover, land, or take off! Nothing beats the real aircraft.

Option 3: Osprey

This post expands on the last of three airframes that I may receive upon graduation from helicopter training: the CV-22 "Osprey."

The Osprey is brand spankin' new. It replaced the MH-53 "Pave Low" (shown below). The Pave Low is massive - bigger than the Osprey. The picture does not do it justice. Despite its smaller size, the Osprey came online because it flies quieter, farther, and faster than the Pave Low. However, it carries less troops and does not have any means of self protection (i.e. guns!)

The Osprey is not a helicopter; it is actually a tilt-rotor. The two rotating propellors on the outer edges of the wings are called nacelles. They are initially positioned for vertical take off. As the aircraft leaves the ground, the nacelles rotate and the "helicopter" transforms into a propellor-driven airplane. The process reverses itself for landing. In other words, it's kind of like a transformer!

See it in action here:

http://www.youtube.com/watch?v=OI3oE422C4Y&feature=related (This is the Marine's version of the Osprey, the MV-22. It still flies the same as the Air Force version).

What would you do as an Osprey pilot?

Currently, the Osprey is used for infiltration & exfiltration. These are fancy names for picking up and dropping off combat troops - usually in hostile environments, behind enemy lines. Many of these troops will be special forces from all service branches.

At less than two years old, some of the first operational CV-22 squadrons are in the process of being deployed. Only time will tell if this aircraft can stand its own ground. It certainly has some big shoes to fill.

Where will you be stationed?

Since the CV-22 is new, the only Air Force location with an operational squadron is Kirtland AFB, New Mexico (near Albuquerque). This will change as more squadrons are stood up at different locations. As these birds begin to deploy, they'll spend most of their time in sandy and/or mountainous environments.

Do you have your flag up?

This post has nothing to do with flying. It has to deal with something far more important - Ohio State football.

If you're reading this post and you're not an Ohio State fan, do me a favor and leave now. Only fans from Ohio State are allowed. I don't want any non-believers stinking up my blog.

Now that that's out of the way, the Buckeyes have managed to overcome Iowa and secure a trip to Pasedina. However, we all know that the most important game still lies ahead: Michigan. The season is not complete until we crush those weenies from up north.

O - H !

Oooh! ... a new set of rotors

I forgot to mention this when I first started flying the UH-1H "Huey" out here. The schoolhouse is in the process of converting these pieces of history into something a bit more modern: the TH-1. Let me explain.

The UH-1 helicopter is shipped off to the factory where it is stripped of just about everything. Keep in mind, it was originally built in the late sixties - so it's no spring chicken. The factory beefs up the engine and transmission, taking the horsepower from 1400 to 1800. The steam gauges from the stone age are replaced by three slick multi-function displays. They also give it a sweet paint job.

Above: UH-1 | Below: TH-1

What you're left with is a more rugged and powerful helicopter that has a "glass" cockpit and a nice paint job. Also worth mentioning, the seats are more comfortable than the airlines! This final product is known as the TH-1. It's what I'll be flying for the rest of my time at Fort Rucker.

Above: UH-1 cockpit | Below: TH-1 cockpit

If you want more details, here's a news story about the conversion from the old to the new:

http://www.aetc.af.mil/news/story.asp?id=123026049

Anyways, I get to fly this beast tomorrow and can't wait to see how she handles. Lookin' forward to it.

Option 2: Pavehawk

This post expands on the second of three airframes that I may receive upon graduation from helicopter training: the HH-60 "Pavehawk."

Where could you be stationed? Click here:

http://maps.google.com/maps/ms?ie=UTF8&msa=0&msid=105393404929987550582.00046b78ceca01bbf0b5a&ll=52.908902,-176.484375&spn=116.16377,237.304688&z=2

What will you do?

A lot of stuff. The Pavehawk mission is certainly the "tip of the spear." When Air Forces deploy behind enemy lines, the Pavehawk is often at the center of the package. Here are some examples of the many missions that a Pavehawk pilot will see.

Combat Search and Rescue (CSAR)

You may have read that Hueys participate in rescue efforts in the states. Pavehawks do the same thing, but they do it in hostile foreign territory - usually during the night.

Because they operate in hostile territory, Pavehawks have miniguns mounted in the doorways for self defense.

Pavehawks also carry pararescue jumpers (PJs). These highly trained airmen are responsible for leaving the helicopter and physically extracting the downed airman. They go through some of the most rigorous and physically demanding training of all the jobs in the military.

Notice the long probe that extends from the nose of the aircraft - this is a refueling probe. With the help of an MC-130, the Pavehawk can refuel in the air, extending its range and leading to missions of up to eight hours or more.

Military Operations Other Than War (MOOTW)

When they're not in a combat environment, Pavehawk pilots are assisting with rescue attempts elsewhere. The aftermath of Hurricane Katrina is one example.

Option 1: Huey

This post expands on the first of three airframes that I may receive upon graduation from helicopter training: the UH-1N "Huey."

Where could you be stationed? Click here: http://maps.google.com/maps/ms?ie=UTF8&msa=0&msid=105393404929987550582.00046b785e72dadf2e602&ll=39.368279,-148.710937&spn=128.168635,237.304688&z=a

What will you do?

This depends on where I'm stationed. Read each number below.

1. Missile Bases

Bases in the Northwest support missile silos by moving parts and pieces around, flying security patrols, and responding to emergencies. Additionally, Huey squadrons at these locations will assist with rescue efforts in Montana, Wyoming, and the Dakotas.

2. DV Support Bases

Andrews AFB, MD and Yakota AB, Japan have Huey squadrons for moving important people around busy places. Both of these locations are nearby major cities - Washington DC and Tokyo.

3. Survival School

Fairchild AFB, WA is home to the USAF survival school. All aircrew go through this school to learn the basics of survival, evasion, resistance, and escape - should they ever be confronted with the situation. The Huey squadron out here provides survival school students with the opportunity to coordinate for a rescue attempt and practice being hoisted into a hovering helicopter. This squadron also assists with personnel recovery efforts in the mountains of the Pacific Northwest.

4. Fort Rucker - First Assignment Instructor Pilot

This is rare, but there are always a few students who are selected to return to Fort Rucker as instructors for their first assignment. The mission is pretty straightforward - teach undergraduate student pilots how to fly helicopters in a variety of environments (tactical, low-level, NVG ops, and formation). Although this may not seem as glamorous as other assignments, it is actually one of the more difficult ones. It takes a special mix of patience and skill to teach student pilots.

Remotes: Complete

It went by really fast, and I hate to see it go, but I am finished with landing in some farmer's field. Remote training is complete.

We're not wasting any time moving on to the next phase of training: instruments. For those of you who don't have much air sense, instrument flying does not require a visible horizon. You can fly straight into the clouds and navigate completely off your instruments. It's like driving without looking outside.

For those of you with a little more air sense, instrument flying is hated by helicopter pilots. It's disorienting and boring because you fly at much higher altitudes. Why would you want to fly a helicopter if you can't see the ground? It's just not nearly as exciting. However, it is a necessary evil because when the Air Force has a job to do, they're not going to wait for the weather to clear.

Before moving on into instruments, my class gets to go cross country. That's a bit of a misnomer because we're really only going about 280 miles. In an airplane, that's nothing, but that's a good chunk of flying in a helicopter. Most classes end up flying south to the beach, but our class gets to go to Columbus AFB, Mississippi. The choice was out of our hands, but we'll make fun out of the situation.

What are you going to fly?

I get this question a lot. While I can't answer it yet (I won't know until I graduate in March), there are three possibilities. This post will simply highlight the three options. Future posts will dig deeper and show you a bit more about each airframe.

1. UH-1 "Huey"

- Missile support operations (Wyoming, Montana, & North Dakota)

- Top secret mission at Andrews AFB, MD

- Assist with survival school at Fairchild AFB, WA

- Hueys are more of a "9 to 5" assignment. They do not normally deploy. After a tour or two in Hueys, most pilots are eligible to transfer over to HH-60's.

2. HH-60 "Pavehawk"

- Combat search & rescue, medevac, special operations, personnel recovery

- You have to be pretty good to get into this aircraft

- This is the quintessential helicopter mission, but you are gone a lot

- Examples: Hurricane Katrina rescue support and rescuing troubled sailors off the coast

- Afghanistan, South America, the Middle East...you name it & Pavehawks have been there

- Operate primarily at night and air-refuel on most missions

3. CV-22 "Osprey"

- Infiltration & exfiltration of special operations forces

- Quieter than a helicopter with a longer range

- Brand new - still working on deploying first squadron

- Technically a "tilt-rotor" - not a helicopter

- Usually, only one of these is given out per class and the top-ranked student gets it...if they give one out at all!

Do You Have the Monkey Skills?

So my first phase of training, the "contact" phase, is officially complete. During this part of training, we basically develop and refine our "monkey skills." Simply put, you learn how to fly a helicopter without crashing. You do this in the simplest and most forgiving environment - on a long, wide, flat runway; in broad daylight with an experienced instructor.

Now that my hand and eye coordination are up to standards, I progress onto the next phase of training, the "remote" phase. Now we start to see what a helicopter can really do. Runways have no use during remotes. Essentially, we try to land the helicopter in a field (see picture below). Simple, right? Yeah, that's what I thought.

You have to consider a lot of factors before deciding to set your bird down in a field. All of these factors must be considered in the air on the fly. Although it's pretty cool to land in a remote area, the margin for error narrows considerably.

For instance, what looks like flat terrain from the air can actually turn out to be quite rugged once you set your bird down. Stumps can be hidden by long grass. Trees don't look nearly as large at 500 feet. All of these things are waiting to mess up your skids or roll your helicopter.

Despite these threats, landing in a field is going to be super cool. I can't wait! I'll tell you more about remotes as I progress.

Two Weeks Deep

Yes, it's already been that long - two whole weeks of flying. After only 7 rides, I've progressed from barely being able to hover to flying a multitude of approaches & take offs. The number of life-and-death encounters per ride have decreased from a dozen to only 3 or 4.

Here's what I don't understand: I can take off and land with minimal problems, but I can't park the damn thing! That's right, the hardest part is setting it down exactly on the parking pad. If you thought that parallel parking a car was tough, try doing it with a helicopter!

Despite my setbacks, I'm loving this job. I can't think of anything else I'd rather be doing than buzzing around the tree tops with the doors open and the windows down. All I have to do is stay alive!

Some More Huey Action

For those of you wondering what makes the Huey so legendary, watch this video.

http://www.youtube.com/watch?v=PeBcTV5-5E8&feature=fvw

However, it looks like you'll have to go to Australia to experience it.

First Flight

It started out early this morning at 0430. But the early start was well worth it, because I finally got the chance to take the controls in a helicopter - and not just any helicopter, but the legendary Huey.

There's a lot of prep work involved before you get to the fun part of flying. I'll spare you details because it's not very exciting. After crawling all over the aging bird, fingering every bolt, and reading countless gauges, we strapped in and prepared to start her up.

It's pretty cool sitting behind the controls of a 1963 helicopter with over 20,000 hours of flight time. It makes you wonder how they keep something this old in operable condition. How many 1963 Chevrolet's do you see on the road today?

Despite her age, the Huey's engine whined and the rotor blades began to turn. Suddenly you're bouncing in the seat as this beast comes to life. Loose grass starts flying and all others noises are drowned out by the whomp-whomp of the rotor blades.

You couldn't wipe a smile off of my face as we lifted off the ground into a hover, as if we were riding some 7700 pound magic carpet. The instructor gave me the controls and said "keep the aircraft four feet off the ground with the nose fixed on that tree over there." After a few seconds, I was lucky if we were even 50 yards from the point where I assumed the controls. We were all over the place! After a few tries and some "oh-sh**" calls, I was able to hover comfortably for day one.

A half hour was all we had, but it was 30 minutes of my life that I'll never forget...and I am exhausted. It took every ounce of concentration to keep that helicopter from hitting the ground or drifting in the wrong direction. Let's hope that my proficiency builds fast.

Another Week Down...Who has a Dollar?

This week was pretty much a repeat of last week - more academics - more school. It's all going to come to an end on Tuesday when I go up for my "dollar ride."

Some of you may be wondering, what is a dollar ride? Here's how it works. After a student pilot receives his first ride, he gives the instructor who flew with him a dollar. The dollar is personalized by the student, thanking the instructor for their first ride.

Sometimes the dollar accompanies a bottle of booze or parts of the aircraft (if the flight really went wrong.) For example, the dollar I gave to my instructor for T-6's had two tires with it. (I landed pretty hard and maintenance had to replace the tires.)

This tradition dates back to county fairs of the early 1900s. Barnstormer pilots charged a dollar for customers to ride in the front seat and act as if they were the pilot.

For those of you wondering what this dollar ride will be like, it will NOT be like this:

http://www.youtube.com/watch?v=n9ZUXNeBoHo

She's Old but She Cleans up Nice

In the process of learning about the various systems on the Huey, I'm also getting a history lesson on the way things used to be. This helicopter is nearly an antique.

The Huey was first accepted by the Army in 1956. What were you doing in 1956? I wasn't even a thought at that time.

Smoking was allowed while flying the Huey until the late 80's. It was disbanded because there were too many burn marks on the floors. The Hueys we fly still have ash trays in the dash.

The clock on board must be wound up for power. Needless to say, the only digital item on this helicopter is my wristwatch!

Back to School

Well, I don't have much excitement to pass along. I can pretty much sum it up that I'm back in the classroom.

This past week has been nothing but academics. Academics are synonymous with books and numbers. I'm developing a new vocabulary. Trunnions, bearings, hanger assemblies, fairings, gate valves, solenoids, cams, driveshafts, and tachometers are tossed around in most of my conversation.

I'm not doing any flying yet - not until I memorize a bunch of obscure numbers about the different systems on the aircraft...oil pressure limits, when do certain valves open and close, how much weight can you carry...the list goes on and on.

Even more of a mind boggler is figuring out how the engine produces power. I won't even try to explain it to you. The picture of the 1400 horsepower turboshaft engine above speaks for itself.

Any pilot knows that there are certain situations in which he must be able to react quickly if he intends on living through the experience. In other words, he must be able to recognize that something is going wrong, diagnose what is wrong with his aircraft, and then react appropriately. These actions become even more important when you are low to the ground - a place where helicopters spend most of their time. So not only are we learning a bunch of numbers, but how to react to a bunch of "oh - sh**" scenarios.

Fortunately, our instructors make up for the lack of excitement during the day. Most of them flew in Vietnam. One instructor has been flying over 50 years! That's twice my age. These guys know the Huey like they know the back of their hand. They know my questions before I can ask them - seriously. It sure beats learning from slides on a computer.

The Huey

As I draw closer to hitting the flight line, I should explain to you all what I'll be flying. If you saw my first post, you'd say the UH-1N "Huey." That's close, but I messed up. To be correct, the model is actually the H model rather than the more recent N-version.

Regardless, the Huey has a long standing history of use across all service branches. Most of you will recall its use in the Vietnam War. In fact, some of the birds we're flying here are recycled from Vietnam! Yes, these boys are old. You can supposedly see bullet holes on parts of the skin. Now don't worry about them falling apart. The maintenance shop here meticulously takes care of these fragile birds.

Anyways, it's pretty awesome to know that I'll be flying something that was flown in combat four decades ago by pilots younger than myself. In fact, the Huey is the only trainer in the USAF that is a warbird (i.e. flown in combat). This helicopter is a piece of history . It's legendary. Let's hope that I don't spoil her reputation.

Find lots of pictures and information about the Huey here:

http://www.aircav.com/huey/uhgal01/uhgal01.html

Wait for It...

Some of you may be wondering if I'm ever going to start flying - many of my posts have dealt with nothing related to it. Right now, I have some free time on my hands and have been posting like a madman. However, it's going to come to an abrupt stop very soon. Training starts on the 24th. Once that happens, you might catch a post on the weekends depending on how busy I am.

In the meantime, check out this awesome youtube video to get a taste of what I'll be getting into over the next 6 months:

http://www.youtube.com/watch?v=qV84mo-aWbw&feature=related

What's that Sound?

I didn't even need my alarm clock this morning. Helicopters launching on their training sorties took care of that for me a few hours before I was supposed to wake up.

In Oklahoma, I was used to the sound of T-6's buzzing over the base at 500 feet. In Alabama, there's the distant whomp-whomp of helicopters landing and taking off.

Occasionally they'll pass over the house, and that really makes a stirring. Even the squirrels will run and hide. The sound kind of creeps up on you until the chopper is suddenly overhead. You can feel the vibrations in the walls - no kidding.

Most people would find this annoying. I find it exciting. It makes me want to start flying now, but I still have about a week to go before I start class. I guess I should enjoy the last bit of free time that I have left.

Sweet Home Alabama

It's official: I'm no longer living out of a hotel room. After much searching, I found a place on post that's hard to beat. It's fully furnished with a carport, a yard to myself, mail on my front porch, and lots of space. But my personal favorite: the bathroom. I think it speaks for itself.

My roommate is a lieutenant in the Army who is also here for flight school and also from Ohio - Wooster. We'll get along well and I'll learn a thing or two about the Army. Here's a shot of the front of the house as well.

Frame This

I had a bit of free time on my hands so I picked up a new hobby. What do you think of my work? Not bad for an amateur!

If you're thinking I drew that picture, thanks but you're wrong. I bought it. But I did make the frame. It took me 3 and a half hours, but I made it nonetheless. I'm taking orders if any one wants some framing work done.

Road Trip

I waisted no time hitting the road for Alabama. I broke the trip down into two days, making a stop in Memphis for the night. Nobody passes through Memphis without grabbing some BBQ, so that's exactly what I did. It sure beat the Waffle House that I ate at in Arkansas - this one was truly the "awful waffle."

After being in Memphis for less than an hour, I already saw an Elvis impersonator. According to a friend of mine who is well-versed on living in the South, it was Elvis week in Memphis. Who would have guessed?

But the adventure did not stop there. I ran across this school bus just outside of Montgomery. But it wasn't hauling Sunday schoolers - not even close.

I could tell I was getting close to Fort Rucker when I started seeing signs for Panama City Beach - 85 miles. You're just not used to seeing this in Ohio. Even more so, you're not ready for the humidity which is super thick down here.

Luckily, I made it here without a flat tire. If that would have happened, I would have to take nearly everything out of my car to pull out the spare.

Packed - With a Surprise

So I managed to get most of my stuff into the car - leaving enough room for myself and myself only. I have no back window and must sit up high in the seat to look through my right rearview mirror. The tires look like they're going to scrape the wheel well if I pack any more items into my car. Keep your fingers crossed that my Mazda can hack the long drive with all this weight.

When I first arrived in Oklahoma, I was warned of the many spiders native to the area - specifically the brown recluse. I have been here since November and have never even seen a spider....until today.

I found this monster hiding under my sink in a box full of rags. I should have known better to be keeping a box full of rags in a dark cupboard. When I pulled the box of rags out from under my sink, he was only a few inches from my hand.

After changing my underwear and snapping a few pictures, I swished him outside with a broom and quickly closed the door. This guy was so big that he made a nice thud when he hit the ground.

Organized Chaos

As with any move, you have to pack. Well, I guess I'm just not very good at it. Hopefully, things will come together as I try to figure out how to fit all of this in my car.

I have to quote my mother on this one by calling it "organized chaos." I don't think you can describe it any better.

Bye Bye T-6 ... Hello Helicopters

Okay so I'm giving this blog idea a try. For those of you new to this website, you can check it whenever you want to see my status as I progress through pilot training. You can also leave a comment for any post that I make. Before I get into the details of where I am at and what I'm doing, I'll tell you about where I've come from.

I am half way down the road to earning pilot wings. The first phase of training was completed in the T-6 Texan II (pictured below). Myself and 26 other students flew this trainer learning all the basics of flying including instruments, navigation, low-level, and formation.

Once completing training in the T-6, we progress on to an advanced phase of training where you fly an aircraft more closely suited to the aircraft you'll be flying in the Air Force. There are four ways you can go. Each path and its corresponding trainer is shown below.

If you want to fly fighters or bombers, the T-38 "Talon" is what you want. It's a high speed supersonic trainer that is kind of like the Corvette of the Air Force.

The students wanting to fly airlift and tankers hop into a T-1 "Jayhawk." It's bigger, heavier, and carries more than just two people.

Students desiring to fly C-130s will head down to Corpus Christi, TX to fly the T-44 with the Navy. This airplane is also larger and heavier and is a twin-engine propeller driven aircraft similar to the C-130.

Finally, for the students who want helicopters, there is the UH-1N "Huey." This is the same helicopter that was flown in Vietnam, however, it is a newer model.

So there you have it, four different tracks, four different aircraft. This is the point where I currently stand in training. I've been fortunate to have been selected for helicopters, so the next big thing on my agenda is making a long drive from Enid, Oklahoma to Daleville, Alabama. For you military folks, that's a PCS from Vance AFB, OK to Fort Rucker, AL. I'll be sure to make a post about my road trip.