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heli.pilot

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heli.pilot last won the day on July 27 2011

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About heli.pilot

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    Washington
  1. I flew there once and didn't care for it. They didn't have a fuel truck and their hangar was not on a main taxiway, so we're burned around 45 minutes hooking up the tug, dragging the ship of the hangar, down to the fuel farm, back to another location for startup, take the golf cart back, etc. It just seemed really inefficient to me. If every flight were like that, there would be a lot of wasted time over the course of your training. To make matters worse I was billed for all that time! Many schools have there own fuel truck and ramp area so you can simply fuel up, fire up, and go... I agree w
  2. I agree, Jimenez sounds like a real winner. Not sure that I believe these guys are flying at 100' AGL and 90 degree bank though. I'm also not sure that I'd call this "unregulated industry" either. No, we don't have minimum altitudes to adhere to, but "unregulated" is just inaccurate. The general public reads this stuff and it just eggs them on. We do need to be good neighbors, or we WILL lose the relative freedom we now enjoy.
  3. [quote name='Shaun' timestamp='1311210965' post='107171' If someone really has legitimate beef with a company by all means, but this isn't high-school ffs. Maybe he's legitimate chicken?
  4. Chilling... So glad that you made it through the experience.... GREAT job keeping your head in the game!
  5. Because the r44 autos so well and would take too long to get down in the event of an engine failure?
  6. Having an instrument rating WILL make you a better VFR pilot - insurance companies and employers know that. Instrument training teaches you precise attitude control and instrument interpretation. I've done partial panel simulated instrument training where the panel was essentially reduced to a VFR panel - there's no way that would be possible without training. Remember too, that VFR is only half of the aviation "system". Without adequate training in both IFR and VFR, you'll only ever have half the picture. I find the thought of SVFR by pilots without an instrument rating quite alarming...
  7. Doing your instrument rating shouldn't really add any time to your total training time. I'd definitely get your instrument rating now, you'll regret it later if you don't. To come back and get your instrument rating later in your career (which I've seen done), you'll pay a lot more money since you'll be buying all your instrument time over and above the 150 total and 100 PIC that you bought for your commercial. If you do it now, you'll likely still get your commercial at around the minimums, but have an instrument rating also. I know a few guys that didn't get their instrument rating and reall
  8. I couldnt find the exact page I was looking for, but I found this page: http://webcache.googleusercontent.com/search?q=cache:cfvAgIEy4KcJ:www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs800/afs810/checklist/media/aero-exp.doc+commercial+pilot+readiness+checklist&cd=2&hl=en&ct=clnk&gl=us It lists 10 hours of instrument time (must have been written prior to the reduction to only 5 hours), but it specifically says the following: "NOTE 4: Applicants for a commercial pilot certificate with the airplane single engine, airplane multiengine, helicopter, gyro
  9. Most of us have made at least a few bad choices along the way, but few are so brave as to publicly discuss the details like this. Thank you, sir, for sharing your experience so that we can all learn from it... And WOW - what a video...
  10. I'd be careful about relying on flight following. Depending on your area and altitude, you may drop off radar coverage or the controller may discontinue flight following due to workload. I've had both of these things happen several times. In either case, you could find yourself in a big mess in a hurry if you don't know where you are. There is no substitute for good pilotage and dead reckoning skills - not GPS, and certainly not flight following. You know your starting point, so simply continue to keep track of where you are throughout the flight. At any point during any flight, you should be
  11. Ground effect increases performance by reducing wing tip vortices and reducing induced flow. When in ground effect, induced flow is reduced by the fact that rotor downwash is subject to surface friction and also has to change direction. As mentioned, these two factors reduce induced flow which in turn increases AOA. The way I look at is similar to the critical angle of attack. Consider the CAOA - more lift is produced as the AOA is increased, up until the CAOA. At the CAOA, the airflow separates from the airfoil and becomes turbulent causing a loss of lift and large increase in drag. I look
  12. That is probably the best yard-stick I have ever heard for measuring the check-ride readiness of a student.
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