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aclark79

VR Member
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    85
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11 Good

About aclark79

  • Rank
    VR Veteran Poster
  • Birthday 03/12/1977

Previous Fields

  • Company working for
    PHI Inc.

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  • Gender
    Male
  • Location
    PDX / Saudi Arabia
  1. Thank you for being brave enough to share your story. I'm very glad you made it out alive. I've had moments that I regret, where I would do it differently if I had it to do over again. I hope that you know now what you should have done and will use this moment to help you do the right thing if you ever find yourself in the same situation. It's hard as a new / young / inexperianced pilot to countermand another more 'experianced' pilot, but it has to be done!
  2. I always thought the idea that there should be an average failure rate was hogwash. When I was a CFI the FSDO came out to audit our DPE because he wasn't failng enough candidates. After sitting in a number of examns he agreed that we were preparing our students very well (overkill was his description) and the whole issue went away. If one of our students failed it was because they were having a bad day, I can't remember a student signed off for an examn who wasn't ready for it. The criteria you're judged on is known, the standards are published and the DPE doesn't get to fail you without a reason.
  3. Lets just say I double check all the circut breakers before asking the mechanic to come out and fix the ignitors that aren't working right. I mean, it wouldn't be so bad if I wasn't the one who had pulled it... or maybe it would have because then it would have meant I hadn't looked.
  4. Butters, sounds to me like you made the right decison. Going broke for 30 hours isn't step forward, its a major step backwards. Add in the danger level and I think you made the right decision. Have you thought about Tuna boats?
  5. This has certainly been my experiance. Every job I've gotten has been initially based on networking and while a resume was required to be turned in, the networking got me the interview and the interview got me the job.
  6. Randy started flying in Vietnam and won the first Golden Hour Award, given each year in recognition to a pilot who has contributed to the aero medical community. Something like 44 years flying and 13,000 + hours. I only know his as a sim instructor when I worked for Abu Dhabi Aviation and was impressed by his skills, his knowledge and his humbleness in person (he is also an author of a few books about flying). I think he's earned his right to speak with authority on the point of EMS aviation in the United States.
  7. http://www.youtube.com/watch?v=0MTyUvPSMQg I worked with Randy and was present in Riyadh when the almost accident mentioned in the video happened. Having two pilots is what saved the flight from becomming a 4 person fatality. I agree with what he has said and think it is time that mandated legislation was introduced requiring two crew, IFR, autopilot equiped aircraft is used everywhere in the United States after a certain date. Thoughts?
  8. I've never heard anything but good things about Mauna Loa Helicopters. Any school can have training accidents... if they operate long enough they will have one.
  9. Don't tell anyone where it is, I want the next job opening! I flew tours as my first job out of flight school, it was in the mountains and I'm glad I had the experience under my belt. Regardless, these flat statements are a waste of time, some guys, some situations, some helicopters, would be fine in the 200-1000 range. Just try and stay safe, keep your eyes open and don't get complacent.
  10. What Wally said. World of difference between passenger tour operations and AG work (or any experimental work). There is even a difference between passenger operations and any other work with helicopters that doesn't take passengers... Just because its safe to fly next to a power line at slow speed (as demonstrated by the power line patrol segment of the industry) doesn't mean I'm going to do it on a tour (or that I'm qualified to do it).
  11. I agree with the sentiment, we're helicopters, not airplanes and that means we do radically different things. Redlining your aircraft and exceeding limitations is inappropriate on tour flights. Those are the kinds of things you do in an emergency when doing them won't make a horrible situation any worse.
  12. There is a big difference between an Instructor and a student pilot (at whatever level) completing advanced maneuvers and flying with RPM below the horn alert level and tourists going for a flight who don't know anything about helicopters. In one, you know the risks, you know the limits and you are exploring them in a controlled manner and you are accepting that if something bad happens you will take your chances. The other, you are expecting to have a fun and above all safe flight. Flying the aircraft out of limits will eventually result in an accident which may or may not be fatal. The passengers on board when that happens deserve better. I taught advanced CFI techniques to final stage CFI candidates, I still didn't execute 90 degree bank turns because they aren't safe. Not crashing during this video is not an endorsement for safety! Low G pushovers are prohibited for a reason.
  13. Which part don't you like, the low level flying or the write up? The write up (if I remember correctly) is from a Dave Barry column where he was joking about a helicopter flight he went on. I think you can tell its satire.
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