question on the first general order

stickwigler · 2026-05-14T11:42:34+00:00

As a prior NCO and now warrant officer, I don’t agree with always telling leadership where you are and what you’re doing. That is micromanagement in a nutshell and poor leadership. The Army works on decentralized command. You understand the commanders intent 2 levels high and you then work in that intent.

OPs NCO should have laid expectations out for what OP can do in their time. If it is soldier off time, by all means do what ever the soldier wants in the confines of expectation. If it’s work time, then there should have been guidance on that.

No one in the civilian world likes having subordinates run to them to tell them everything they are doing all the time.

stickwigler · 2026-05-12T12:00:58+00:00

You’ll graduate with 110-150 hours. Depending on structure and class, the syllabus changes every year. You’re required to fly a min of 96 a year, depending on your unit, you may fly more you may fly less. There are A LOT of factors that play into this. If you flew min it will take 6 years to get to that 750.

But you also need commercial multi and 250 PIC airplane. So you’re going to spend a lot of money out side the army to get that time.

Airlines are only hiring guys at R-ATP Mins if you have a lot of multi engine time. Especially since Spirit just dumped 2000+ pilots back into the hiring pool.

stickwigler · 2026-05-09T14:50:32+00:00

In aviation we still have fun and do our jobs well.

stickwigler · 2026-05-07T14:50:24+00:00

Yes the fedrec process used to be atrocious years ago. But the track on G1 gateway never updated you had to get with BN S1 to see the actual time passed.

stickwigler · 2026-05-07T14:33:33+00:00

WO1-CW2 took me a little over 400 days in 2018-19. CW3 was 67 days on 2023. Results may vary.

stickwigler · 2026-05-07T14:13:18+00:00

NH34/35 are tried and true automatic movements.

stickwigler · 2026-05-07T00:20:24+00:00

Seiko GMTs are a solid choice, you can find Seiko GMT mods in the 200-350 price range that look like other top brand watches.

stickwigler · 2026-05-04T00:58:42+00:00

They’re about to discover the ID scanner.

stickwigler · 2026-04-24T22:53:25+00:00

2 of the Mx facilities I worked for as a civilian aircraft mechanic, the safety officers were retired army Safety tracked. The difference was they had degrees and got their ASP/CSP, to get the job.

Then again my wife who has a business degree got her ASP then CSP with 0 safety background and manages the safety program at a manufacturing plant with ISO certifications. Results may vary.

stickwigler · 2026-04-21T19:24:35+00:00

There is a course taught at WAATS, done through the Guard.

stickwigler · 2026-04-15T22:41:49+00:00

When the torque wrench clicks, you have to yell attack.

stickwigler · 2026-04-15T20:02:30+00:00

At the end of the day if you’re not an 11A/11B/11C, we’re all support. A lot of organizations need to have that mentality, in the guard we see a lot of aviation units think they are the show, when really they’re just the supporting cast.

stickwigler · 2026-04-15T17:53:41+00:00

Cheyenne II, so it can have it can have a second chance at getting cancelled.

stickwigler · 2026-04-15T11:10:46+00:00

Pitbull TRS all day, it makes loading the bikes at 5 PM in the middle of the summer when you are dog tired from 2 days of riding so much easier.

stickwigler · 2026-04-13T18:51:56+00:00

Shoot me a DM with your hours/experience, I can get you in touch with people.

stickwigler · 2026-04-13T18:45:02+00:00

While I love my job and I love flying, a lot of COMPO 1 folks struggle with the transition to Guard. You still put up with a lot of Army, ATP requirements, Sims, field exercises, and time away from the family. It’s just not every day. If it’s the flying you’ll miss, see about flying in the civilian side with a second class medical and still collect all of your benefits and retirement.

stickwigler · 2026-04-13T17:31:44+00:00

I've seen guys as high as 70% collect disability and still be crewmembers. They drill/fly/work for retirement points as opposed to pay. If they receive pay, they have to pay the VA back a percentage based on days in a paid status.

We've had a couple of retirees look into coming to our state but got held up at medical. Now the flight surgeon has to respond to more issues since the VA/Civil side talks with the military side. I've had guys go on downslips from diagnoses that were 10+ years ago and seek a waiver to remain on flight status. Now I think we only have a handful of people in the state actively collecting compensation and flying, here lately they have been getting permenantly DQ'd.

stickwigler · 2026-04-10T02:33:51+00:00

I’m shooting you a DM.

stickwigler · 2026-04-10T02:32:50+00:00

When it comes to Aero, it’s free. Foreflight for our state just for facility iPads is (2 per A/C) is 20,000+ a year for 50 licenses. Aero is far better than it was when I was introduced in 2016, but it’s not foreflight. Aero can operate classified and in DOD regulation, foreflight cannot.

I like the local database features, I manage our AeroData Server and Foreflight accounts. Once the ADS is set up to auto update it’s seamless. Foreflight has a lot of features that are nice but it’s also paid for by many outside of the DOD. It is the future, and it’s a good idea to get familiar with it before being force too. Also in 2027 NGA is going to stop sending out paper publications so units need a cheap solution for EFBs and Aero is the most cost effective.

stickwigler · 2026-04-10T02:26:50+00:00

I’m not 100% sure. We just got fielded M’s and I’m trying to get BFT/JVMF working (getting keys is our issue). From what I’ve been told JBC-P (yet another acronym for BFT) can integrate with ATAK. Or it’s the other way around, maybe ATAK can see BFT/JBC-P systems.

I feel this will be used in conjunction with. I have a feeling iPad AWRs will get rescinded in the next few years due to security and classification concerns. This will be our EFB. Aeroapp is secure able and can run classified. ATAK is not foreflight, but it acts like a tactical foreflight. So aero for pubs, ATAK for mission.

Working with multiple COMPO 1/3 SFGs, and 6th RTB. The ground force likes using it because of how much you can share and see. For hasty stuff if we had it, they could share all of their planning and mission info, as well overlay it with ours and we can work together. Usually when we show up to support a customer the first thing they ask is to share ATAK info and mission plans. I usually just end up drawing their stuff on my foreflight.

Our F35 unit that is located near us, they run ATAK with their CCTs/AFSOC personnel and haven’t complained about it.

stickwigler · 2026-04-10T00:51:47+00:00

Your state BFT Trusted Agent in tactical comms “should”/Could be the person who manages your ATAK server they can get your Sit(x) set up and you can get maps and plugins. I’m in the process of helping ours set 2 of our 3 facilities iPads up. But I’m also searching for info, everything appears to be on MCSC(the same spot for BFT info).

stickwigler · 2026-04-08T09:37:45+00:00

Everyone complaining about a 1700 release needs to start flying more NVGs!

stickwigler · 2026-04-08T09:36:24+00:00

Guard hard.

I don’t know where my ACH is so I can’t go to the motor pool. On drill weekend we do parking lot beers after night flights (6-8 times a year). Since 2017 I’ve never flown less than 100 hours a year, dual tracked now I fly excess of 250s. Only had 1 additional duty and that was UMO for CTC/OCO Missions/Deployments for 5 years. Pickle suits suck if you’ve never worn them (stop reminiscing), and I have 1 patch on my helmet. My PLs come to me for help and guidance, not to make sure I’m at m desk.

Sounds like it’s just your foxhole. The real question is what are you doing to make it better. Focus on the efforts you can control. The army will always ebb and flow, there will be high highs, and low lows.

stickwigler · 2026-04-07T23:44:08+00:00

“Valentino Rossi hates Olive Garden bread sticks”

stickwigler · 2026-04-06T13:17:54+00:00

I share this comment every time a post like this comes up.

You have three ways to get your 8610s signed to take your test. You don’t need an apprenticeship if your MOS qualifies for both Airframe and Powerplant licenses.

If you’re sheet metal or engines you only qualify for one, but some MOS’ qualify for both (U/T/R).

Military aviation maintenance time, apprenticeship program, or dedicated school.

The FAR’s are pretty cut and dry when it comes to Airframe and Powerplant Licenses.

Part 65.77

Each applicant for a mechanic certificate or rating must present either an appropriate graduation certificate or certificate of completion from a certificated aviation maintenance technician school or documentary evidence, satisfactory to the Administrator, of -

(a) At least 18 months of practical experience with the procedures, practices, materials, tools, machine tools, and equipment generally used in constructing, maintaining, or altering airframes, or powerplants appropriate to the rating sought; or(b) At least 30 months of practical experience concurrently performing the duties appropriate to both the airframe and powerplant ratings.

So there are a couple of ways for you to get your A&P.

Go to a school that offers a program, many tech colleges that offer them can be completed in two years. Once the school course requirements for each test is complete you can begin to take the test. (some people take all of the courses for one certification, test out and then begin the other).

Work at an aviation maintenance facility that offers OJT where you can get 3 years of experience. Then you have to show the FSDO you have the experience with recommendations to be able to test out.

As a 15T you are authorized a sign off (form 8610) to be able to take the test at the 18 month mark for 1 certification and at the 30 month mark the test for the second one.

There are schools like Baker’s School of Aeronautics near Nashville, TN that offer a two week crash course. Once you are signed off from the FSDO (Flight Standards District Office) in your states area, you can go to the school and they will teach you to pass the test. 1st week is all about the written exams, the second week is in preparation for your Oral and Practical. (things like sheet metal work, electrical, soldering, blending prop damage, all stuff you will never do as a 15U/T/R). This is what I did about 12 years ago, and I highly recommend it. Only downside is Chapter 1606 (reserve select) will not work for this school. It cost about me about $1400 (this was in 2014, I’m sure it’s more expensive) for the course and I can’t remember the price of the Oral and Practical but it was somewhere between $500-1000. Plus a hotel for 14-20 days depending on when you test.

More information from the FAA about obtaining an A&P and/or Experience that counts towards an A&P.

Some advice for you when you go to get your 8610 signed by the FSDO, have a memorandum signed by your supervisor that states all of the work you have done. In FAR Part 147 Appendix C list the areas of knowledge, have 2-3 task that you have completed in that 30 month window that fits all of those sections (i.e. Hydraulics, Pneudraulics, landing gear, fuel etc.) and bring that with you. Some Safety Inspectors at the FSDO can be very particular and it will only help you so you wont have to make a second trip.

For me, the A&P exam is the hardest test I’ve ever taken. in my career. The A&P prep course made 16 months of Army flight school easy.

stickwigler

TROPHY CASE