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Spike

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Spike last won the day on October 23 2019

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About Spike

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  • Birthday 01/22/1961

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  1. The elephant is in the room….. Sure, probably not a problem. However, it appears you have an issue following the rules and not learning from your mistakes. That is; as a juvenile, 3 speeding tickets in a year resulting in a suspension and now this ticket leading to an arrest…. The aviation business won’t tolerate this kind of behavior…. Therefore, I wouldn’t worry so much about the tickets. Worry about your ability to change your behavior…..
  2. You say your wife is on board. Is she on board with living in poverty while you chase your dream? A low-time pilot wage may be way less than half of what you’re making. In my opinion, selling the house to finance your flight training is a foolish mistake. That is, unless you have other disposable income or savings or, your wife works and makes enough to support your family. And sure, you may have enough for the training but did you consider the cost after training? The peripheral costs with getting a job can be substantial. If you’ve researched this like you say you have; then you know about the chronic pilot problem of AIDS i.e. -Aviation Induced Divorce Syndrome. This happens because it can take years to make a livable wage. And, that’s if you find work. The reality is; there are a large number of people who attempt to do what you’re suggesting and never find work…. Ever…. Have your wife read the above paragraph and if she’s still on board continue reading….. My suggestion…. Stay at the IT job and train on the side. Pay as you go. Try not to use your house as a method for payment because once it’s gone, it’s gone forever. I normally wouldn’t suggest getting a loan but in your case, it may be an avenue to consider. I’d rather have a debt hanging over my head and a house to live in rather than having a bunch of certificates in my pocket living in a tent. Is there a flight school near you? How far is the closest busy flight school? Have you talked with them? Is there a commercial helicopter operator near you? If so, have you talked to them? You’ll need to talk to people face to face to get gist of the sacrifices that lay ahead…. Does your IT job work schedule have flexible schedules? How many days a week can you devote to flight training? Have you considered the Military? In the past, I never suggested the Military but nowadays it’s not a bad career choice… Do 20 years, retire, then enter the civilian sector. Civilian jobs normally aren’t high paying but with the Military retirement check subsidizing your income; it can make it pretty appealing…. Otherwise, you asked…. How difficult is it to obtain a low-hour job? It ranges somewhere between impossible to easy. It all depends how you take your first steps. Like now, asking questions... Are there options other than instructing? No. Apparently you haven’t researched like you say you have otherwise you’d know, flight instruction is the easiest way to break into this business. Learn to love it and be good at it… I don't want to end up in a position where I drop several tens of thousands of dollars only to go crawling back to an IT job because nobody will hire a fresh low-hour pilot. This is a very strong possibility. It happened to me and lots of others. However, helicopter companies need IT people so use it to your advantage... I'm willing to put in the time and earn my way up, but I've read so many horror stories from new pilots saying it's not worth it because the job market is terrible and little or no opportunities for pilots in the 200-1000 hour range. Very discouraging. You better learn the business of helicopters before you dump one dime into it. Disappointment, fear, bewilderment, confusion, hate, exhaustion are just a few emotions you’ll experience...... In the end, continue to reseach and when you think you're done, do it again...... Spike
  3. The FLI indicates Ng, T4 and TQ (in laymen’s terms: engine speed, temp and power). The FLI takes all three of these parameters and combines them into one indicator. However, all 3 are displayed numerically to the right of the FLI on the same indicator. The FLI does not indicate rotor RPM. That is displayed in its own indicator. What the report tells us about the FLI is; #1; the engine is running and #2; its at a very low power setting. As report and others have pointed out, the lack of collective input (lowering) once the TWIST GRIP was turned off, the RPM decreased which was worsened by the 8 degree nose down attitude and subsequent high speed. A bad combination. Pete Gillies authored the “Cyclic back” article many years ago so pulling the nose up when entering into an auto is not new information. Thank you iChris for the clarification.
  4. It's been a few years since I've flown an B3 but as I recall, there is a limitation restricting manipulation of the"twist-grip" during flight. Specifically, the twist-grip is not a throttle. It's a switch with two positions. Flight and Idle. Again, if my memory is not failing me, the only time you can switch the grip from flight to idle, in-flight, is during "training" with a "qualified" flight instructor. Why? First gen B3's had issues with the old style throttle/switch combo which caused a few training accidents while practicing auto's. AIRBUS, then American Eurocopter, was done with it and gave the switch manipulation a limitation.... No more goofin around..... In the end, from the information in the report, I agree with the previous posts. Furthermore, accidents like this one are reasons why rich private owners are given a bad rep and, an unfortunate early demise...... The saying goes; the good news is, we know why we're crashing helicopters.... The bad news is, we keep making the same mistakes..... This appears to be one of them.... IMHO.......
  5. Hi Jose, PM me your email address and I'll send it to you. Spike
  6. For future reference, when lawyers sue, they sue everyone associated with the incident. EVERYONE. You, as PIC, would be at the top of that list. Therefore, anyone considering such an endeavor should, at minimum, consult with an attorney to protect your assets. Thats what I did...
  7. Pick a school that will provide you with the best chances of being hired as a CFI when you graduate. This usually means a school with high instructor turnover. IMHO, flight schools attached to a university is a waste of time and money. If you want a degree, attend a collage separate from your flight training.
  8. Thats what the investigators/lawyers will say; the pilot *knew* or *should have known* the dangers of a tail wind landing. The most basic level of training and experience includes why pilots should avoid such conditions. He made the decision to do what he did and paid the consequences.
  9. IMHO, this particular incident was poor ADM which resulted into LTE causing a crash. Fix the ADM, and the link in the accident chain is broken. During 206L check-rides at a former ENG employer, we were required hover OGE at 1500 feet, downwind, then start hovering backwards until the machine snapped around. Pilots were required to apply full left peddle and lower the collective and fly out of it, which we did, with a loss of about 150 feet at minimum, 300 feet at max. I can say, it didnt take much to get the machine to snap around. The lesson, dont attempt to hover downwind. Birds understand the importance of landing into the wind. If their tiny brains can grasp the significance of this concept, maybe we humans should do the same.
  10. You already may know some of this stuff but no one else provided any of this information so…. Dress appropriately (like a pro). Don’t be surprised if you get scoffed at if you show up on a helibase in skinny jeans, skate shoes, t-shirt and flat billed ball cap. As far as the sleeping in a tent or motel room goes, pack your clothing in ziplock bags to protect them from bedbugs/fleas. Also, get an insect repellant sleeping bag liner to use when sleeping in the bush or, in some hotels/motels….. Avoid placing your suitcase anywhere the bugs live ala, off the carpet/bed/ground. Places like on top of the table or dresser, bathroom countertop or hang it off the ground. Be picky when eating helibase food. When flying, carry a backpack with a survival kit, flashlight/headlamp, bug repellant, sunscreen and such. Some folks will carry a folding chair. Also, carry some food (energy bars) and water with you as sometimes you may not get a chance to eat while on a fire. And of course, a fire shelter. On the fires, communicate, communicate, communicate. Call off the dip/drop and visual contact with other aircraft. Go slow. In the daisy chain, if you feel pressure from behind, simply advise you’ll do a 360 left or right turn to provide some spacing. Do not let anyone put pressure on you to hurry up. Keep your head on a swivel. Do not get fixated on the fire. Even if you’re told there are no other aircraft on the fire, keep scanning. When you first arrive on scene, recon the dip site and area of the fire for hazards – wires. Once you establish a route in and out, maintain that route. If you need to change your route, high-recon it before you dive in. Remember this saying; “fools rush in”. Recon all landings I say again, RECON ALL LANDINGS. Advise all hazards you see to other arriving aircraft. If you don’t hear anyone (ATGS/Helco) brief arriving aircraft of known hazards, speak up. If you’re not comfortable doing something, don’t do it. If you get fatigued, stop flying and rest. I use a Bluetooth device to communicate via cell phone with my tender driver. It makes fuel stops quicker and more productive. The ATGS and Helco are there to coordinate aircraft and maintain separation, just like ATC. They are not there to force you to do things you don’t want to do. You are the PIC with emphasis in the “C”. If held, never lift without permission. If you have a crew, you should support them first. Do not go rogue and do your own thing. If the ATGS/Helco want you to go elsewhere, advise your crew and let the ATGS/Helco know exactly where your crew is. Cinch the bucket if you are operating in your margins. Like others said on the dark side, don’t be a hero. Simply drop the wet stuff on the hot stuff and repeat. If you miss, don’t worry about it, just go get more water and try again. Type ones can produce some heavy vortexes. Use caution when operating around them. If fighting fire in CA, understand the FTA and the script. Lastly, have fun!
  11. You actually have two problems…. As mentioned, one financial and the other is your weight. Your weight will directly affect your financial. That is, heavier students require training in more expensive helicopters. This is a fact. Based on your other posts, this means you’ll need to borrow a significant amount of money well beyond 80K. I’ll speculate upwards around 100K. I suggest you speak to your wife about going into debt for a substantial amount of money with ZERO guarantee of a job. Again, by your posts, you seem to have a great deal of interest. Therefore, if you can get to around 200lbs, this would making a decision about this endeavor a little easier. Also, go talk to working pilots, face-to-face, about what it takes before you jump in, ala, take what you read here with a huge grain of salt. No one here is a friend with your best interest in mind. Lastly, as a trucker, maybe look into driving for a helicopter company which required a fuel truck to follow the helicopter around. As such, you’ll get a gist of what of takes to succeed in this business. Good luck.
  12. Copy that... I'm not an accountant... Just a pilot.. In my world, "K" means thousands... In that case, the only choice is a 44.... Or, switch to a STOL airplane with tundra tires...
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