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Eggbeater last won the day on December 14 2010

Eggbeater had the most liked content!

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  1. Sounds like he knows what he's talking about. I'm originally from Hawaii and started flying with the intent of doing tours there. Now that I look at going back, I can't afford to live there on a pilot's salary with the cost of living. I have other friends who either have the same issue or moved there and can barely afford it. A couple years ago, Blue Hawaiian required 3500 hrs of total helicopter time, but if you check JSFirm, the minimums have dropped pretty drastically. They now require 2000 total helicopter time and 1000 turbine hours. It seems like a similar situation to EMS, where the company does not change pay to match a pilot shortage but simply lowers minimums to attract more people. It's like rotormandan says, there isn't a shortage of pilots, just experienced pilots. If you have that flight time, then by all means apply, and you will probably get an offer. However bad the shortage gets over there though, I doubt they will lower minimums to the couple hundred hours that an entry level pilot would have.
  2. Just to give an idea of the takeoff profile differences between Cat A and B, I pulled these two pictures from the S-92 RFM. There are also plenty of performance charts to accompany these, and they help determine things like max weight for takeoff and minimum flyway distance. The first chart is Cat A. "TDP" refers to Takeoff Decision Point. If you had an engine failure before this predetermined point, you would do the rejected takeoff and land to the surface and if you had it after you continue on the one engine and fly away. You would always have one of these two options during a Cat A takeoff, provided you met the performance standards. This next one is Cat B and it is just the normal takeoff that most of us know from training, with none of the guarantees for a safe landing or fly away.
  3. NP Joe, this RFM snippet is what I was referencing in the post.
  4. Allright, bear with me as this stuff can be pretty dry; I use it as my sleeping aid, works like a charm. Cat A and Cat B in this case refer to the performance of a twin engine helicopter after an OEI(one engine inop) event. This is completely different from the Category A B C and D on an Instrument approach as those refer to the speed that the approach is flown. The way I understand it is the only difference between Cat A, PC2, and Cat B is weight. A Cat A takeoff profile guarantees that if an engine should fail at any point in the takeoff, the aircraft can either be safely rolled onto a long paved surface or flown away using the remaining engine. Let's say you don't have a 10,000 ft runway to use and are limited to a 1000 ft flyway for example; in this case you would have to download your takeoff weight to have the performance required to fly Cat A. A Cat B makes no guarantee, and is basically the airspeed over altitude takeoff that most of us are trained to do as a Private Pilot. PC2(performance class 2) is a procedure developed by customers to allow heavier takeoffs from shorter flyways while minimizing exposure to the risk of an engine failure. By following a standardized takeoff/landing profile and following a weight limit chart that isn't quite as restrictive as Cat A, the exposure time for an engine failure resulting in bent metal is limited(usually only a couple seconds). This gives the customer more payload while being safer than Cat B. Cat A and PC2 profiles are usually established for onshore and offshore elevated helideck takeoffs and landings. Some customers require PC2 at all times, while some request that it is done whenever possible. So, if you don't have the performance to do a Cat A or PC2 departure, you should do a Cat B takeoff. I believe the RFM reference that was posted is there to ensure that you maintain VFR while doing a Cat A takeoff or landing. Popping into the soup while trying to follow the nose down profile of a Cat A takeoff could prove harmful to your health. Hope this helped, anyone with more information please chime in...
  5. The absence of accidents do not necessarily indicate safe operations and the occurence of them also don't indicate a lack of focus on safety. That being said, this trend is worrying; just yesterday a 500 had a wirestrike with two fatals and an EMS helicopter hit some power lines in Wyoming. I think the number of wirestrikes and percentage of them that occur in CAVU conditions(86%) should be a good reminder to all of us.
  6. Looks like the Italians' A129 - supposedly they have some deployed to Afghanistan right now. There was some documentary awhile ago about British AH-64's that used their wing pylons to transport ground forces, and I think the Israelis have been doing the same thing for awhile now. First time I've seen someone hanging onto the gear, though.
  7. Damn Spike, took the words right out of my mouth. We need to remember that unfair stereotypes/generalizations exist on both sides.
  8. What experience is that? Did you fly in the military? And do you understand why an attitude like the one you just displayed reflects poorly on all of us civilian pilots?
  9. I was just going to ask the same question, hehe. I followed his Facebook Boatpix link, and apparently he is the new manager of that profile. This of course explains the gushing reviews and starry eyed optimism usually reserved only for flight school owners and promoters. I respect Boatpix for actually shelling out the money to advertise on this site, but they shouldn't automatically expect people not to question their business practices and advertising methods.
  10. You have an intermittent problem with the Caps Lock key on your keyboard, might wanna squawk that.
  11. -61 reputation in four days, that's got to be some kind of record! And sadly, I don't think he's trolling, but he is certainly not doing Upper Limit any favors with these posts.
  12. This has got to be the best trolls I've seen all year.
  13. This is true only when you know how long the downturn will be - everyone was hoping this economy would recover in a few years. The problem is flying is a perishable skill, even more so when it comes to flight instructing. Timing is huge in this industry, especially when it comes to landing that first flight instructor job.
  14. I think the issue you will run into is that most schools will receive your application and immediately write you off because you have too many hours. The reason is that you will be looking for a job after only 200 hours of instructing at their school. I understand that most places aren't hiring at 1000 hours, but you, like every other instructor out there, will be applying when you hit that magic mark. Even if you leave at 1500 hours, the cost and trouble of bringing you into a new school will probably not be worth it for them. Not to mention the fact that flight schools would always rather hire from their own graduates to increase their appeal to potential students. The only way I could see you circumventing this is to market yourself to a school as someone who wants to stay for a set period of time. Maybe they have a need for a Chief Instructor or someone to set up a 141 training syllabus. Whatever their needs, unless you want to make instructing a career, you should probably just stay at your current job, because it is the only (semi)-guarantee you have when it comes to flight hours.
  15. I imagine it will be like the SR-71 or F-117 - years from now the pictures will come out when everything gets declassified. I imagine the Chinese/Israeli's etc are very interested in this and it would have stayed a secret if not for that one tail section. Just makes you wonder how one gets selected to fly an aircraft like this. I'm sure there is no application process; they will find you!
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