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Bootcamp

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Everything posted by Bootcamp

  1. Things to do while on hold: - Go to the gym - Build a bullet factory in your garage and press ammunition - Earn your ASEL ratings - Earn your glider ratings - Earn your ground-instructor ratings - Altitude chamber - 2CF7 (MEDEVAC doctrine) course - Take a part-time job - Learn to program computers - Be a volunteer firefighter/EMT/paramedic
  2. You won't fly during the bubbles, you say? ;-)
  3. Does anyone have any details on the TH-67 crash today? Glad to hear everyone make it out in one piece. http://www.dothaneagle.com/news/local/three-injured-in-helicopter-crash-near-dothan-airport/article_9dfbbc7a-efa3-11e5-a929-234244227b20.html
  4. The ATP rating does not require an endorsement from an instructor. That being said, I'm a CFII Helicopter and ATP Helicopter (with very recent IFR experience) and am more than willing to help if you can get to the Maryland, New York City, or Tampa areas.
  5. I was. Not going to sugar-coat it - it's going to be a rough 8 weeks.
  6. Shouldn't he/she have received an automatic "go" at SERE? ;-)
  7. I am trying to use the GI bill for flight training. I found out that I am only eligible for the GI Bill Selected Reserve; but no one, including the VA, has been able to tell me how much it will cover for flight training. This table is the closest thing to an answer I have found so far: http://www.benefits.va.gov/GIBILL/resources/benefits_resources/rates/ch1606/ch1606rates100115.aspbut I still can't figure out what it is telling me. I have 6 years of active drilling on Reserve status during which I have 19 months of active duty for training. (No other active duty time.) Any insight is appreciated.
  8. I am probably splitting hairs on this one, and I'm leaning more toward the more conservative options, but I wanted to solicit insight from the group: SFAR 73 to Part 61, Paragraph 2c(1) and 2c(2) state that No flight review completed to satisfy 61.56 by an individual after becoming eligible to function as pilot in command in a Robinson R-22 [R-44] helicopter shall be valid for the operation of R-22 [R-44] helicopter unless that flight review was taken in an R-22 [R-44]. 61.56, Paragraph (a) states that ...a flight review consists of a minimum of 1 hour of flight training and 1 hour of ground training... My first question is: If I am taking my (24 month) flight review for both the R-22 and R-44 at the same time, do I need to do an hour in each aircraft or can I do 0.5 hours in each aircraft to meet the hour requirement? Secondly, 61.56, Paragraph (d) states that, a person who has within the period specified in paragraph c of this section, passed any of the following need not accomplish the flight review required by this section...a pilot proficiency check or practical test conducted by...a U.S. Armed Force. My second question is: It appears that I am not obligated to complete a flight review because I am a current and qualified military pilot; and SFAR 73 doesn't state that I need a flight review, only that if I do need a flight review, that it needs to be in an R-22/R-44. Therefore, do I still need a flight review in an R-22/R44 if I am a current and qualified military pilot? Any insight is appreciated, especially if you know of any FAA Letters of Interpretation. Thanks.
  9. They attach to the R22 with 10 aviation-grade bolts. The only appreciable change in flight characteristics is that it pushes the CG much farther aft. It makes it very easy to hold a hover even at 1000 ft. AGL, however it is more difficult to fly above 60 KIAS. I did it as a part-time gig so it's not a good basis for comparison but during the 3 years I operated the sign I probably grossed about $50,000. It probably could have been a lot more if I was able to dedicate the time to it. It's great for a flight school that already has an R22. I found that with as few as three people, we could have the sign completely hooked up and ready to go in about 30 minutes. I felt perfectly safe in it. It is STC'd by the FAA, so you know its been thru many flight tests. I probably logged about 150 hours of "Sky Sign" time. The biggest issue I had was that all of my clients wanted me to fly over DC which I found impossible to get a waiver for. If I could do it all over again, I would have hooked it up to an R44 and flown it over NYC or LA. I don't have any experience with other night signs.
  10. I have an older model Sky Sign I would be willing to sell you. I used it as part of Bootcamp Lights for several years before I closed up the business and headed off to Fort Rucker. I have a bunch of videos of the sign in action: http://www.bootcamplights.com/creative-advertising-campaigns.html
  11. I would suggest calling Cove Helicopter. http://www.covehelicopter.com/They would be a good resource to help answer your question.
  12. Ross Perot, Jr. His B206 is on display at the National Air and Space Museum.
  13. If anyone wants to build time this weekend with an instructor (outside the traffic pattern) in the Baltimore area, please contact me. It's in a freshly overhauled (May 2015) R44 Raven II. The price is $295/hour.
  14. Go to Double Bridges Aviation at Enterprise Municipal Airport. Talk to Quinton. He owns the flight school and repair shop there and I always see random folks helping him out with aircraft maintenance.
  15. I've been teaching airplanes to a good handful of experienced Army helicopter pilots over the last six months. First things first - they make the best students - they already know how to navigate, talk on the radio, and study. Most of them have started soloing by their 4th hour and take their (private) checkride before their 25th hour. That being said, even though you have the option of going straight to commercial, I would actually recommend getting the private first. First of all, the commercial maneuvers aren't easy for a new airplane pilot. Secondly, unless you plan on doing a joint instrument-commercial checkride, you will come out with a restricted commercial license since you won't have your instrument rating. Thirdly, 50 hours of PIC airplane is a lot of solo time; whereas it wouldn't have to be solo if you get the private rating first. For all of your checkrides, you will be required to know how to use all of the equipment on board the aircraft, to include the auto-pilot. For the instrument rating, the examiner has the choice of requiring you to do at least one approach using the auto-pilot. On my ASEL CFII (add-on) checkride, the examiner had me shoot one of the three approaches with the autopilot and on the ASEL ATP checkride, he had me shoot two of the four approaches with the autopilot. However, for the "visual" (a.k.a. private/commercial) maneuvers, unlike the UH-60M course at Rucker, there is an expectation that you hand-fly all of the maneuvers. I hope that answered your questions, but if you need me to clarify anything, let me know.
  16. I'm not sure why they didn't show up. Let's try this again: https://www.facebook.com/BootcampHelicopters
  17. Do these jobs actually exist? I feel like they are few and far between; but most of my flying experience has been east of the Mississippi River.
  18. That's really a tough one since most jobs will require both. I would say go for the CFI since it's good for life (provided that you take the refresher every two years). You would also stand a better chance at some jobs if you say, "I have my CFI and am scheduled to take the RHC safety course in a few months, but I just need to save up the money." My flight school, Middle River Aviation doesn't use Pathfinder and will hire you with just your CFI. *The only caveat is if you have a guaranteed offer with a tour company contingent on getting the safety course. In that case, I would say go for the safety course.
  19. Spending this Sunday morning socked in too, eh?
  20. I came here 16 months ago with my CFI/CFII Helicopter and my Commercial/Instrument ASEL. I started with about 2,400 hours helicopter time and about 350 hours airplane time. My goal was to leave with 3,000 hours total. This upcoming week I will hit 3,300 hours (including SIM).
  21. It's funny you should mention that. Going soaring on the weekends was my "sanity break" from the monotony of the stage fields. I can't tell you how many times I was sitting in the Black Hawk thinking to myself, "I'd rather be in a glider or an R44 right now." But then again, that is from the student perspective, not the IP perspective. You could say that at least some of the ratings have already paid for themselves considering the students that I started teaching in ASEL after earning my CFI-ASE. Also, I know there would be no way I could have accomplished so much if I had kids.
  22. Surprisingly not that much. Here are some rough estimates: Advanced Ground Instructor: $140 - just the written examInstrument Ground Instructor: $140 - just the written examCFI Airplane Single Engine: $1300 - about 5 hours of flight time at Double Bridges Aviation, plus the checkrideCFII Airplane and ATP ASEL: $3100 - about 10 hours of combined prep in a G1000 airplane; plus two checkridesATP Helicopter: $1700 - about 3 hours of flight time and the checkrideCommercial Glider: $1000 (Rose City Soaring is about the cheapest glider club I could find in the country)Commercial ASES: $1900 - Water Wings has a flat rate, one weekend program to get the add-on ratingS-70 Type: $0 - but 16 long months of my life
  23. Most folks come out of Fort Rucker earning three ratings: Commercial Rotorcraft Helicopter Instrument Helicopter S-70 or BV-234I say, you're selling yourself short! Here at Fort Rucker you have some of the greatest aviation resources in the world, and within no more than a 3 hour drive, you have the ability to complete almost every single rating that the FAA has to offer. So I took the challenge. During the bubble between SERE and Primary I completed my Advanced Ground Instructor and Instrument Ground Instructor ratings. While in Primary, I completed my CFI Airplane Single Engine rating. The day before my Instruments checkride, I completed my CFII Airplane rating. The same day as my Instruments checkride, I completed my ATP Airplane Single Engine Land rating. The last week of BWS, I completed my ATP Helicopter rating. While in the UH-60 A/L course, I completed my Commercial Glider rating. While in the UH-60 M course, I completed my Commercial Airplane Single Engine Sea rating. And today, as I walked across the stage for graduation, not only did I add my S-70 Type rating, but I am also almost finished with my CFI Glider rating and my Commercial Airplane Multi-Engine Land rating. There you have it - 16 months, 9 FAA ratings; and 2 more on the way. Now, if your next thought is, "Yeah, that's great, but what kind of experience did you get in those aircraft?" That's a great question. Every weekend, I was at Double Bridges Aviation teaching airplanes and every trip back to Maryland, I was at Middle River Aviation teaching helicopters and airplanes. In the process, I signed off 3 helicopter students and 3 airplane students; all of whom passed their checkrides on their first attempt. In the next two weekends, 3 more of my airplane students are going for their checkrides, putting me a mere 1 student away from my Gold Seal CFI. Fly safe!
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