Advance Airframe - UH60M

After instruments in the A/L course came the M model course.  The flow is like the A/L course only shortened.  We started in academics for a week or two.  Most of the academics focuses on using the avionics since most of the other systems are the same as the A/L.  Basically we learned all of the differences between the A/L and the M for a few days and then worked with the FD/DCP (Flight Director/Display Control Panel) which is essentially the autopilot controller, and the FMS (Flight Management System) which is a very robust flight computer that integrates into almost everything.

After academics we went back to the flight line for contact which was about 2 1/2 weeks long.  Again, there was a 5&9 test on day one.  Everything else was about the same (table talk, daily questions, etc).  Since we already knew the standards for all of the maneuvers we were supposed to perform, all we were really learning was how to use the systems (FD/DCP and FMS) to do it for us.  It was about learning how to use the "autopilot" system in the helicopter and the quirks that go along with it.  In the M model you become more of a systems manager than a pilot.  At the end of contact, of course there is a checkride.

Instruments in the M model course was extremely short and extremely easy.  I think it was 2 days in the sim and 2 days in the helicopter followed by a checkride.  Again in instruments, it's about learning to use the system to fly instruments for you, since you already know how to fly instruments.  The M model instrument checkride was the easiest checkride of my life.  All I had to do was an ITO (instrument take off) on the controls, and then I didn't touch the controls again until I was ready to land.  The M model will do everything else for you.  It is an amazing helicopter with amazing capabilities.  Unless you really screw up a procedure, they're really testing you on using the systems.

After instruments is the night/tactics phase.  It's about 3-4 weeks.  Again, we started with academics.  this time it was NVG (Night Vision Goggle) academics to learn about and how to use the NVGs.  After that we went to the flight line and started flying "nights".  Depending on the time of year, nights can be pretty late.  I went in the winter so I don't think we ever left after about 11pm or midnight.  However, in the summer when the days are longer, you can expect to be there until 2-3am.  There is a bit of a learning curve when it comes to flying with the NVGs.  Distance estimation and depth perception are much harder under NVGs. Nights is a mix between going to the stagefield and planning routes and going to RTs (like in BWS).  However, unlike BWS, flying a route is much easier since you have autopilot and a moving map in the cockpit.  At the end of nights there is the final checkride.  This checkride is very comprehensive.  The oral evaluation can cover anything you've learned throughout flight school, but will have a large focus on night/NVG stuff.  The flight consists of manuevers at the stagefield, and a tactical route to a couple of RTs.

Overall, the Blackhawk course was a lot of fun.  I obviously built a base foundation for what I will need to continue to learn throughout my entire career.  I spent a lot of time at the tech library studying and it really helped me out.  I didn't score lower than a 91% on any of my checkrides.  As I was writing this I was trying to think of a few things I could pinpoint to tell you to really focus on for the course, but honestly, I can't.  I don't really think anything is skimped on.  You have to study and try to understand everything at least at a base level.  I guess if there was one thing it would be EPs because those could save your life.  But as far as the course goes, everything will be evaluated. 

So, I was done flying at Fort Rucker for flight school, but I couldn't graduate yet.  There were a few more things that needed to happen, and I'll get into those in my next post.

Advanced Airframe - UH60A/L Part 2 - Flying

Me and My Stick Buddy in the A/L Course

We went through prep phase and learned how to start the helicopter, emergency procedures, limitations, how the systems work, and performance planning.  Now it was time to start flying.  Before I get into that I'll mention a couple of the differences between Primary/Instruments and the UH60 course.

First off, you do not have academics and flightline on the same day.  That means your days are a little bit shorter.  However, there is so much more to learn that I actually spent more time in the library in the first few weeks of the 60 course than I did at any point up until then.  Also, you will get put on either a morning or afternoon flightline schedule and it will stay that way the entire course.  You don't have to flip flop every other week like in primary.  Another big change is that you can drive yourself and you don't have to wait for that stupid white bus anymore!  Oh, and remember all those daily questions you had to do in primary and instruments and answer from memory in front of the whole class?  Yeah, you still have to do those.  Every. day.  They are actually pretty in depth and really make you get into the books and study.

The first part of the 60 course is called Contact.  It's like Primary for the 60.  It's 5 weeks long and
you'll spend a lot of time at stagefields.  You'll learn how to do all the maneuvers that you already learned in the TH-67 or LUH-72 in the UH-60.  You'll also learn new maneuvers and of course EPs (Emergency Procedures).  You'll continue to do table talk with your IP every day.  The first day on the flight line also includes a 5&9 test.  Unlike the 5&9 test you had in prep phase, this one requires a higher score to pass and you are actually making your first impression on your IP.  The standard for passing a 5&9 test is 90%.  We also had a surprise 5&9 test on a weather day where we couldn't fly.  

After about week 3, you start leave the stagefield a little bit and work in RTs and do multi-ship flights.  At the end of contact, your class will plan a multi-ship air assault.  Every other class gets an actual mission while the other class just has a notional mission.  If you get the actual mission, you will be moving Ranger Students for the swamp phase of Ranger training in Eglin, Florida.  I didn't get that mission, unfortunately, so we just planned as if we were going to be picking up passengers, and then did the air assault picking up notional passengers.  At the end of contact, there is a checkride which consists of maneuvers at a stagefield.

After contact, you move on to instruments.  Instruments is only 2 weeks long and it's mostly about learning to use the GPS and the Command Instrument System (CIS) to fly instruments efficiently in the Blackhawk.  At the end of those 2 weeks there's another checkride and then it's on to the M model.

UPDATE: As of 2016, there is no longer a combined A/L and M combined course like there was when I went through.  Selection includes either the A/L model or the M model, and you do all of the advanced airframe course in that model of aircraft. 

Logging Your Time

 

I've talked with multiple IPs, CFIs, and other student pilots about keeping a logbook.  Most student pilots do not understand the importance of keeping a logbook, but if you've ever flown in the civilian world, you will know that it is important.  The Army will keep track of all of your flight time on a digital form 759.  However, you will find out at some point that the Army does not log flight time the same as the civilian world.  Logging your time in your own personal logbook will help you keep a record of your time when you transition to the civilian market after you get out of the Army, and it also provides a backup in case there is a discrepancy on your 759.

Differences in Logging Army Flight Time and FAA Flight Time
As I said a second ago, the Army does not log time the same as the FAA designates.  There are a few key differences that I'd like to point out.  First the Army logs "FLIGHT TIME" from the time the helicopter lifts off the ground, to the time the engines are stopped, or crew changes.  The FAA designates it as "time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing."  That may not seem too different, but if you always taxi before takeoff, the Army does not log that, and the FAA would say that you can.  To me, it doesn't equate to much of a difference, so I just log Army "FLIGHT TIME" in my FAA logbook.

Night Time - The Army logs night time between the hours of official sunset to official sunrise.  The only caveat being that in the Army you cannot log 2 "conditions" of flight at the same time.  So if you fly at night using NVGs, you would only log "NG" time for the Army.  In your logbook, you would log it as "NIGHT" and "NG" time.  Same goes for "Weather" and "Hood" time.  If you do those at night, you'd only log one in the Army, both in your logbook.  Now, the FAA has 3 different definitions of "night".  Generally it's the "time between the end of evening civil twilight and the beginning of morning civil twilight".  If you really wanted to get technical, you could figure out and log the difference if you fly at night, however to keep things simple, I just log "night" in my personal logbook the same as the Army.

Where To Log Your Flight Time
There are a couple of ways to log your flight time.  You can use a digital logbook, a paper logbook, or both.  I personally use both.  There are multiple options for digital logbooks so do your research before using one.  I use MyFlightBook because it's free, stores everything online, I was able to import all of my prior time that was already in an excel file, it has an Android app, and there are columns for just about anything you can imagine.  The biggest benefit to digital (in my opinion) is that it will sort your flight time for you.  When you go to apply for a job after leaving the Army, potential employers will want to know how many hours you have in specific areas.  The digital logbook easily adds it up for you and you can modify how you want it sorted.

I tried to use ZuluLog prior to MyFlightBook, as there is a free and a paid version, but I could not import my prior time with the free version so I opted not to use it.  Other than that, it seemed like an awesome option to me and I would be using it today if I could import my current data.  There are also a lot of good paid options.  One that I hear a lot about is Logbook Pro.  I've never used any of the paid versions, so you'll have to research those on your own.


DISCLAIMER: I am not an expert on logging flight time or Federal Aviation Regulations (FARs).  The information I provide is just based on my own knowledge, and that of others in the industry that I have spoken with.  You MUST do your own research and read the Federal Aviation Regulations before deciding how to log your flight time.

How to Log Your Time in Flight School
Primary

If you don't have any helicopter ratings when you get to flight school, it's pretty simple.  There are a lot of tutorials online on how to fill out your logbook, so I'm not going to go over that, just the things that apply specifically to Army flight school students.  However, I would recommend getting into the FARs on your own to at least understand what the FAA thinks is acceptable for logging time.  This can be found in 14CFR §61.51.  In Primary, you should log all time as DUAL RECEIVED, TOTAL TIME, ROTORCRAFT TIME, and DAY.  In addition you can log your landings and any remarks for the flight.  Be sure to log the 'N' number of the aircraft and I would also note the IP's name.  Under aircraft Make and Model, you can either put TH67 or B06B3.

The only time you will log anything different is during your solo.  It is not technically a solo or PIC time per the FARs, so I didn't log it as solo time.  Even though you will log PC time per the Army, the FARs do not warrant logging it as PIC time.  (I did add an extra column on my logbook to log Army PC time though, and I put it there.)  Log it the same as normal only don't log dual received for the "solo" portion of your flight.  Now, the FARs state that you need a CFI's endorsement for logging training flights, but there are 2 reasons that I don't think that you do.

1) I've posed this question to some IPs and on the Vertical Reference Forums, and the most legitimate response is that it is not required.  One guy on the forums (whom I've met at Rucker) and is a CFII with ATP certificate posted this.

2) In that part of the regs, it is referring to logging time to count toward a certificate.  Well, technically your time is not counting toward a certificate, you can get a commercial helicopter certificate after you graduate flight school just by taking a military competency exam.

But, you can interpret however you want and log it as you see fit.  Remember it is your logbook, but if your hours ever come into question you have to be able to back it up.

If you already have a private or commercial helicopter rating prior to Army Flight School:
You should be able to log all time as PIC, just like you did after you got your private license.

Instruments
In instruments, you will go have both simulator and flying time.  If you would like, you can log your simulator time.  I did.  In this case, write the serial number of the simulator you're using (from the logbook) and for aircraft type, I put "TH67IFT" since that's what it says in the logbook.  Make sure to specify that the route of flight is simulated.  I just wrote "simulated" in the block above where I wrote my route of flight.  You can also log the number of APPROACHES, SIMULATED INSTRUMENT TIME, GROUND TRAINER, and DUAL RECEIVED.  Do NOT log it as Total Time or anything else (day, rotorcraft, etc).  Keep track of the approaches that you do and whether or not you do missed approaches or holding.  I wrote all of this in the remarks section of my logbook.  If you are using a digital logbook, there may be a separate section to specify the types and names of approaches that you are doing.


When you get to the flightline, you can log it as you did in primary (DUAL, TOTAL, ROTORCRAFT, DAY) and you can continue to log it as SIMULATED INSTRUMENT.  If you go further than 25NM straight line distance, you can also log CROSS-COUNTRY TIME.  And, if you were previously rated, you can continue to log it as PIC.

BWS

Log all time as you did in Primary.  The only difference that I had was that instead of putting in an 'N' number for Aircraft ID, I put it as 'R' and then the last 5 of the serial number (i.e. R16921). Army aircraft do not actually have civilian registrations, so there is no 'N' number.  Also, make note every day of whether you flew an A+ or a C model.  I don't know if it's necessary, but I made sure to put the exact model (i.e. OH58A+) in my logbook.  Don't forget that you can log any flight greater than 25NM straight line distance as CROSS COUNTRY.  I'm pretty sure that every flight in BWS is longer than that.

If you were previously rated:
It is up to you how you log it.  Since you are logging PIC as time where you are "sole manipulator of the controls", you probably can't log PIC for the entire flight during BWS.  You can choose to not log it as PIC, or try to figure out how long you were on the controls every day.  I have no advice on this, just log it as you see fit.


Advanced Aircraft
Once you get to your advanced aircraft, everybody should be logging time the same.  If you had previous ratings, you can no longer log PIC for a couple of reasons.  You are only rated for aircraft below 12,500 lbs Gross Weight, and I think that all Army aircraft weigh more than that.  Also, all advanced aircraft require 2 pilots and (at least for the UH60) it requires a type rating in the civilian world.  So, you can't log any PIC until you are rated in the advanced airframe.  Other than that, continue to log it as you have been logging during flight school.  Again, remember to make note of the designation of aircraft you are flying (i.e. UH60A, UH60L, EH60A).


After Flight School
After flight school, everybody should be on the same page.  If you've logged all of your flight time during flight school, you are golden.  If not, now's a good time to start.  The UH60 has a civilian variant, the S70 and you can get (and should get) a type rating for it.  I'm not sure about the CH47 or AH64, so I can't comment on those.

In the UH60 I log both PIC and SIC time depending on the flight.  As a PI (not yet "rated" as a PC in the Army), I log time PIC when I am the sole manipulator of the controls, and SIC when I am not.  I don't start a clock every time I'm on the controls, but generally I know how much of the flight I was on the controls, so I calculate based on that.  The reason I see it fit to log SIC is 14 CFR 61.51(f)(2).  Note the "or" in that paragraph and the "or" at the end of 61.51(f)(1).  Once you make PC, you can log PIC time as any time you are designated as PC of the aircraft AND any time you are sole manipulator of the controls when not designated as the PC.

One additional thing that I do is log CROSS COUNTRY for any flight with a landing over 25NM away from departure..  This is to meet the aeronautical experience required for a rotorcraft category rating.  The only rating still being sought is the ATP rating, so continue to log this way until you get your ATP.  I also have a separate column where I log CROSS COUNTRY < 25NM.  Why?  Because Part 135 (Air Carrier Operations) dictates CROSS COUNTRY as per Part 61.1, which is any time that includes landing at a point other than the point of departure and involves the use of dead reckoning, pilotage, electronic navigation aids, radio aids, or other navigation systems to navigate to the landing point.  I don't know if this will come up in the future, but I log both ways just in case a future employer may want to see it based on a certain definition.

I added an additional column in my logbook for DUAL ENGINE TURBINE time, NVG time, and FORMATION FLYING TIME.  The formation flying time is just for me, it will probably never come up for anything in the future. Once you start doing additional mission tasks you can add columns (at least in your digital logbook) for things like EXTERNAL LOADS, FRIES, SPIES, PARADROPS, etc., so that you can keep track for yourself that you are meeting your annual and semi-annual requirements. 

Flying In the Clouds - Instruments

UH60M Above the Clouds

In Primary, you learn how to fly while referencing the horizon and other cues outside the aircraft.  Right when you think you're starting to get a feel for how to fly the aircraft, they throw you into instruments!  Instruments is where you learn to fly the aircraft solely by reference to the instruments, without any outside reference.  They accomplish this in 2 ways.  First, they make you sit in the simulators with a gray screen on (simulating clouds) and fly like that.  Second, when you get to the aircraft, they put a vision restrictor on your clear visor of your helmet and curtains on the windows of the aircraft to simulate instrument conditions.

For Instruments, you spend the first 5 weeks in a simulator, and the final 2 weeks and a few days at the flight line.  The schedule is pretty much the same as it was during Primary, except that for the final week or two of simulators you can drive yourself instead of taking the bus.

"Flight Line"
Most of your time in instruments is going to be in the simulator.  Some people really hate it and some people just put up with it.  I don't know anybody who actually likes it.  One thing to remember is that it is primarily to help you learn instrument maneuvers, it is not to teach you how to fly the aircraft.  It reacts differently than the actual aircraft does, and you don't have your full field of vision that you normally rely on in the aircraft.  However, it is a great simulator.  The simulator I used on the civilian side was a toy compared to these ones.

ILS 6 at Cairns AAF

The first 1.5 weeks are called BI (which I think stands for Basic Instruments).  You won't do any instrument procedures, you will only learn how to fly by reference to the instruments.  They'll grade you on being able to hold airspeed, altitude and heading (or track).  It's pretty weird at first.  At the end of BI you'll have a check ride and then go to AI (Advanced Instruments).  The biggest advice I have is to use the instruments as they tell you to.  I used the VSI as my primary altitude instrument, but once we actually started flying, the VSI was unreliable.  You may not know what this means yet, but remember this...use your attitude indicator as your primary instrument!

Once you get to AI, you get into real instrument flying.  You'll learn all about regulations and publications for instruments, how to read charts and approach plates, how to talk to ATC, and how to get from flying 5000' to 200' above the ground at the approach end of a runway all while in the clouds.  There's a lot that goes into this portion.  I'm not going to go into all of it, but just know that you'll probably learn something new every single day.  It's a very challenging mode of flight to learn, but once you learn it, it's actually very easy.

Your last 2 weeks or so is putting it all together in the actual aircraft.  There's a little bit of a learning curve going to the helicopter but it's all the same as in the simulator.  The biggest thing that will cause a problem is probably the weather and wind.  In the simulator the wind is constant, but in reality it's actually always changing; especially when you are descending on an approach.  And then there are updrafts and downdrafts that make it pretty difficult to hold altitude.  Once you figure that out, you'll take your final check ride and be on to BWS.

During flight line you will still have daily questions everyday, but it is different than primary.  You'll get a packet at the beginning of instruments that has the questions for the entire course.  They are much more in depth than primary (which was mostly 5s and 9s), and they really help in studying for the oral portion of the check ride.  They will be asked during the daily brief, and you'll have to stand up and answer them from memory.  Also, don't forget 5s and 9s.  They will be tested on the check ride.


Academics
You'll have academics every day in instruments just like in primary.  The only difference is that in instruments the tests are cumulative.  Meaning that information from day 1 of instrument academics will be on the last test of instrument academics.  If you do all of the practical exercises (PEs), you will be able to get 100% on the test.  The tests are open book, but keep in mind there are about 10 books that you can get your information out of!


The biggest thing I underestimated going into instruments was the amount of new knowledge that there was to learn, and the amount of planning that goes into preparing for an IFR (Instrument Flight Rules) flight.  I spent more time studying than I did in primary, and I also spent a lot more time planning (since there is nothing to plan in primary!)  The more in depth planning you do, the easier your flight will be.  Other than trying to hold airspeed and altitude, knowing what to do next is the hardest part of instruments.  If you get behind it becomes very difficult to catch up and that's usually what causes problems on checkrides and on IFR flights in general.

I like to chair fly every flight before I actually do it.  What I mean by that is to go through the entire flight and what I'm going to do at each portion before actually getting in the aircraft.  I get all of my frequencies written down in the order that I'm going to use them (both COM and NAV freqs), and I make a plan of how I'm going to set up the GPS if it's going to be used.  Then, I run through what I'm going to to do and the radio calls I'm going to make at each stage of the flight.  If you've run through it once or twice before you actually get in the aircraft with your IP (or check pilot), it makes it much, much easier and relaxed.

Of course though, this is flight school and you won't always have the luxury of planning every flight in advance.  Often times my IP would give us our route in the morning when we arrived, making it that much more difficult.  Still, I would ensure that I knew generally what I was going to do on each leg of the flight, and I would still plan out my frequencies before going to the aircraft.

Well, that's about it for instruments.  8 more weeks of flight school down and only 1 more course before you get to select your aircraft.  By this point, most of your OML points have been accounted for.  All that's left is BWS and your PT test.  Also, this is the last time you'll fly the TH67 (until the Army transitions to the LUH-72).  You should have a few days to a week off before you start BWS....and you're going to need it.  I'll tell you why in the next post!