Discussion in 'Primary' started by JCUSN, Feb 3, 2012.
Except this violates the zeroth law of Naval Aviation.
Never fly the A model of ANYTHING.
Do you know what squadron you're going to yet?
I presume this thread hasn't been locked because the "what are my chances" question has to do with P-3s.......?
Chances of misery, hate, discontent, and self loathing? Oh, right around 100%. Enjoy!
Except the COD. The A model is all we will ever get...
Technically you have the C-2A(R), so it's not REALLY and A model.
Or the per diem makes you forget about the A model thing. Not sure.
The per diem may be what does it.... I need to go get more to be sure.
Unfortunately, my per diem these days doesn't involve flying. Lots of talking to aviators about their EW, but no flying.
Yeah, the novelty hasn't worn off yet. Nor has the sheer astonishment.
Platformism is still alive...they just be concealin' it.
Find out how many in your class want P-3s and then see where you fallout NSS wise. We had 4 who wanted with 2 slots available. The other guy who got it was a prior non-acoustic and he was thrilled to death. I have heard of people mostly for E-6s, but for P-3s too being held back or leaped up a class to get a spot. Good luck and dont quit if you dont get P-3s, I hear low levels are amazing in the T-6.
It really is still about what percent gets jets....they are just getting more clever by asking what percent get helo's/p-3's and work backward from there. They are self-aware! They're learning!
Standby for "What percent out of multi-engine go P-3's or P-8's? I want P-8's but don't want P-3's." It's coming..
It's a 50% chance of getting P-3's. Either you do or you don't.
Next question please....
I don't want P-8s but I don't want P-3s, what are your advices?!?
...anyone got the number for truckmasters? I hear they have flying orders...
alright, since there seem to be a bunch of P-3 dudes watching this thread devolve, it seems like as a good of a place as any to ask this question:
WHY, WHY, WHY for the love of all that is good do P-3 guys call for a full stop just to wave it off IM "for training". Please, for the sake of other folks in tower's airspace call for the option, or full stop when you say you're gonna full stop. Looking at you Marlin 51.....//end rant//
Here in Jax it is just playing the game.. We are supposed to "think" we are going to land with a simulated 3 or 2 engine only to be told to wave off at the last min by the IP.
I guess knowing it is coming (which we really do) is counter to training?! USUALLY, IP's know this and ask for the option but some ask for full stop.
For engine out and no flap "funny landings," we have to full stop it. It's part of our emergency landing brief to "make sure tower knows this will be a full stop," so a lot of studs will call for it or instructors will play the student's game and call for it when directed.
The bitch of it is that there are also a crap ton of other items that must be briefed verbatim from NATOPS before you can let the stud touch down. A lot of studs will rush through and try to get it all briefed, even inside the 180, and end up waving off when they can't get it done.
Sometimes, though, we just need to see a waveoff from the student.
so just call for the option....?
Granted, I had 2 less engines, but DAMN you guys over geek that.
It's what they do. The VP guys have a long sordid history of non-standard operations, radio verbosity (when they're on UHF) and otherwise going out of their way to make life difficult for themselves and everyone trying to operate in a given Class C. Nobody on ground ever will care (or have the knowledges or authority) to grant them permission to start their engines, etc, etc, etc, but that won't stop them from following their VP-30 script to the letter.
It's what they do.
I'm pretty damn gullible, so I'm going to bite off on this one.
<Sigh> . . .yeah, totally.
A glimmer of hope: when I went through the Fleet IUT, the 30 guys made a point of showing how everyone in the room could quote the precise amount of hyd fluid that can leak out of the brake fuses before they seal themselves off, but nobody could identify threat ranges of common SAMs or release envelopes for SLAM-ER.
It was kind of a cool, mea culpa, "we know we taught you to do this, but you kinda went overboard with it. . .and we need you to stop."
(And, FTR, some of us always ask for the option.)
Brett is used to operating at Navy fields, where nobody cares who starts motors where. P-3's fly out of international airports on the reg, where ground is choreographing everything like a Boeing ballet. You WILL get your nuts hammered if you just push back and spin up motors without telling anyone.
I suppose we do it everywhere else so that it just becomes habit and we never forget. (yeah, I know. . .)
Also, for helos, it's standard practice at AFB fields to request engine start/rotor engagement. But at NAS or MCAS airfields, they don't give a shit and will quizzically reply in the affirmative if you ask. I've had HAC/CPs "correct" me for not asking at a non AF field, because they didn't realize that it's just a homefield ops idiosyncrasy of the AF and the Navy and MC don't give a shit.
Why not just hold somewhere until all NATOPS items are cleaned up/briefed and once ready to land you exit holding?
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