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  1. 135.243 c2 requires 75 hours of actual or simulated instrument, with at least 50 in an aircraft; so a cheap FTD won’t do you any good. If your intent is to fly SPIFR, you should do a year or two in the GOM to get some actual IFR experience. Not only to meet the 135 mins, but to become proficient. SPIFR isn’t something you should just jump into without a solid IFR background… Era (Bristow), PHI and RLC are all hiring. Depending on how desperate they are, it is possible to get hired directly into the S76 / AW139 as an SIC.
    2 points
  2. So the Army sells run-out UH-60s for between $250-$500k (see GSA.com). So I'm thinking a run-out 500C would fetch $100k or less. It will be restricted category but don't really care about that. I'd love to hear some thoughts from people in the know about this. If (big if) acquisition cost is low enough, is it not reasonable to have ship with re-built running gear for around $300k?
    1 point
  3. The Army F and FF's are hardly just a C with a different nose and a bigger engine...I doubt there's a single interchangable part except perhaps the skid shoes. If you want to run cheap (fuel burn) then find a standard C model with a C-18, and then put a Yehnert nose on it. They are out there. Don't worry so much about TT, it's the component time and inspections that matter. I wouldn't buy Gov surplus anything...ask the UH-60 guys how that's working out...and how many machines they need to buy to keep just one airworthy.
    1 point
  4. I flew about 500 as an instructor and 200-250 in EMS. Don't know about the police.
    1 point
  5. Trying to get a rough estimate on how many hours people fly per year as instructors? EMS? Law Enforcement? I’m sure it will greatly very based on location and many other factors, just looking for rough averages.
    1 point
  6. You're right, the CG has the F-14s with the 5 bladed rotor system. Top speed 135kts and not the Civil Air Patrol. CAP just acquired the new F-15EX fighter bomber with Mach 2 speed and nuclear delivery. Just what our future junior flyers need to train on.
    1 point
  7. IFR is the 'easy' management answer to safety: They can buy a lot of gear cheaper than one crash. Do they support you in proficiency flights? IFR proficiency is your only real safety net. I've been inadvertent a few times over the years, IFR is a lot more relaxed than trying to return to VMC. "I like seeing while I fly" but the truth is I'm to busy flying to enjoy the scenery. I'm analyzing, looking for trends, seeking 'better' anything- well, everything- until I log the flight. I'm 'on the gauges VFR almost as much as I am IFR. The area I flew is MVFR or better 99% of the year- ceilings being the usual issue. The northwestern half was the Smokies: they make their own weather.
    1 point
  8. Lmao, everyone knows that F-14 are in the Coast Guard 😆
    1 point
  9. The answer is always no unless you try.
    1 point
  10. Everyone knows the F-14 is in the Civil Air Patrol.😀
    1 point
  11. Apologies for the crummy picture. Selection today.
    1 point
  12. The 4yr degree is still preferred but no longer a requirement. Delta airlines was the latest company dropping the 4yr degree. Subject to change at anytime, especially when the hiring boom subsides.
    1 point
  13. Sounds like someone didn't get high on the OML lmao
    1 point
  14. If you want outdoorsy and VFR...PHI Med42 would be right up your alley. Based at o22 and fly a B3.
    1 point
  15. Not meeting 135 IFR mins should not be a deal breaker for a VFR base. All they want is an instrument rating and proficiency recovering from IIMC. While companies like Metro are primarily SPIFR in the EC135/145, there are a lot of VFR bases w/ AMC, PHI Health, and Air Evac using the AS350, B407, B206L.
    1 point
  16. !6 years with Rocky, which was purchased lock stock and barrel by Air Methods, from which I retired in 2017. They 'grandfathered' the non-instrument pilots, but I don't think they bring nuggets aboard w/out the IFR rating. My opinion is that company doesn't much matter as long as they honor their contracts. Base relations, immediate management is more important than the company. A happy base and management that back the pilot is the answer. Most aircraft are not IFR legal, IFR ships are usually at specialized hospitals- burn centers, pediatric, etc. If they are desirable bases senior pilots will have those locked up. Recurrent will have a substantial IFR component, you will struggle if you're not proficient.They expect you to practice between recurrents even though you're doing so in VFR. I think Inadvertent is more common in HEMS because of the unpredictability of the calls. I waited at scenes, transferring hospitals as long as 8 hours. The weather can change a lot over they length of time and if you're remote then you won't have reporting stations nearby that reflect your local conditions. You are expected to abort those transports if you're not IFR equipped and approved. (The VFR minimums are real. Adhere to them rigidly!) Your chances of getting a particular, desirable base assignment are exceedingly small bases are filled by seniority in the bidding process. I would not sign on for a particular hospital. The hospital would have you by the short hairs and they can, generally speaking, ask for another pilot to replace you if you're not 'cooperative'. Community based operations are more stable, less political and the majority of the fleet. Having an 'in' is useful in that you may have an idea of which bases are 'hard to fill'. You may want an assignment in Scufflegrit, Hardscrabble if that's where you, your family live. I loved the job but it didn't fly enough, I think the average when I left was about 150 hours a year, a third, quarter being night flights. I prefer nights and with NVGs being common, I greatly preferred nights. You can (usually) see much, much better with NVGs than you can in daylight- uniform light level and contrast even for small, distant objects.
    1 point
  17. I'm just here to tell you that if you don't select Apaches, have fun being a 🚌 driver
    1 point
  18. Dont remember the exact numbers for 60s and 64s but yesterdays selection was 28- blackhawks 14- apaches 6- chinooks 1- measly c-12
    1 point
  19. Posted in r/aviation thread: "Since there are very few facts presented by people commenting here are a few to digest. -The flight lead crew in the Apache for this flight was the Aviation Brigade Commander and Brigade Standardization Pilot. The boss everyone keeps saying is going to fry these guys was flying. -The flight was also approved on the military side at the General Officer level which included a briefing of the entire mission. • ⁠Extensive coordination occurred in the weeks and days leading up to this including direct coordination with the FAA. This included approval of all routes and altitudes to be flown during the ingress, flyover, and egress. Additionally there was an FAA representative located with military personnel in the stadium that maintained communication with the flight throughout the entire mission. At no time did any aircraft come near any cables or attempt to underfly them. The cables were attached to the bottom portion of the middle deck, creating a visual illusion when viewed from the ground that they were much closer than they actually were. • ⁠There was no formal complaint filed to the FAA, this is a direct response to irresponsible reporting by a local affiliate news station and further echoed by CNN. When presented with this the Military and FAA are both in a tough spot. Of course they are going to publicly say that they are reviewing the incident. Nothing is going to happen to these crews, the FAA review is scheduled to be completed next week. What will happen is the military is going to be extremely hesitant to participate in these events in the future. -Bottom line everyone can argue whether this was smart, but it was absolutely legal and approved at multiple levels by civilian and military coordinating agencies"
    1 point
  20. Hi, also interested in PDF AS350-BA flight manual please.
    1 point
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