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Spirit of '69

VR Member
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About Spirit of '69

  • Rank
    VR Veteran Poster
  • Birthday February 1

Previous Fields

  • Company working for
    Up North Helicopters and Enstrom Helicopter Corp. Gold Seal CFI-CFII, IGI

Contact Methods

  • Website URL
    http://www.upnorthhelicopters.com
  • ICQ
    0
  • Yahoo
    npeters.heli@gmail.com

Profile Information

  • Gender
    Male
  • Location
    Menominee, MI
  1. Nope. Still only made in Menominee, MI. Parts availability and customer service are some of Enstrom's strengths, IMO. Besides making extremely safe, easy to fly helicopters.
  2. $580 for a Raven I at my old flight school... Soooo glad I trained in 300's before they switched over. Otherwise I flat out wouldn't be a pilot right now. I know good guys sitting on $120,000 in debt. Ouch. Good luck!
  3. Updated EAD to 1,500 TIS, and and SDB for every 300 hours after. Most 480's and 480B's have TT straps, and are exempt.
  4. I have almost completed all requirements for the ATP helicopter. I'm looking for a CFII with recent experience either signing off an ATP applicant or that has recently achieved the rating. This is a requirement. I have access to an Enstrom 480B with Chelton (GENESYS) EFIS and GNS 430 that I would like to get spooled up on for a few hours and do some ground to get sharpened up on my skills. We should be able to get through it in 2-3 days. I am CFII rated in helicopters and flying regularly. I'm looking at summer 2016 to begin. PM me if interested.
  5. Thanks 500F, that was the short and sweet version. I will go check out the CDL manual rotormandan, I have some bigger ideas I'm pondering... Trailering my 480B...
  6. So, in the spirit of CYA, I'm wondering what rules should I go by to transport Jet-A in a 100g tank mounted on a truck on U.S. roads in support of a commercial helicopter operation? I called a guy wanting to sell me a trailer, and he said there were none for Jet-A, only 100ll. Although every support truck I've ever seen has markings of some kind, I'm simply having a difficult time finding any regs on the subject that aren't for Pt 139 certified aiports. Thanks in advance!
  7. I went to Lake Superior Helicopters in Duluth, MN. I paid out of pocket. They have 141 and Degree programs but train in 22's and 44's. (used to fly 300's... the good old days) They now offer "Turbine Transition" and "long-line" courses which no guy paying out of pocket would think twice about doing, (correct me if I'm wrong) but they stuck to the 85/15 rule honestly while I was there.
  8. I keep thinking of more... TPP's are full of goodies that cause you to say dumb stuff. Know it well and you will conquer. What is Baro-aided nav? DME-DME .3 RNP N/A? Minimums for Lighting inop? Calculating climb rates based on airspeed? ODP's? If you have a glass cockpit, know the system better than you think you ever should have to... Same for the GPS. WAAS? LPV, LNAV?VNAV, LNAV+V, LP differences and sensitivities. So much info, I'll stop now. But it is fun isn't it?
  9. Where to start... Flight Planning, If you have an MEA that is really high, don't just use your regular cruise speed, (duh) remember to calculate performance, don't just plan 90kts at 11,000'. Bring current, hard copy of everything. Be prepared to use your knowledge of wx and equipment (waas or c-129 gps) minimums in a hypothetical situation and interpret to make a go/no go for destination and alternates. Be prepared for a lost comms or equipment failure scenario on the oral, and when to begin approaches/leave holds. Copy clearances verbatem and ask again if you didn't catch it all. Be prepared to look at all NOTAM's and interpret them. The FDC's in particular. When going missed, don't un-suspend the GPS until you have reached the safe altitude to begin your turn. After going missed, make sure you have a plan for your next approach to give yourself adequate time to get set up. Have a very succinct explanation of either control/performance or primary/supporting methods. Make liberal use of the autopilot feature, i.e. have the examiner fly a heading and altitude as much as possible, just monitor guages frequently in case he puts you in an unusual attitude! If an approach only requires tuning the ILS, make sure the missed doesn't include a VOR. If it does, make sure you tune and ID in case he makes you go missed and fails your GPS! I'm sure others will chime in, but those are all instances I can remember that have caused students I know to fail. (I know a lot of guys who failed ha) Best of luck!
  10. Enstrom 480B w/Flight Logic EFIS Green Bay, WI to Detroit, MI around 4/9/15 with CFII Returning 5-6 days later Turbine ground instruction and syllabus, free Basic Wires Awareness CRM Course, free IFR Currency/IPC (if desired) Fly one or both legs PM if interested.
  11. info here: http://www.faasafety.gov/SPANS/event_details.aspx?eid=48004&caller=/SPANS/events/EventList.aspx?statecd=MN sponsers include HAI, Bell helicopters, FAASTeam Lunch catered by Famous Dave's
  12. lots of guys flying in mn. the mpls fsdo is hosting a heli safety seminar and career fair feb. 7th. here is the info, you should come! http://www.faasafety.gov/SPANS/event_details.aspx?eid=48004&caller=/SPANS/events/EventList.aspx?statecd=MN
  13. so i'm curious about what you are doing, and wondering if i could pick your brain about your ops. are there any problems/limitations combining training and commercial ops insurance wise or irs wise (1 business or 2 for billing) or even faa cfr's. just wondering, i might pitch an idea for some turbine stuff this summer. (i'm looking for experience and building connections as a low-timer cfi/ii) pm me if you'd like, i left it public so others could jump in with their own experiences. thanks!
  14. i'm thinking for simplicity's sake, giving as short of an explanation as possible. for all autos, enter as if its a straight-in. (lower coll. aft cyclic right pedal). all autos will require right pedal, to stay in trim. right turn autos require a little more. on a left 180 auto, the nose will want to pitch down, just correct with slight aft cyclic, to maintain airspeed, scan to confirm. in a right 180, expect pitch up of nose, so forward cyclic, to maintain airspeed, scan. i can see twisting the student pilots' brain in knots with too complicated of an explanation. should say also this is in a 300c. i just want to get this right, so any suggestions are welcome.
  15. does anyone have a clear method of teaching the difference between left and right turn 180 autos? has anyone had students favor one side or the other?
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