Who's your IP and are you still at Rucker? He's not the only one that is 2028'ing that.

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Originally posted by uh60dustoff:
Icarian, glad to see you causing trouble over on this website also...j/k

Guilty How you doing Dustoff?

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Here at Rucker, we are all using change #2.

You know, our Pubs NCO just emailed out yesterday that we actually got our Change 2s for the -10 in. Of course, at the same time, our checklist change 1s came in at the same time Huh, guess we might pen/inking the change 2 checklist items for the next little while.

quote:

Originally posted by uh60dustoff:
Who's your IP and are you still at Rucker? He's not the only one that is 2028'ing that.

It's not important, I'm sure there are quite a few.

Flew a 6 ship formation flight today with 9 PAX on board inc 5 captains, 2 majors a civ, and SSG. That was exciting, first time to be on the controls with someone other than my IP or other student. Trail landings are still kicking my butt

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Trail landings are still kicking my butt

Just call "Flight Lead!" when you are walking out to the helicopters and you don't have to worry about this.

Things Ive learned from formation flying.


1. Everyone in front of me cant fly.

2. Everyone behind me is full of sh it.

3. At very short final, pick a place and put it down.

In Falconview, I need to add 30 seconds to my first leg and last leg. I was adding a R/W Delay with a 30 second hover but my IP says thats the wrong way to add the time. He recommended I manually adjust the leg time. But the only way I can see to do this is to go the to point properties of my SP and change the manual leg time. When I do that, all the 1 minute time hacks are off for the entire route, only the manually added time hacks are accurate. Is this a bug with Falconview, am I doing something wrong, or is there a better way to add 30 seconds to the legs?

Is this the acel/decel factor function? I am not sure about that one. Falconview has come to me late in life, I am still getting good with it. I try to hit hard times at given objectives. When you put in a hard lz time, it seems to work. The thing is, our tacops guy has the 30 second thing built into the calculation.

Sorry I don't have a better answer, I will ask some guys about it tomorrow and check back with you.

Better way:

Open CFPS--for the FIRST waypoint, click on the "STTO OPT" Icon (you should see this icon without clicking on a dropdown menu, etc--right on the main page you just opened. This icon stands for start, taxi, takeoff option. Once you click on it, it will open a dialog which includes "time". Putting "00+00+30" next to time will give you the 30 sec added to takeoff.

Note: STTO ONLY works for the 1st point. If you get it to work somewhere else, let me know so I can learn.

For adding 30 seconds to your target, click on the icon just to the right of STTO--if you roll your cursor over it, the popup should say "speed change". On the pull-down, click on "slow down to zero". You'll see a white dialog box open next to "time"...put your 30 seconds in there.

You should be able to set these permanently in the CFPS Admin dialog (reached via Start/Programs/PFPS Admin/CFPS Admin. But quite honestly, it is 0400 here and I'm on my last leg for staying up...not my best and can't find it right now.

Thanks Icarian, I learn something every day. Have a good one, get some sleep boss.

V.

Back awake (becoming a vampire again as I chase Alaskan Spring NG dark)...thanks Hawk. PFPS used to REALLY give me "PMS"--up to mid 2004, never could use it because I couldn't even find the maps (if a computer had some loaded)j. Finally had a course from one of the regional support reps (with quite a bit of application/reinforcement after said course) and took to it like a fat kid takes to a Popsicle on a hot summer day.

Back to on topic--permanently adding 30/45 whatever time you want:

Start/Programs/PFPS Administration/CFPS System Admin. Once this is up, click on the "Aircraft" drop down menu, then click on "Limits". Bottom left of the dialog that opens up is "STTO/APPR" Inputs...you'll see "TIME" input white boxes right there. FYI for those that are starting to use PFPS regularly...if you setup PFPS on a new machine or your home machine, CFPS Admin (going through the "System" and "Aircraft" drop downs is where you set defaults. Instead of generic aircraft, Eglin AFB as your home, FPM inputs (for PPC calculations, etc), default A/S, ground speed, what forms you want to use, standard takeoff weights etc.

Guess I'm saying that it is worth going through CFPS Admin and tailoring to your rig...lot better than having "random" defaults that probably don't apply to you

Ok, coffee is done, so off I go for a ground hog of yesterday.

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Better way:

Open CFPS--for the FIRST waypoint, click on the "STTO OPT" Icon

I've never tried this method, but does it not throw off all your acp times +30 seconds, until RP inbound?

I use the Accel/Decel function to add 30 seconds to the LZ.

Thanks, that worked well for me

If the accel/decel was set up properly, it is more accurate than the old school add 30 seconds rule.

The ICI man is on it if you want to add the time individually to the STTO and endpoint.

They are all techniques...if one TTP works better for you than another, I'm not one to gripe. Big fan of function over form

Armyflyer,

STTO adds 30 seconds to the initial point (play around and print out a calculated route card to visualize if needed). So, if you do add 30 seconds (or 45 for that matter--my personal fav) at the beginning, you just added 30 seconds to the total time to account for that acceleration at the beginning. For the vast majority of my old flight lead/TOT times, I was primarily concerned with total time, not leg time...so it worked as I wanted/want. Clear as mud?

It's amazing how good PPC and tab data really are. I had a situation recently where several variables combined into a low rotor situation.

Picking up a reported 3,800 lb sling load at 5,000' PA, 12 d C, and light winds. It is a radio relay station on a big metal platform. I and my SP are taking this thing up on a 6,110' pinnacle. It's on a long line (50') and between it and the terrain have no IGE effect to speak of. We knew it was going to be close on power.

On the first pickup, with the load 20' off the ground, the rotor drooped to 96%. I lowered the collective ever so slightly and got the rotor back up. It turned out the load was more like 4,200 lbs. Tab data said it was ok, but only if the load was no more than it was supposed to be. I also looked at the OAT. It was at 15 C vs 12 C. So just 400 lbs more weight and 3 degrees of temp change made the difference between picking up the load or not. We picked up two light loads and burned off some more gas before attempting the big load again. I had recomputed, but did not know the load was heavier than they said. But of course, this is why we have a go/no-go TQ. We hit TGT limiting and there you go.

Needless to say, we spoke to the ground teams about the load weight. They had some angle iron strapped to the frame that was not considered in the figures. They will remove it next time. We also have to make sure we have no more than 800 lbs of fuel and a tanker on site so we can get home. Thank goodness it was smooth air. We will be doing the next one 2 hours earlier in the day, and at 1,550' less PA for the next LZ.

It was the closest I have been regarding power avialable. TGT limiting on the Alpha starts at approx 843, we were putting the load into this tight LZ and sitting at about 820 or so on the TGT. When we reconstructed the observations with TAB data on the AAR, it was within 2% of what we actually observed. That is pretty close, maybe the wind played a part. Good crew coordination between the pilot flying, non-flying, and the CE was absolutly critical.

Just sharing the story. Lesson learned and mistakes made on my part. The good part was the accuracy of the tab data for the observed conditions. Igor gave us a good tool there with tab data. What I failed to reognize was how only minor changes to those conditions added up to a low rotor situation.

Good stuff! Made me miss the Lima model to be sure.

Tab data and understanding what the PPC means and not just in rote form has saved my bacon, especially in Afghanistan more than once.

Learn it fellas.

I have a question off the topic here, sorry. We are turning in our duty station wish lists this week and I wanted some input. Right now this is what I have:
1. Campbell
2. Germany
3. Lewis

However I heard that lewis is all medevac? is this true?

No MEDEVAC at Lewis--unit moved to Bragg (C/3-82d?) in 06. There is an 8-10 ship company now at Lewis. Formally a part of 2d ACR (which is in Germany after moving from Polk to Lewis).

So last night was my first night flying with NVG's and also my first engine failure in flight. I flew about an hour unaided at Lucas then put down the goggles. We did some VMC approaches, hover work, boost off and roll-on landings. Then my IP was demonstrating the first autorotation. Entered at 1000' and about halfway to the ground we lost the #2 engine. First thing I saw was % RPM 2 dropping like a rock, then came the ENG OUT audio and light. Also got the ENG OIL PRESS caution, etc. We aborted the autorotation, did a go-around and then a roll-on landing. That was the end of our night. We had to wait 2 hours to catch a ride back on another blackhawk. IP thinks it was a fuel control issue since it occurred in the auto. His first engine failure and obviously mine as well. Crazy it had to happen on my first night flying NVG's. On a side note, apparently a number of engine failures have been occuring here at Rucker during ECU lockout on the engine not being taken to ECU lockout.