Jump to content


VR Member
  • Posts

  • Joined

  • Last visited

Everything posted by Bootcamp

  1. I went thru a similar dilemma a few years ago. Already a helicopter/ASEL rated CFII and about 7 years of instructing experience - however the ROTC selection committee doesn't take any of that into account. Rather than gamble on it, I went USAR. They were very welcoming both for selection and after I arrived at my unit. The only problem (not a big one) was that I had to wait 17 months between commissioning and flight school. Also, it was about a 4 hour commute from home to my drill station. If you want a more "sure thing" - go NG or USAR. That being said, if you told me 6 years ago that it would take 6 years to get to Fort Rucker by going the ROTC route, I would have opted to go to WOCS instead.
  2. It depends where you are flying. Starting at 200 hours, you can expect to make between $20 and $35 per flight/ground hour and expect to work around 20 hours a week at a slow school or 35 hours a week at a busy school. It takes a while to build up a student base, so don't expect to make enough to eat when you are starting off. If you are fortunate enough to get an R44 tour job around 500 hours, expect to make between $75 and $150 per day; but keep in mind most of these jobs are seasonal.
  3. I used to instruct full time (circa 2007/2008). I love teaching, but being a full time instructor was one of the biggest mistakes of my life. I only made enough to live on an air mattress on the hangar floor. (Not my proudest moment.) Since 2008, I've been instructing part-time (about 20 flight hours per week). It's the best. I get to do what I love (teach), and still afford to pay the mortgage with a full-time job. There are many school that want you there full-time, but there are many more who are looking to fill those evening/weekend time slots for part-time students. It's a huge sell if you can bring students with you when you interview for the job. I wouldn't say it added any undue stress to the family, but then again, I don't have children. Whenever one of my students asks about becoming a CFI, I tell them, "It's a great gig, as long as your still keep your day job."
  4. Slightly off topic, but I figured I'd just string it on this thread... From my Google searches, it appears that the Bell B206 JetRanger has symmetrical airfoils for the main rotor blades, however in class on Friday we learned that the TH-67 Creek has asymmetrical airfoils. Are both of these statements correct? If so, what about the OH-58?
  5. Since the release of SB regarding the bladder fuel tanks, RHC added an entire lecture to their course about how the tanks are more likely to rupture in an R44 (without bladders) than in an R22. I'm really surprised that they didn't show this video as a case study - I think it explains the situation very well.
  6. Does anyone know if PHI or RLC will hire pilots (PIC or SIC) initially to work out of their Galveston bases? (Particularly if they have around 3,000 hours, their ATP, and an S-70 type rating.) Or is it better to plan to work a few years out of the Louisiana area first?
  7. I just saw this banner ad today: http://fwhihelicopters.com/ Has anyone else used them? I've been looking for a long time for an online ground school to recommend to my students. For a while, I thought about creating my own, but if these folks have a descent product, no sense in reinventing the wheel.
  8. Thanks. Yes, it is in all four documents for the TH-67, but only underlined in one of the four (Mr. C's.).
  9. I am hoping to get some guidance from any TH-67 IPs or SPs out there. I am using four different documents to study from. (See photo below.) I am trying to figure out which items need to be memorized verbatim. Mr. C's cards show many more items as "underlined" than the other two decks and the Operator's Supplement. For example: Land Without Delay (Definition): Land without delay to the nearest suitable area (i.e. open field) in which a safe approach and landing is reasonably assured. This is underlined in Mr. C's cards but not in any of the other pubs. Does this have to be recited verbatim? Any insight is appreciated.
  10. It's on the web: http://www.bootcamphelicopters.com/page.php?page=th_67_limitations_exam
  11. Hey folks, I'm building a few (very small) resources for students just starting IERW. Here is a Limitations Exam to test your knowledge. I am working on the Emergency Procedures Exam now. http://www.bootcamphelicopters.com/page.php?page=th_67_limitations_exam Feel free to give me any feedback (positive or negative) you may have. Thanks.
  12. Mostly 5s/9s. A little for my ASEL CFI Add-On checkride and a little for my IGI exam.
  13. Is there any chance you're the student asking around in the Enterprise, AL area? I was listening to an instructor and an examiner discuss this very issue on Saturday. If you look at the regs, assuming you received your ATP under Part 61, I think it's Kosher; however the examiner disagreed and said he would have to consult the Birmingham FSDO.
  14. I haven't, but one of my CFI students did. I wasn't that impressed. They wouldn't send you a digital copy and the images were right out of the FAA publications. They are probably helpful to assist you in writing your own. My biggest issue was that the images (all in the back, not with the actual lessons) didn't offer much help when you are trying to draw them on the whiteboard.
  15. I am studying my TH-67 fives-and-nines and finding that it would be a lot easier to memorize the numbers if I had some color photos of the system gauges and pitot/static system. Does anyone have any color photos of the following from the TH-67: - Engine Oil Temp/Pressure - Transmission Oil Temp/Pressure - Fuel Pressure/Loadmeter - Airspeed indicator - TOT - N1 - Dual Tachometer - Torque Meter Thanks in advance.
  16. Okay. Thanks for the quick reply.
  17. Can any of the Fort Rucker instructors out there advise on whether or not Army students are allowed record their primary instruction using a GoPro? Thanks.
  18. Does anyone know of any R22/R44 operators near Fort Rucker?
  19. Are there any R44 flight schools or operators in the Sedona area who would be interested in giving me some high DA training this weekend? If so, please give me a call as soon as possible: 301-717-5455. Thanks.
  20. If anyone is interested in going in on an R44 partnership in the Baltimore area, please e-mail me. Currently we have three others interested and are looking for a few more. We are planning on purchasing (cash) an R44 Raven II, possibly an instrument trainer. The helicopter would be available for personal and commercial use. Buy-in will be approximately $60 - $80 thousand and flight time will be approximately $215/hour plus fuel.
  21. I'm not disagreeing with you in the least. Potomac approach was very helpful. However, if you listen to the recording closely, you'll hear me wanting to go to Frederick, but they insisted I go to Gaithersburg. Then when I was headed to Gaithersburg, they insisted I go to Davis. Furthermore, when I asked for surface elevation at Davis, they told me 900 ft. Surface elevation was actually 630 ft. That's a huge difference when you're trying to calculate at what altitude you're going to break out of the overcast layer.
  22. Funny thing you should ask, because it really just comes down to what we learn in training: (1) stay calm, cool, and collected and (2) fly the aircraft. Declaring the emergency early helped. I think Potomac Approach could have been more helpful - they should have encouraged me to stay on course to FDK, and then to GAI...W50 was really a last-ditch effort. I even contemplated landing on I-70...it's a 2500 mile long runway. I kept jumping between flying the suggested heading and flying the pink line on my G1000. Jumping between the two messed me up. I should have just used the GPS. Also, I kept asking for surface elevation and they kept giving me "surface weather", but with my adrenalin going through the roof, I didn't even realize they weren't giving me what I needed.
  23. Hey Everyone, The attached files are being sent out for educational purposes only; as a tool to teach crew resource management and decision making under pressure. The voice you hear (N116SV) is the voice of a man who thinks he has about five to seven minutes to live. Feel free to redistribute as you feel necessary. For those of you who didn't hear this story last month, here is the shorthand… On May 13, I was flying solo in the clouds in a single-engine airplane. I was IFR shooting several practice and missed approaches. Cloud bases were at 1,000 ft. I was at 3,700 ft. While setting up for my fifth approach, I experienced an engine failure, declared an emergency, and ended up landing at a different airport nearby. I couldn't stop the airplane by the time I reached the end of the runway and ended up crashing in the bushes. I didn't incur any injuries and minimal damage was done to the aircraft. It was later determined that the cause for the engine failure was two valves seizing up and bending the push-pull rods. This intern dumped all of my oil out of the engine. I have attached the RADAR feed, ATC recordings, and crash photos. The RADAR feed has my notes on it to describe what's going on. The ATC recording has been clipped to remove dead air. The actual recording was 20 minutes, 57 seconds. ATC Recording - Clipped To Remove Dead Air.mp3
  24. I would suggest starting training in the R22 instead of the R44. Flying the more difficult ship will ultimately make you a better pilot - more aware about power restraints, carb heat, reaction time in the event of an engine failure, etc. Not to mention the cheaper price tag. I would still recommend getting 25 hours in the R44 sometime after you get your private rating. Also, keep in mind that in terms of the SFAR requirements (to act as PIC and to instruct), you can credit 5 hours/25 hours in the R22 towards the 10 hours/50 hours minimum for the R44. The reverse is not true.
  • Create New...