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AngelFire_91

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About AngelFire_91

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  • Birthday February 12

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    I'm not even sure where I was an hour ago.

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  1. Well that would be awesome as I'm looking for a place that I could do it on my week off. However, I just looked into them and it appears they were taken over by US Aviation Academy?? Don't know if they still can or not, but thanks for the heads up.
  2. So I've run into a bit of a snafu with a place to get an ATP at, and I'm looking for suggestions. Here's the problem though. I do not have any robbie time. Period. It's my understanding, and please correct me if I'm wrong, that to be able to take a checkride in a robbie I would need 20 hours to be PIC because of the SFAR right? I would also prefer to do it in an aircraft that I have time in, ideally an Astar, 206, or 407 or something which means I really would like to only fly the actual aircraft maybe for an hour or 2 then checkride in it. So, Does anyone know of a school that has a sim I could do the majority of my ATP prep in and then a 206 or something I could do the rest in? Or... How about somewhere that has a 300 that also has a sim to reduce the cost some?
  3. I'll tell you where I have run into problems and things I've heard. I worked for a very reputable UTILITY company that just so happened to do tours also. However, the tours side is the only side people ever hear of or acknowledge assuming that is how you made your hours. I have applied to a couple places that during the interview say things like "Oh, so you worked for ___ flying tours?" where no where in my resume or anything did I indicate I did tours. So to some people it looks like I spent an awful lot of time at a "Tour company" when in reality I did very little tours and mostly utility. Also, I moved into EMS and now fly in that sector. However, I have attempted to get back into the utility world a couple times and keep running into the same problem. Utility doesn't look highly at EMS pilots. So even with previous utility work, they still don't look at you. Point being, I don't know that the actual tenure at a company matters to a lot of hiring managers. Not in the Helicopter world. It also depends on the sector. I know utility guys that are with different companies almost ever summer it seems like. Even guys that have switched mid season. I think most utility operators expect that. In the EMS world... not so much. Morale of my story... too many variables.
  4. The guy that posted the video was not a pilot. However, he does answer some questions in the comments. It was not an instructional flight.
  5. So we have brought this up to our management. We would like to carry one but were told due to our Hazmat policy we were not able to carry them. Leaving my personal opinion out (which you can gather by me saying 'leaving my personal opinion out'). I'm curious what you guys have to say about that?
  6. Agreed! We are still here, and I stick my head in from time to time but... I usually click the "View new content" button and everything is about Warrant Officer this or Selection this or Packet that and when someone does ask a question about training or something usually the first 5 - 10 responses are about joining the military so I just move on with life.
  7. I forgot about the Uniball thing! I was taught that once a long time ago. Amazing how much you forget sometimes. Now.... what was I doing...
  8. My guess, and this is only a guess, so take it for what it's worth. They want to test it at full operating pressure. The pump is driven from the M/R transmission. Therefore at idle the pump will not be turning at it's operational speed. As said above when you switch the hydraulics off you're looking for motoring and binding of the servos which would indicate a failed seal. At idle there may not be enough pressure to push through a broken seal... again. just a guess.
  9. Keep in mind that without any collective input in, there is going to be very little if any actual thrust in the direction of the cyclic. The blades will deflect that direction yes, but without collective input to provide thrust in the direction of deflection there isn't going to be enough force to roll the helicopter.
  10. Both dockets are still listed as Preliminary. http://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20141023X01333&key=2&queryId=7f2aff12-bf4f-4c6d-bd15-1f91150a82c8&pgno=1&pgsize=50
  11. While I would say that 70 hours is a little unusual I don't want to say that it is the end all be all. There needs to be a little more info here. How do you feel YOU are doing? Without being your instructor or watching the interaction between you two it's kind of hard to say that you are not on track for your individual learning. While rare, I did have a student once that took almost 40 hours to solo, and then about another 20 or so for XC's and he was around 110 for his checkride. It happens, not every student will be the same and some take longer then others. However, we had a lot of conversations about what his plans were and if this was right for him and my opinions about him continuing (My recommendation was for him to stop, based on how I felt his learning abilities were) and we also had a couple other instructors fly with him to make sure it wasn't just me that was holding him back. If your instructor hasn't had any of those conversations and is just milking you then you need to consider questioning them or getting another instructor for a second opinion. Everyone is different and maybe you'll progress faster with a different instructor. Sometimes the answer isn't what you want to hear and maybe you just are not cut out for this (It happens) but sometimes it is. Get a second or third opinion on your flying, then decide what to to.
  12. I have a friend that has flown over there for the last couple years. He said that he doesn't believe there are any dedicated EMS operators in the area. Most of them are untility companies that "help out" in emergency situations. He said the military will very rarely help, but sometimes.
  13. Hey guys, I'm looking for performance charts for the Bell 429 and 407. Specifically HIGE and HOGE charts. Fuel burn would be nice to have as well. Anyone have a pdf of the flight manual or at least the performance secton for either of these? Also does anyone have experience in the 429 at high DA's (8000ft+) I've got some questions for you?
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