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Everything posted by IFlySky5

  1. Goldy, Is this in the Piru training area? I haven't heard anything myself, but I am in St. Louis right now as well... Thanks IFlySky5
  2. Hi I agree with the statements made here...and all I can say is I wouldn't want a visit from FSDO after he/she sees the series! Regards, IFlySky5
  3. Hi It really is a form of PIO (pilot induced oscillation) and I guess it could be compared to GR but you don't get ground resonance in all rotor systems...but we already know that. Air & Space Ground Resonance PIO or Pilot error would be the box I'd check off Regards, IFlySky5
  4. Hi Too bad we are in a "sweeps" month here...I might have actually gotten the station to approve SKY 5 attending this as well! Murphy's law prevails again Hopefully next time Regards, IFlySky5
  5. Hi I've been intrigued by what our local Enstrom guru had to say about this mutant...so I looked around here on the net and found something that completely contradicts what I was told about this aircraft. So I took my new found evidence to him. He went on to tell me that Enstrom did in fact produce this aircraft, and that the other non-Enstrom was indeed not the ship that was being offered in auction on Ebay. The other privately produced turbine does/did exist and had a very similar appearance, which was a cause to his confusion between the two! Along with the less than ideal images... Any way here is what I could find out! It is a Enstrom 280L Hawk Only one flyable aircraft was produced, another was a proof of concept mock up (Which I believe is the ship that was offered in auction, I say this because the flying ship had true Enstom landing gear and this one has tubular gear) The rear cabin doors are tracked and actually slide open on the flying ship...this one doesn't appear to have those tracks and leads one to believe it is the POC mock up. Any way! Here is a pic of her flying...back in 1978! Regards, IFlySky5
  6. Hi The only operation I know of in the mid-south is: Helicopters Incorporated Hope this link helps you get some information Regards, IFlySky5
  7. Hi I would have to guess that the operators are looking at and using these minimum numbers because their insurance provider is setting them on the policy. I suspect that some operators will set the minimums higher than the what the insurance provider would have as well. Most flights are going to be part 135 while some might be part 91. Part 135 requires a bit more from the operator to comply with to keep that certificate. And generally that operator wants a pilot who is checked out already with a 135 check ride. I flew tours in L.A. on a part time basis and it isn't super demanding flying. Since we would discuss segments of the flight with the passengers (Over Sunset Strip now and moving on to Downtown Hollywood...that kinda thing) it helped to have some people skills. There wasn't much demand for a full time tour pilot and operator in the greater L.A. area, the last one I knew of was AlexAir flying from the Ports 'O Call village at the L.A. harbor. I fly on that tour as a kid in a 500C! Just some of my thoughts on the minimums and flying tours... Regards, IFlySky5
  8. Hi I have been told by our local Enstrom guru that this was a one off turbine ship, and not built by Enstrom. It was built by a family in New Jersey, and was built prior to the 480B concept come to fruition. Our guru actually saw it fly back when! It had a Allison C-18 that was rearward mounted with the compressor intake facing toward the tail boom. The front cabin and tail boom were F28, the mid-section was a complete fabrication. Were the original recip engine lived, a side to side baggage compartment was installed, with the wooden floorboard that can be clearly seen in one of the pictures. In that same picture you can see the idler pulley that linked the turbine to the drive system. This was a one off...sadly it looks like it was sent out to pasture for salvage! Regards, IFlySky5
  9. Hi There aren't too many things I miss about flying in SoCal...but events like this is one of them! Goldy if you attend be sure to get pics for us. Regards, IFlySky5
  10. Hi Summit Helicopters @ Whiteman Airport in Pacomia, CA operates what was originally the "Screaming Mimi" from the TV show "Riptide" N9VY S-58T Regards, IFlySky5
  11. Hi First off do you have the visor housing that accepts the mount? or are you just looking for the mount itself? The standard visor housing on the SPH-4 & 5 do not allow for the mount. The 5CG allows for a quick mount and dismount of the NVG mount by means of a spring loaded retention system. Where most SPH-4 & 5's are a semi-permanent mounting to the visor housing. My helmet collection The part numbers for the mount are as follows: P/N A3260913 for HGU-56/P helmet P/N 3151AS150-1 for HGU-84/P helmet P/N 271073-1 for SPH-4 AF/B and SPH-5 helmets These will work with AN/AVS-9 (ITT F4949 Series) systems Regards, IFlySky5
  12. Hi Wow terrific shots...thanks for sharing them! IFlySky5
  13. Hi The techniques listed should be tried...will work for some and not for others! Time will be the one certain thing that will bring you to a comfortable level on the controls. Keep flying and remind yourself to relax, relax your body. Kinda make it part of your scan as well after the panel sweep, ask yourself are you white knuckling on the collective and cycle...if so relax your hands and let the rest of your body follow. Don't go so limp you aren't flying anymore...! Find your own balance. You don't need so much muscle and grip to fly the aircraft in most cases it creates a adverse control effect. Relax and have fun...it will happen in time! Regards, IFlySky5
  14. Hi I'll fly whatever my employer puts on the contract. There are a lot of open ended variables with such a question...way too many to list in all honesty! There isn't the all encompassing machine that solves/fits the customer/contract requirements. That's why there are so many models and manufacturers around the world building a variety of machines to fill specific niches. My personal preference would be Bell, and it is just that as a pilot...a personal preference. IFlySky5
  15. Hi Helicodger Thanks for the link and heads up on the article! I remember sending this link to the station manager and news director of my station while not the first one...a first in another way!: ENG helicopter goes on display at Newseum Regards, IFlySky5
  16. Hi RkyMtnHI, Thanks for the welcome! I've asked around and hunted over the past 24 hours and honestly haven't found a job posting for a CFI with less than 400 (one of seven posted) the others all wanted a minimum 500. I'll let the posted job offers speak for the state of CFI hiring requirements currently. Doubt these numbers? Look at the Helicopter Jobs offered here on VR and at Just Helicopters. I can't say I personally knew a CFI with 200TT that was hired, I will earnestly ask around and find if I can find one. I don't doubt that they exist, after hearing what I've been told directly within this forum that the slots are out there for them. If presenting the current state in a actual light is discouraging, well I didn't make it that way...just seeing it for what it currently is. And as I said before, if one guy tells you what you take as a discouraging statement you'll have a tough time in learning to fly and a career in the helicopter industry. There are many who are more blunt and less tactful than I...that is for sure! Regardless thanks for the welcome it is appreciated! And while this doesn't directly reference the 200TT CFI thread I can't help but link to this thread: How much would you sacrafice for a flying job? Regards, IFlySky5
  17. Hi I heard that all lived, and only one of the three was in guarded condition. I wish I could find the N number of the mishap aircraft, as AIR2 was here in Memphis in Feb for a month and I talked with some of the crews quite a bit. See my Air2 pics here: IFlySky5's Air2 pics Regards, IFlySky5
  18. Hey ChprPlt, Wow these are really tough breaks you've encountered...I am sympathetic to you, your family and your dilemmas! I suspect your posting was a difficult thing to make, it takes a lot to put that out there for the masses to see and ponder for themselves. I'd tell you right off that you must stick with it, don't throw in the towel now...you and your family have sacrificed far too much already for that to happen. There are jobs out there, however there are a lot of pilots as well for those slots. Be persistent, clearly you are that already to be where you are and have giving up what you have to continue to fly. I can't say what kind of slots are available in your area and what the industry has in that marketplace. So I'll tell you I moved around...it was hard on the family, and myself. There are few guarantees in life, fewer in the industry. (not discouragement...just reality once again!) Carpet bomb the posted jobs that you meet the requirements for...then do a follow up call to the chief pilot or their assistant. Put your voice with that paper in their minds. Ask them when you can plan to meet for a face to face and complete a check ride. If they don't have dates available for you on that first call...don't hang up without asking when you can call back to find out if you are in the advancing on to the next round of prospects for that slot. Be in their face for the job you want, but be tactful as well here. It is a fine line to walk but one that has worked for me time again. Plan on moving sooner or later...it tends to go hand in hand with being a helo pilot in most cases. There are jobs out there that allow for a family and flying...I've got one! It wasn't my first job that is for sure. ENG and EMS are going to be your best bet for a semi-normal family lifestyle, but they even infringe on that at times. If your wife and family can continue to support you and tolerate the roller coaster ride that the industry brings...you are half way there in my opinion! The other half will come with your persistence and willingness to go to where that 1st commercial job will take you. Regards, IFlySky5
  19. Hi Thanks for sharing that link Looks like he was just way too hot and high for that LZ and elected to try to get in anyway...even after the "Wo' Horsey" maneuver didn't give him the slowing/closure drop that he hoped for! Easy to say from my chair, but I think I'd have missed approach and gone around for another approach in to the LZ. Oh a sh_thook wouldn't have made it in there either... One last thing is it looks to me like he had a bit of a tail wind here and that compounded the poor approach to this LZ...anyone kinda see it? Regards, IFlySky5
  20. Hi Look, I guess I am making points that let others look at a situation and draw a conclusion as to whether or not what is being told to this guy is believable or not. The point that is being made seems to elude most who have replied here to my postings. Do you have a written offer of employment with them once you hit that hourly mark? There is a lot of lip service in the industry, it isn't any different in that way than most other industries as well in this regard. You will encounter it through your flying career, most have in one fashion or another and hopefully have learned from it. Not a line of discouragement...just real life! Please let me say this...I hold no pilot in disdain, I never said anything of the like. I purely stated I'd favor a higher hour and experienced CFI, who wouldn't? I know I came from a zero time pilot back when myself and I am "NOT" holier than thou! Chances are you will not (and in my opinion again here, should not) have the same instructor through all of your training. You will like and dislike a variety of things from different CFI's as you progress through training. Some will be excellent instructors and pilots, others will not...or could very will be a mix of both these. The great thing here is we can agree to disagree...no side is absolute! I didn't tell this guy he could come and fly a Robbie as a CFI with 200TT, whoever did was the one who gave him the false idea of what to expect...a written agreement would remove the potential misconception and/or false belief. Telling and a true written formal offer make the difference here. Does anyone disagree that a 500hour CFI is in all likely hood a far cry from a 200hour CFI? At that level I would expect I am getting a competent and experienced CFI for my time and money. @ Clay it isn't discouraging...it is a possible reality. Why aren't you telling him that? Why not show him the other side of the coin here as well? If you want it bad enough you wouldn't let a bit of reality discourage you any way! You most likely say..."Well ok that might very well be the case so I'll continue to fly and maybe with another 100 hours and continuing to send out my resume I'll get that job." Because that is really what it takes...and not just hitting a set hourly mark that someone gave you verbally as the datum to get a CFI job! What happened for the other guy isn't the same as what will happen for the next guy, that is a standard for sure. If you get your first job as a CFI with 200, you could get one as a commercial pilot with 200 as well...you could get a lot of different scenarios occurring depending upon the who, where and why. My outlook and opinions are just that "mine" and I'll choose to stand on the side of the non-sugar coated smack that is thrown around too loosely these days, since you don't have to honor it, and often won't because it was verbal. Things change and are often misconstrued when it isn't written. Regards, IFlySky5 P.S. thanks for the welcome, it is appreciated! (edited for the P.S.)
  21. Hi Rotormandan...I am "new" here at VR, but have been flying helicopters for well over 20 years now. I am currently flying a Bell 206B-III for Helicopters Inc. in Memphis, TN I average about 480 hours a year...and am not a CFI, never been a CFI either In the civilian sector it is indeed the normal way to get your first job. That doesn't make it right does it? So there is no need for me too call a school and confirm that they are hiring a low timer to teach another to fly (does the blind leading the blind come to mind?) Why do they do it? Well they can pay that grateful new hire CFI a fairly low salary and he is happy to accept it as well. Ask yourself this, do you think you are getting your monies worth when you put up your block money on account and get that 200TT CFI as your instructor. I know I wouldn't be happy drawing him/her...another blunt and non-bs statement on my part! If you are happy with just getting time in a type of helicopter that I suppose you would and could be. BUT if you are there to truly learn to fly, and not just help that CFI build their time in some distorted reciprocal industry accepted helicopter ride along then get the high time CFI the school has on staff. @ an average of $250.00 or more hourly you need to get the "MOST" for you money! Regards, IFlySky5
  22. Hi To resurrect a old thread...and add on my two cents worth. Before I left L.A. it was indeed the case you could no longer be on-air while on the controls. I ended up flying my last 20 or so hours in the ASTAR acting as PIC for Scott R. on the morning show while flying 71HD. Heli Inc. policy is the same, no on-air while on the controls and since most of our ships have the duals removed there are very few pilot-reporters on staff. Now we can and still do voice over and Q&A with the anchors to the video we are sending back to the station. Regards, IFlySky5
  23. Hi Well let me hear from you when you get your CFI or CFII job at 200 hours Look I am not trying to discourage you from pursuing flying, to the contrary I am telling you what most won't here about getting your first job. Since the motivation of most schools is two fold.(since they are a business and the bottom line, is they want & need your money first and foremost!) Most schools also want to teach, and teach you correctly! I also feel I need to say that there are a lot of very decent schools that will teach you and will care about you and the quality of instruction you will receive. There are those that won't as well. @Clay, rotormandan & JDHelicopterPilot No thought scares me more than a 200 hour CFI teaching a zero hour student. It is indeed a trend that the industry and the safety record clearly reflects so. And to not be able "allowed to do emergency procedures" is clearly a heads up that you should not be doing instruction, and the school clearly knew that...yet turned you loose to teach??? Com'on! Out of the industry-wide CFI available slots, for you guys to have gotten one @200TT you were the exception and not the rule. Do you really think that most CFI's started teaching @ 200TT? You better go back and ask your instructors how many hours they had when the landed their first CFI job. On another note if it were a acceptable ideology for a low timer to teach another low timer, don't you think that the military would employ this approach as well? Well that isn't going to happen...and for good reason as well. Think about it for a while, and then ask yourself why you think you would be willing to have a 200TT newbie teach you! I hear a lot about how forums and postings are slinging "this is BS" and "that is BS" here and there. The fact in all honesty is that if you think you represent the industry standard for a CFI with or about 200TT you are full of BS, you are the lucky exception so enjoy it. And get yourself checked out by the schools training pilot to teach "emergency procedures" because the flying part isn't too difficult...it is the proper emergency procedures that save lives when the crap hits the fan. Regards, IFlySky5
  24. Hi Yeah it is called a syncro-mesh rotor system, Kaman called them synchropters. The KMAX is a beast and doesn't have the greatest safety record around (I'll attribute that to the flight profile that it lives its life in and a lack of a proper training platform) It is reported that a total of 38 K-1200 K-MAX helicopters are known to have been built, of which 14 are now un-flyable or have been written off in accidents. There is a ROV variant I can't seem to confirm it, but if I recall what I read properly I believe that production on the KMAX has ceased. Regards, IFlySky5
  25. Hi Sorry to pop the bubble...you aren't going to be teaching in any aircraft with 200TT I don't know who is feeding you that line! But the reality is that it shouldn't happen and in all honesty likely won't happen! Most insurance companies, let alone a reputable flight school would not allow it to happen like that. I lived in SoCal for over 20 years, and flew for the better part of that there as well before relocating to Memphis. CA is stupid expensive in the cost of living. As has already been stated it is best if you have a friend or family to live with at almost no expense since you'll need every bit to pay for flying. Call or visit with John @ Iowahelicopter (I've got not contact nor personal experience with him) but I am sure he will tell you straight out your 200TT isn't marketable as a CFI Sorry to be blunt...but the way things are sugar coated now a days is very misleading. I blame "them" for taking your money and not being completely honest with you about the state of the industry! Regards, IFlySky5
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