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Spike

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Everything posted by Spike

  1. The more machines your qualified to teach in, the greater your options for your first teaching job. That being said, you must meet the SFAR teaching requirements for the Robinson products as they are the most common teaching platform being utilized in the training sector. After that and within those hours, get at least the minimum hours to teach in other machines like the 300. Otherwise, my subsequent decisions choosing a school would be based on; instructor turnover, school vibe, customer satisfaction/service, cost and job possibilities/placement. That is, all things being equal with aircraft condition, maintenance and company safety record......
  2. Welcome back…… I run the Gallet LH250. My organization issued me the SPH-5 but I only wear it to remind myself how good the Gallet is…. I have quiet kit, CEP’s (molded earpieces), Zita liner, straight chord, NVG mount which was purchased from Marit Apparel…. Helmets seem to be a matter of; #1, cost, and #2, loyalty… Kinda-like the Ford/Chevy thing…. I tend to stick with the tried-and-true stuff. Stuff that has been worn in the field over a long period of time. The majority of pilots in my sector go with the Gallet… Comfort, lightweight and a narrow CG are the most common compliments. Most of them tell me; the other “newer” brands are “knock-offs” of established models. I’m not sure why anyone would gamble with knock-offs for head protection (not to say in this particular case the “other” helmets mentioned are in fact “knock-offs”). In motorcycle racing, the saying goes; if you believe your head is worth $150, then get a $150 helmet. The helmet I eventually purchased was $600-ish which wasn’t the highest price but was considered one of the top helmets for head protection... The LH350 looks interesting but since I haven’t been in the market for a new helmet, I don’t know much about it. From the info I’ve seen, it appears to be an upgraded LH250, although an “A” model which brings me back to the tried-and-true philosophy…..
  3. Slim…… However, nothing is impossible but in a word, slim...... You will need to gain the hours needed to get qualified AND compete with other entry level pilots who have way more than 40-50 hours RW time……. Time is one thing. Your competition is another....... Realistically, you probably should not plan on being any different than any other entry level RW pilot. That is, pay your way to a CFI gig and build time from there. After that, you build your time to qualify for the next level of opportunities and someday down the road, your FW time will be more valuable to potential employers…. So the short answer is, get your CFI and teach, just like everyone else….. Oh, and Mericle on the Hudson hero, Captain Chesley “Sully” Sullenberger once said “experience matters”. The only measurement of experience in this business is by the number of hours in the seat… In this case, RW hours…..
  4. Ryan, Goal.... Find a job.... Period... If you believe tours are your best bet, then go for it! But, you'd have to believe the tour operators have recovered from the pandemic and operating at a level where they'd hire a guy with your background. However, I believe this avenue is kind-of like suggesting getting into Oil and Gas sector..... Probably not a good time for that either.... You can sit and wait for these sectors to fully open up but you'd be losing ground..... The best job for you is the one you can get..... Get that job and build some industry experience and tailor your track to EMS after that...... Story.... My initial goal in this business was to fly tours in Hawaii....... I haven't attained that goal because my track changed which has kept me employed over a career...... Try not to get wrapped-up with what people are telling you here on this site (including me). You do what is right for you and your family and things will happen......
  5. Yes, fire/heavy lift is where SIC spots are available. It's valuable because these days you could do a season as a SIC and if you play your cards right, you could move into a PIC spot pretty quickly. More and more utility operators are utilizing 60's and I've met pilots with zero 60 time move into PIC spots within a year... Basically, it's your 60 time that's valuable so use it to your advantage.... PJ Helicopters comes to mind as I know they lost a few of their pilots this year.... Additionally, don't rely on what you read for minimums. If you're the right person, minimums can be waived. This is why I say "talk" to people. Sending resumes in with a later follow up call won't cut the mustard...... Also, some of the majors have recruiters who can provide some info. In this case, REACH comes to mind as I've received calls from them......
  6. Without getting into the weeds, it appears you need to go talk to people working in the business. Learn about the industry you're planning to work in. The internet will provide you with some basic info but, a lot of that info is based on opinion. Therefore, go out and press some flesh and talk to people (working pilots) face to face and get some tangible intel. And COVID is no longer a hindrance to meeting people.... Your first goal should be to get your foot in the door. Your original post was on Jan 8..... What have you done since then to further your goal? BTW, IMHO, for you, yes, SIC would be valuable. v/r
  7. As far as the Bay Area goes, there are no other "closest" options to SF or Oakland...... BTW, Hayward is close to Oakland so you'd need to clarify what your boss means when she says "too far".......
  8. You say you’ve “wanted to fly your whole life.” Understand; one joins the military to be a solider and then they let you fly. Same holds true for LE, ala, one joins a PD to become a Police Officer and somewhere down the road, they let you fly…… Both career paths require a monumental amount of commitment with no guarantees. Specifically, if your reasons to join the military or a PD is “free” flight training, you better think again….
  9. Help yourself to any of the advertisements surrounding this thread and you'll find pricing... That, or simply google "R22 flight instruction in the US".......
  10. Easy..... Plan on spending about $100.000.....
  11. Go to the Helicopter Association Internationals HeliExpo and attend the "Military to Civilian Transition" course. IMHO, it's a good course well worth the time and effort.
  12. One detent. There is no clockwise/counterclockwise. It’s on or off. Like Eric said, it’s not the 206 so that procedure doesn’t apply. And, it’s not called a “jet” engine. It’s a turbine engine. I suggest you read the flight manual in its entirety before you jump in…. With that, I have no interest in why or what you’re doing. However, time with an instructor is the most appropriate way of going about it. Basically, it sounds like you should rethink your situation and stay within your lane ala; just because you can, doesn't mean you should.....
  13. The Boing article stats start in 2019. That means pre-COVID. The airline business tanked this year furloughing hundreds, if not thousands of pilots and, a lot of them were experienced helo pilots who made the jump to the airlines pre-2020. Guess what, those experienced guys just went back to the helo business taking back jobs from the lesser experienced pool that remained. Hence, why you haven’t seen total time requirements decline. So in 2020, you had greater numbers of available experienced pilots in a shrinking industry. No shortage. The SUU article comes from a flight school. They sell flight time to people who want to be helicopter pilots. They’re not in the business to tell you the truth. They’re in the business of separating you from your money. If you have a while to sit and read, search “shortage”. Open the last page and move forward from there and you’ll get the gist….. It's been said a bazillion times before, there is a path to success in this business but sadly, it doesn't have any shortcuts....
  14. Your wording is a little confusing to me and to be clear, what I describe will be for a UH-1H…. The throttle is set just below the detent prior to pulling the starter switch. At or just above 40% N1 is when you release the trigger. I have found with some UH-1’s it will start cooler if you hesitate going off on the trigger, like at 42%. Once you go off on the trigger, roll the throttle on into the detent (slight roll on past the detent then back to the detent). I normally just leave it there and consider this position to be “flight idle”. If you have Dimond J gauges, it may sense a torque spike if you roll the throttle up to aggressively. Therefore, I try to keep the torque below 15% when rolling the throttle on.
  15. Like what? Sorry to inform you but this industry is shrinking, not expanding. So far, the responses regarding building hours have been the same responses given over decades. At the entry level, this business doesn't change. Building time as a CFI is the best way to gain time -quickly. Otherwise, re-up and go the Mil route... Check the search function for more detailed info on what your looking for..
  16. The Robinson products have specific SFAR hour requirements to teach in them. It’s probably a good idea to meet those requirements. Of those required hours, not all of them need to be in a Robinson. I’d suggest getting time in the 300 while building that time to meet the Robinson SFAR. This would allow you be more marketable to wider verity of schools.
  17. I used to advise against joining the Military if you were just interested in flying the helicopters. However, with todays Military, its a good choice. In many ways, much more rewarding than the difficult path of the commercial sector. Plus, you get the soldiering experience with the disciplined lifestyle as well. That said, if you're not into that then the choice is clear.......
  18. IMHO, the Military and commercial sector are two completely different animals. That is, you shouldn't join the Military to become commercial helicopter pilot. Plus, as already pointed out by Eric, not all Military applicants get to be pilots. Moreover, not all ex-Military pilots who attempt to find commercial jobs after they separate actually find work; ala no guarantee. Same-same holds true for the civil side as not all civilian trained pilots find work either. This business is a risky business in more ways than one. I suggest you do more research and learn what is takes to succeed in either the Military or commercial sector and go from there. Best of luck.
  19. Thank you Hobie.... However, after doing so, "My Attachments" file still indicates a 100% full (actually 118% full)...... Weird.... In any case, thanks....
  20. Anyone know how to clear out or delete "My Attachments"? Apparently, I've used up all the available space, and then some... Thanks in advance.
  21. 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…..
  22. 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
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