Helicopter Forum

Collision. No Fatalities. Northern CA

Wed, 22 Feb 2012 22:58:05 +0000

http://www.google.com/hostednews/ap/article/ALeqM5ghluyHKmoV71r-u5OhewSFJSFxww?docId=7f57a256cd174a319f2a4040a988099a

Why do you want to be a military aviator?

Wed, 22 Feb 2012 22:53:10 +0000

This section has been pretty slow lately, maybe we can give it a jump start.

I've been curious lately about people's motives for wanting to become a military aviator. Are you attracted to the aircraft? Getting paid for flight training? Just want to be in the military? A dream since you were a child? Just want to challenge yourself?

I'm not looking for your WOFT packet essays (unless, of course, that's what you want to post). I'd rather not have your political answer, if you know what I mean. Just the straight honest truth.

For me, I hated going to my college classes every day and working towards a degree I had no intent on using. I had been trying to get through flight training by working flight line, and I ended up not even being able to afford my PPL without taking out another loan.

Watching guys come in every day and go out to the aircraft, fire it up, and head off over the horizon was driving me nuts. I wanted to be doing that, not sitting out there in the rain pumping gas and pulling planes in and out of hangars.

Air Force/Navy/Coast Guard were out, as I didn't have a degree and had no real desire to get one. I was forcing myself through school because I thought it was my only option. Found out about WOFT while doing some reading, and decided to look into it more.

I'd never desired to be a helicopter pilot, don't ask me why. But I read as many books as I could pull off the shelves on Army Aviation and before long it was all I could think about. Since I was young I wanted to be a military aviator, I just never thought I'd be a chopper pilot.

The aircraft fascinated me, the missions I was reading about fascinated me, and finally the training sucked me in. By training I mean all the stuff you go through before flying. Crawling around in the dirt, shooting guns, pushing myself. It all sounded awesome to me.

I will admit, there are some things I did not anticipate. It's impossible to understand military life without actually living it. There are little things during the day that I could have never forseen. And there are bigger things too, like having to do a stack of paperwork every time I want to take some time off. All in all, though, I love it and wouldn't change a thing.

So that's my story, what's yours?

How do I change my profile name?

Wed, 22 Feb 2012 21:51:35 +0000

Help

Improving the Pilot Pool

Wed, 22 Feb 2012 21:48:13 +0000

Hi all!

I just wanted to post a new thread to renew discussion on what we can all do to promote improvement with the way we train and mentor new pilots. The HAI thread started to touch on this a little, but it warrants some dedicated dialog.

Something must change in my opinion. I am seeing more and more applicants that lack basic knowledge. While there is no shortage of 1,000 hours pilots out there, there is a shortage of quality professional pilots. A strong statement? Yes. I would like to say that it was simply my opinion, but the numbers of folks getting past the interview process has dipped significantly this year.

Instead of lamenting the condition of the marketplace, energy is better spent jumping in and making the necessary adjustments to assure that we are doing everything possible to set this ship back on course.

From an operators standpoint, we have tightened up our interview process, strengthened our training program, and added a higher level of scrutiny on our 135 check rides, both initial and recurrent. The bare minimum simply will not advance your career. (This should serve as a not so subtle hint to anyone out there looking for a job....)

From an initial flight instruction standpoint, we must get back to basics, with an emphasis on scenarios. Judgement is another criteria we look for that is starting to dip. Go arounds are not as common as they should be, and calling off an approach can be the difference between SAT and UNSAT. We too often reward bad decisions because the outcome was without incident.

I would like to get input from folks here on what we can do to improve the level of knowledge and judgement in the pilots who are training now. Your turn... GO!

On a side note, anyone who is operating a flight school who would like to have someone come in to brief instructors and students on what to expect with getting that first job, I am available to do so at no cost to you (other than a ride from the airport!)

Thanks in advance to anyone and everyone willing to get this discussion and a solution moving forward!

*Protect the Sacred Trust*

Bristow Academy - Student Housing Titusville, FL

Wed, 22 Feb 2012 21:35:20 +0000

Hello!

I´m looking for a cheap student housing in Titusville, Florida. I will stay in Titusville approx. 5 weeks. Do you have any insider hint?
(it is equal... hotel, appartment, bed/breakfast, private...).
Maybe you can help me!
Thanks!!

Sandro

Fly a R44 Raven 1 From California to Tennessee @ $250 a Hour

Wed, 22 Feb 2012 18:35:58 +0000

Hi great oppertunity for X-country Flight time Return ticket included, App 18 hours + or - @ $250.00 a Hour use towards PIC and or Time building for insurance, Instructor will fly left seat Call Paul 1 909 573-5717

Papillon Interview Process?

Wed, 22 Feb 2012 16:41:39 +0000

Anyone have any insight into the Papillon on site job interview process?

Anyone ever do any wildlife survey, captures or cattle work?

Wed, 22 Feb 2012 16:18:22 +0000

For the benifit of our students I've started putting together a list of companies and jobs that hire at various low hours to show our students and potential students that the helicoper industry is bigger than tours or flying in the gulf. Has anyone ever done any wildlife related jobs? The reason I ask is because I've noticed that most of the ones that I found use R22s and R44s for the jobs leading me to believe that these might be lower time jobs but I can't find any examples of hour requirements for these type of jobs. If anyone can help I would appreciate it.

WOFT timeline and PRK

Wed, 22 Feb 2012 15:14:04 +0000

So, I keep reading that a lot of you seem to be having trouble completing your packet because you either A) need PRK, B) are waiting now that PRK is done, or C) must compete certain steps in the correct WOFT packet order before you can do others.

Here's where I'm at and what I have been told thus far:

I completed the ASVAB and AFAST. Next I took my MEPS physical. Now this is interesting to me because I was allowed to take my MEPS physical because I am far-sighted and have been told that so long as my vision is within correctable parameters it won't affect me because if I'm selected I'll just be given PRK.

All I have left now is my flight physical, APFT and that's it. I have everything else.

What are your thoughts on the whole PRK thing? I mean at my MEPS physical when they did my eye exam (knowing I was there for WOFT) they checked me out and signed me off saying quote, "you're within range and good, they'll take care of that for ya."

I feel like this whole process has been going extremely smoothly and quickly for me. I literally decided to do this on 25-Jan and pending the flight physical and APFT (cake) will go to the 28-Mar BB in Seattle. I live in Alaska, so not sure if any of that makes a difference, but anyway, there it all is. Gimme some feedback.

525 Relentless

Wed, 22 Feb 2012 03:17:48 +0000

What do you all think of it, looks like a awesome ship. Here is a good article on it. http://verticalmag.com/news/articles/relentless.html

Helicopter Seminar @ Northwest Aviation Conference & Tradeshow on Feb. 25th

Tue, 21 Feb 2012 22:14:09 +0000

Saturday, February 25 | 9:15 am - 12:45 pm

9:15 am | Heritage Room
Helicopter Accidents, Incidents, Violations and Noise Issues
(9:15 am – 10:15 am)

Roy Hardie, FAA, NW Mountain Region, Helicopter Operations Inspector. Mr. Hardie has extensive experience in general aviation, military aviation and is the FAA Principal Operations Inspector for several commercial helicopter businesses in our region.

Mr. Hardie will present a variety of subjects including some “helicopter situations we can all learn from” to current concerns and suggestions from our regional FAA Inspectors for helicopter pilots and operators within the NW Mountain Region. A question and answer period will follow. Roy has an incredible knowledge base in helicopter & other regulations that will be of interest to all helicopter students, pilots & operators.

10:30 am, Part I | Heritage

11:45 am, Part II | Heritage

Helicopter High Altitude & Mountain Operations (10:30 am – 12:45pm)
Jan Rustad is without doubt the most internationally renowned authority on advance helicopter high altitude & mountain operations. He is a 39 year veteran with Canadian Helicopters Group Inc., has over 15,000 hours training in advanced helicopter ops (zero accidents) and is a CFI, pilot examiner & the chief instructor for Canadian Helicopters (largest helicopter operator in Canada) with bases throughout Canada, New Zealand & Afghanistan. Canadian Helicopters sets the gold standard for helicopter training in High Altitude & Mountain Ops and have trained over 14,000 pilots since 1951. Currently they train between 300 and 400 pilots each year in advanced ops and Mr. Rustad is the manager and chief instructor for such programs.
In his talk he will focus on techniques and procedures that are critical to successful helicopter operations in difficult mountain environments. He will cover the best way to plan your approach & landings as well as takeoff & departure planning. What to do & not to do and the correct way to make such operations work safely and effectively. These techniques represent essential knowledge whether you fly smaller piston helicopters or large turbine aircraft and will be useful for students, instructors and highly seasoned helicopter pilots.
A color instructional handout & summary will be provided to attendees by Canadian Helicopters, Inc.
A question and answer period will follow.

The cost is $5 for a weekend ticket to the Northwest Aviation Conference & Tradeshow

http://www.washingto...n.org/heli.html

OML Selection

Tue, 21 Feb 2012 16:04:25 +0000

Does anyone ever take Blackhawks at the top of the OML or are they always at the bottom? Cause it's seriously my dream to fly one, not that that would change if they never get picked at the top, just curious.

No jobs for young Pilots

Tue, 21 Feb 2012 05:11:16 +0000

Don't get me wrong here, I'm not upset about what has happened to me and just about everyone else because of the economy, such is life. I am merely trying to shed light on many young pilots careers... or lack of career due to the lies we were fed and the over lending for flight training to young people from financial institutions.
I don't know about any of the rest of you and maybe I'm just alone in this thought, but I was told that the need for Helicopter pilots was great and it was a wide open job market. So without hesitation I did everything in my power to get into flight school, because it has always been such a passion of mine! What I wasn't told unfortunately is that their was a shortage of "experienced" (1000 hours of more)pilots and that is all any company wanted to hire, with good reasoning. I have had my Helicopter CFII for 3 years now which I procured through a Professional Pilot Program at an accredited Flight School. I haven't climbed into a single cockpit since the day I took my final Check Ride for my CFII. My flight school closed it's doors the week after I finished my program. I received my flight training through a loan, a very sizable loan as many of you out there I'm sure have done as well. I, like many pilots out there are now struggling just to get by in our day to day lives financially. I am still working the same job (which pays practically nothing) as I did while attending flight school, but now with a $60,000 flight school bill to pay off. I have sent in close to 100 resumes to flight schools and flight employers all over the country, but do to my low hour time and experience level I haven't been considered for one. I have done everything in my power to come up with ideas to get into the aviation business, but to no avail. I have been hit with a flight school bill that no one could possibly be expected to afford without a reasonably high paying job.
What I am trying to get at here is that it is unfortunate for so many pilots out there to be in such a situation as I am. I can't afford to seek more flight training to build hours due to the cost of paying off my loans for my original training and I can't get hired by a company to make more money due to my low hour level. A rock and a hard place is where I have found myself and it seems to be getting very crowded with the amount of people being placed here beside me.
I wish there was a way that Flight Schools, Aviation Employers, Insurance Companies, Pilots could all figure out some way to help all those out there in desperate need of a break. It is just a real tough situation from one end to the other and in an industry as booming as aviation you would think that a pilot who went to school and received all licensing and certifications he/she needed that he/she would be able to find a job.
If you are a struggling pilot that also can't seem to get their career off the ground in aviation, please share your story.

Durant's book

Mon, 20 Feb 2012 09:13:39 +0000

I just finished Durant's book, "The Night Stalkers" on the 160th. Amazing. A must read. Did you read it? What did you think?

Heli-Expo 2012 Dallas Texas

Sun, 19 Feb 2012 23:29:08 +0000

Does anyone know if there are guest pass codes available from someone for Heli-Expo? I am trying to get to bring my dad along, just for the exhibit hall and was trying to avoiding $110.00 charge for him to tag along.

Cheap R44 time, with or without CFII

Sun, 19 Feb 2012 17:01:46 +0000

Hi

We currently rent out the R44 for 329 a hour without instructor and 349 with instructor.
Pvt, com, IR, CFI training.

Everything included in that price.
New England area.

Send me PM for more information

WARRANT OFFICER FLIGHT TRAINING

Sun, 19 Feb 2012 16:11:25 +0000

I posted this awhile back, and apparently many people have found it to be helpful, so I am making a new thread, and will "bump" it every so often so it does not get lost in the shuffle. Maybe someone can ask a moderator to make it a "sticky" if people think that's a good idea.

I've been typing up a "guide" for WOFT applicants, since the lack of information (and the information that is available is so scattered) about this program is ridiculous. Apologies, it is very long, and some of it is incomplete. Here it is:

Disclaimer: I am merely another civilian trying to get picked up for WOFT. All the information posted below is what I have found through countless hours of research, talking to knowledgeable people, and by going through the process myself. Take everything with a grain, or two, or three, of salt. Double-check everything. If you read something below that doesn't sound right, ASK. Hopefully someone more qualified can pitch in with a better answer, or I will try to do more research and find a regulation that clears it up.

--------------------------------------------------------------

UNITED STATES ARMY � WARRANT OFFICER FLIGHT TRAINING
Flying for the U.S. Army is rather unique: all new aviators fly rotary-wing aircraft. While the Army does have several fixed-wing aircraft in its inventory, these are limited to seasoned and experienced aviators. Secondly, the Army is unique because Warrant Officer Flight Training (WOFT) contains a program casually called �street-to-seat� or �high-school-to-flight-school.� Civilians (college degree not required) may apply for this program. If selected, you sign a contract. If not selected, you have no obligation to the Army and are still a civilian. Sound easy? It�s not.
The WOFT Application Process works to eliminate those without the motivation to follow through. It is stressful, there are many components, and if flying for the Army is not something you really want to do, this is probably the time when you�ll figure that out�unless somehow everything works out perfectly for you. If so, I�m jealous.

As a civilian, the WOFT Packet consists of the following components:
ASVAB: Minimum 110 GT Score required. I used the ARCO book and got a 99 AFQT/139 GT Score, but apparently ASVAB for Dummies is highly recommended by many. Seriously.
AFAST: Minimum score of 90 required. Use the ARCO book, not the Barron�s book to study. Barron�s has entirely too many incorrect answers.
MEPS Physical: Your recruiter will schedule this for you, most likely in conjunction with your ASVAB test. Try to get this done as early into your application process as possible, so that you know if you are disqualified for something like color-blindness, which is non-waiverable for potential aviators.
Class 1A Flight Physical: While it is easier for your recruiter to schedule this, it is possible for you as a civilian to do it. If you have a lazy recruiter, track down the number of the local Army flight surgeon that would perform the flight physical. Note: this is NOT the same physical given by FAA-certified flight physicians (read: the civilian version will not replace the Army physical).
APFT: You must pass, but to be competitive, you must score very well.
Letters of Recommendation: For civilian applicants, a minimum of three and a maximum of six are required. The general rule is to select a combination of people who know you very well and can speak to your maturity, responsibility, and leadership abilities, and people who are in a high position of relevant authority. Ideally, these people would be one and the same, i.e. an Army Colonel you have known for 10 years. However, if you are like me and did not know anyone like that, do not be afraid to get into contact with an Army Aviator and ask them politely if they would be willing to interview you and perhaps write a Letter of Recommendation. Quite a few applicants do this; just make sure that not all of your Letters of Recommendation are of this nature.
Resume: This is your chance to shine and list your accomplishments without appearing like you are bragging. The resume is something you can start early and simply add to as you progress throughout high school and/or college. Take advantage of this time and do some unique and worthwhile things; they will help your resume stand out from the rest.
�Why I Want to be an Army Aviator� Essay: Straightforward: answer the question. 1 page. Write it early and simply edit it as time goes by.
� Length Photo: Don�t worry about this until the end of the application process. Ask your recruiter for details.
Educational Transcripts: The board will want official transcripts from high school through your most recent education level (i.e. Bachelors, etc). Obtain these ASAP so you don�t have to worry about it. This is also a hint that the board will look at your GPA, so be prepared to explain a low GPA, or you could always just focus on getting a solid one.
Professional Certificates/Flight Log (if applicable): If you have your Private Pilot�s License, are EMT-B certified, or something similar, include copies of your certificates. If you have logged significant flight time, make crisp and clear copies of your flight log.
SF-86 Form / Interim Secret Security Clearance: Your recruiter will have you fill out the computerized SF-86 form sometime during the process. This form asks you of your past history, and requires you list a lot of contacts/references as well as addresses of places you have lived and worked. Make it easier by printing out a copy of the SF-86 (easily available online) early on in the process and filling it out ahead of time, so you aren�t stressing out in the recruiter�s office because you can�t remember the address of a place you worked at five years ago.
Battalion Board Interview: This is the last major step in the process. Once your packet is completed, you will go before a �local� battalion board and they will interview you. Be prepared to answer standard interview questions (strengths and weaknesses, etc) as well as Army-specific questions (i.e. why do you want to be a Warrant Officer, what is your favorite Army value and why). The board will then rate you on a scale of 25 (some of which is based on appearance, apparent confidence level you exude, posture, etc), and send that rating along with the rest of your packet to Warrant Officer Recruiting Headquarters, who evaluates packets once every other month and makes the final decision. If you are selected, congratulations! Your recruiter will schedule you another visit to MEPS where you will find your dates and sign your contract. If you are not selected, you will be classified as either FQ/NS (Fully-qualified/Non-select, meaning your packet was complete but you were just not selected) or NQ/NS (Not-qualified/not-select, which usually means there was an issue with your packet). If FQ/NS, the board will automatically look at your packet again the next month. Again, if selected this time around, congratulations! If not selected, you are a twice non-select and must wait 6 months to reapply. Take that time to either examine other options if you cannot afford to wait six months, or build up your packet and resume if you are set on this path.

Some potential hurdles:
Eyesight: if your vision is worse than 20/50 in either eye or is not correctable to 20/20, you will be medically �disqualified.� There are waivers, so not all hope is lost, but the waivers will not extend to those who have extremely poor vision. If you fall into that latter category (your vision is utterly terrible, as mine was), you have two options: PRK or LASIK eye surgery. I will not tell you which one to pursue, only that in general, the military �prefers� PRK (though the Army accepts both), and that I chose LASIK with incredible results. Research each on your own (and very thoroughly), and if possible consult with an Army flight surgeon to ensure that the surgery you choose is acceptable. Also, make sure you obtain all paperwork required by the Army, as your civilian surgeon will need to fill them out regarding your pre-operative refraction, and post-operative results. This paperwork is required for the eyesight waiver you will put in. You must wait three months after surgery before you are allowed to schedule your Flight Physical.
Color-blindness: Sorry, if you are color blind then you are out of luck. MEPS will determine if this is the case.
Height: Look it up. I can't remember the regs, but they are out there if you look hard enough.

Incorrect/Incomplete packets will either get kicked back, or will be looked upon badly. It is up to YOU, not your recruiter, to ensure everything is in proper order.

Some other routes for getting to WOFT are:
Enlisting and then applying from within
ROTC
OCS (Officer Candidate School): While it is generally easier to get accepted to OCS than to WOFT as a civilian, there are very few (and I mean very, typically one to three at most per OCS class) Aviation slots in OCS, and there is no way to guarantee it. If you choose to go this route, you must be VERY prepared to serve in another capacity/branch of the Army. Do not go this route if you only want to fly. Strongly consider this route if your desire to serve in the United States Army as a Commissioned Officer is paramount to everything else. Keep in mind, however, that Warrant Officer Aviators can always choose to commission later in their careers.
USMA (West Point)

--------------------------------------------------------------

Hope this helps. Feel free to add/change/question things.

Is getting a 110GT hard on the ASVAB? How hard is ASVAB?

Sat, 18 Feb 2012 23:55:11 +0000

I am just worried on getting the 110GT score on the ASVAB. I feel like it may be difficult and I may not get it. I was wondering for all that have taken it already how hard it really is and if the 110 GT is hard to get. Thanks

Rise of the Cup

Sat, 18 Feb 2012 21:03:27 +0000

So, I just wanted to share a video I did with the CFL's Grey Cup Trophy. A friend of mine won the cup, and we decided to do something cool with his day with the cup

Hope you like it!

Recapturing the Excitement

Sat, 18 Feb 2012 20:43:37 +0000

I read a post recently, and it talked about attitude. I wish I could find it, it was outstanding, and I wish I could attribute to it as the impetus for this topic.

I was hoping that the forum would read some examples of how their helo career has been exciting, from day one to now, and maybe it would help them to think of some incidents that brought excitement, or even re kindled it.

When I read this guys post an incident came to mind that brought a big smile to my face, and gave me the idea for this topic. This incident occurred far enough into my helo career that I was becoming complacent because of the daily grind being hum drum, repetitive. The way this topic dovetails into his post is that for me, if I can keep the excitement in focus, it would help me to keep my attitude more positive, and keep it that way longer.

I was starting the helo one fine day. My fire guard was fairly new to the unit. On this helo, when you engage the starter, the ignitors fire in a catchy kind of rhythm. Out of the corner of my eye I saw him tapping his feet to the rhythm of the ignitors. He enjoyed just hearing the helo start. I did smile, but caught myself sheepishly realizing that I had let the hum drum take over.

Something so simple as just starting a helicopter can be fun, enjoyable, and exciting, and not at all in a bad way.

Can't wait to read some of yours.