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Nearly Retired

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Everything posted by Nearly Retired

  1. It's not an aircraft part. Aircraft use hardware with some sort of safety device: Safety wire, cotter pins, or threads with self-locking capability. Whatever that is, those nuts (not to be confused with Deez Nuts) have none of those things. Ergo, not an aircraft part.
  2. Interestingly (or not), the MBB BO-105 has zero forward tilt (or maybe just a degree or two, come to think of it). But in any event, because of the design of the rotor (no flapping hinges), the mast/fuselage obediently follows the angle of the tip-path plane. This is quite unlike a LongRanger, say, where the cabin will be flying along in a pretty level attitude while the cyclic is just about on the forward stop and the tip-path plane is tilted very far down-in-front. At cruise power settings, some 105's would boogie along quite smartly at 120 knots. At that speed, you would usually see up to *10* degrees of nose-down cabin attitude. What an uncomfortable POS that thing was to go cross-country in. I have done some looooong flights in from offshore to New Orleans (like 1:20 enroute) that were just hell on my neck and back - because you're slouched over against the shoulder straps, and with your head tilted up just to see the horizon. One would hope that they figured out a better way for the BK-117 and EC145.
  3. I flew in the GOM for a number of years. A roustabout's *lunch* weighed more than 30 pounds. Just about everything offshore weighs more than 30 pounds.
  4. Umm, I hate to break this to you, Clay...I mean, I don't know how old or young you are...but there is a lesson we all must learn at some point in our lives: The universe really doesn't care about you. It doesn't care if you've wanted to do something all your life. It doesn't care how badly you want something, nor for how long you've wanted it. Life ain't fair. Nobody ever said it was or should be. That is an assumption *we* make. Yes, there are apparently one-eyed pilots out there flying. I would not hire one, personally. My depth perception is bad enough, and I've got *two* eyes! (But they're really beady and really close together, so I might as well have monocular vision. The best pilot I know is my buddy Brandon. He's got a head like a frog...eyes waaaay out at the corners of his head, moving in different directions at different times. The guy's a maniac with a long-line! That doesn't mean you *can't* become a pilot. The last gig I had, the helicopter had a fuel endurance of 1.5 hours. Other ships in our fleet had tanks with enough fuel for 4.0. They kept asking me if I wanted one with a longer endurance (fewer stops to refuel), and I was, like, "No, thank you!" I was glad I had one with the "little tank" because anything more than 1.5 would be a problem. I'd have to have a copilot to hold the controls while I...well...(ahem) hung it out the window. And I would hate to have to embarrass a copilot in such a way.
  5. Trust me, Claymore, if you become a helicopter pilot, you will not have to sit for "hours on end." That's for fixed-wing pilots. Some fixed-wing pilots are lucky enough to have bathrooms onboard, which would be a necessity if I ever decided to pursue that side of aviation. That said, some tour operators will get pissed (sorry for the bad pun) if you have to periodically get out to pee. And if you're an EMS pilot at a site landing in a populated area, finding a secluded spot to relieve yourself could be a problem. Helicopters draw crowds. "What's that man doing, mommy?" "Uhh, what? Oh Lord, nothing, honey. Just don't look, sweetie." "But mommy, he has a penis that's smaller than mine!" "Well, he *is* a helicopter pilot, dear." "But mommy, isn't daddy a helicopter pilot too?" "Yes, he is, dear." (Huge sigh) "Yes, he is." If the situation is chronic and you cannot go for at least a couple of hours without having to pee (or worse), then perhaps aviation is not the career for you.
  6. LOL, I suspect our Preston might be a young dreamer. But let's not discourage him! Lots of us started our careers by dreaming of helicopters. Speaking of which... Can I add a little anecdotal story? Back in the late 1970's, when I was just a wee student pilot, I was working at an operator as a charter dispatcher. One Sunday evening when it was real slow, a friend dropped by in his Army Guard UH-1H. He came in and offered to take me for a ride. Of course, I accepted! I hopped in the back. In the air, my friend (who was flying in the left-front seat) had the guy in the right-front seat switch places with me so I could take the controls. Talk about a treat, right? So we did (carefully) switch. Yes, it can be done. We did it. And I got to fly for a few minutes the legendary Huey...which...just felt like a *much* bigger version of the 47 I was learning in. Can't say who, what, or where, of course, but it was one of the highlights of my budding career.
  7. In Rolling Stone Magazine, famous musician David Crosby (do I need to list the band he was in?) has an advice column called "Ask Croz." In the latest issue, an 18 year-old kid asks him how to go about making a steady income from music? Crosby pulls no punches: "The only reason you should become a musician right now is because you cannot do any other thing." When I read that, I laughed and thought about how it was similar to the situation in aviation. You can run numbers...you can make pro/con lists...you can ask for advice from now until doomsday. None of that will likely matter - for there simply are *no* guarantees. You'll make it...or perhaps you won't. You might score a job at which you'll be able to make some money and repay your flight school loans...or perhaps you won't. And so perhaps the best advice is what Crosby gave to the kid: The only reason to become a career pilot right now is if you cannot do anything else. And by that we mean, because you simply cannot imagine yourself doing anything else that will be as enjoyable, rewarding and fulfilling. If it's a toss-up...if there are "other" things you might do with your life...things you like to do and depending on the circumstances *could* do... Then flying is probably not for you. If flying is something you have to do, then go fly. It will take all the determination you possess. For a lot of us (most of us?) there was never any question about what we wanted to do with our lives. We doggedly pursued aviation as a career. The ones who only made a half-hearted effort usually quit along the way. Good luck in your decision-making!
  8. BWAAAAHAHAHAHAH! Oh man, Nate, yer killing me! Listen man, helicopter pilots have ALWAYS been viewed as a dime-a-dozen. Even during times of pilot "shortages," there are always enough drivers to fill the seats. And if not? The operators really don't seem to care. They'll offer extra days (we call it "workover") to their existing pilots, who eat it up because they're always hungry for money. If push comes to shove, they'll up the workover rate a little. It's an eye-opening experience when a pilot first realizes that employers regard him with such disdain. "All I do for this chicken outfit and they treat me like this?!" Yep...yep they do. And they get away with it, too. See, what the operators bank on is the integrity of a pilot. They know that we would never...*could never* mistreat an aircraft no matter how badly *we* are treated. It doesn't work that way. I've never met a helicopter pilot that didn't have a deep, emotional bond with his aircraft. They're like dogs to us. (I would say wives, but wives come and go.) My point is that operators know they can get treat us as badly as they want. All we can do is quit. And when we do, they'll replace us. It's funny...just sitting here writing these words, I can come up with numerous examples right off the top of my head of pilots...friends of mine or people I know personally...who've gotten screwed recently by employers. However, the fact that it's an indisputably crappy industry doesn't take away the pleasure we get from flying helicopters. To me (11,000+ hours), it became a J-O-B a loooooong time ago. But that doesn't mean I don't still love flying. I had a couple of job offers for this coming season, but I've turned them down. It's not that I don't want to fly anymore (I do), but I don't need to fly anymore (financially or emotionally). So I can stand down this year and spend the summer doing non-aviation things with my non-aviator friends for a change. There will always be pilots who tell you, "I've been doing this for fifteen years and it's not a job for me yet!" Yeah, I think I said that too, twenty-three years ago when I was just fifteen years in. But if pilots are being honest with you, they'll give you the good *and* the bad. I believe that's what you're getting in this thread. I've read some really good posts from guys who are actually in the industry and doing it. For instance, Helonorth suggests going fixed-wing. And I generally concur, if money and stability are important to you. But I also know what it is to catch the "helicopter bug." There is something about flying these wacky machines that is just irresistible. And for some people nothing else will do. You may be one of them. If that's the case, you're in good company here. Over the years, I've learned to not be a dream-stealer. And if your dream is to be a career helicopter pilot, then go for it! Just recognize that it *will* be a long, hard, expensive road. (More expensive than the flight schools are quoting you.) And, well, it might not happen. Not everybody who wants to be a professional pilot is successful at it - for a number of reasons. But for those of us who wanted to do this for as long as they can remember (me, for instance), we didn't take "no" for an answer. We just f*ckin' did it. Would I do it again? Ehhhh, not so sure about that, but you cannot change the past. So party on, Garth.
  9. Nate, you've been given some pretty good advice so far. I can only add that you really have to love flying helicopters to start from scratch and make this a career. And while *you* may love flying helicopters, your wife might not like it as you get down the road. You say she's okay with "several" years of hardship - I'm not sure people understand the meaning of "several." Or "hardship." Could be longer and harder than she thinks. (That's what she said!) You've obviously given this an enormous amount of deliberation and some research. I say go for it! What have you got to lose? Marriage, kids, credit rating, sanity...your life? Well, you wouldn't be the first helicopter pilot to lose those things. If you love it enough, those tradeoffs will be worth it. And we're not being flippant here - you could stand to lose all of those things and more in pursuit of your dream of becoming a pilot. But that's on you - only you can make that decision. But recognize something: The helicopter industry really, really sucks. Like others here, I've been in it a looooong time, and I still hear scare-stories from young pilots about getting screwed (not getting paid) by operators. Or having to fly deficient, borderline-unsafe equipment. The stories make me sick. We like to think that all operators are on the up-and-up, honest, with integrity and only provide the best-maintained aircraft imaginable...but that's not always the case. And you, Mr. Low-On-The-Totem-Pole...*you* will get to fly some of them, perhaps for some shady operator who'll throw you under the bus after the inevitable crash. Think I'm kidding? Call me. I'll tell you about the friend of mine who lifted off to a hover and had piston blow clean off his engine. He put it back down on the ground and discovered that it was on fire. Jumped out and watched it burn to ashes - only the tail rotor pylon survived. If the jug blown off a minute later when he was up at 500 feet, he'd probably be dead. "Lucky" guy! Oh, and remember that Astar that went down in the East River of NYC a while back...the shoe-selfie flight? We know that one of the float bags did not inflate, which caused it to tip over in the water, which caused the passengers to drown because they couldn't release their lanyards. Well, what did *not* get publicized (but was known within the industry) was that the company had a problem with the floats on THAT SHIP in the days prior to the fatal flight. They probably forgot to mention that to the FAA. Shhhhh! Very hush-hush. Aside from that, line pilots at that company were not real happy with that lanyard arrangement but went along with it and...well...we saw what happened. Hey, forewarned is forearmed. We humans generally tend to look at the positives...the good aspects of things like aviation. "Oh, what fun I'll have!" Yeah, maybe you will. Probably you will! I'm not trying to talk you out of this cockamamie scheme, but do not fool yourself that this is a great industry. It ain't. Know what you're getting yourself into. Weigh the risks versus the rewards. And then if you still want to do it - hey, it's your life - you only get one shot at it.
  10. Discap: "HeloNorth Why is NTSB focused on the FLI. Nearly Retired said that it displays all kinds of faults." Not "faults," but parameters. Whichever power parameter is approaching a limit, *that* will be the one the needle is showing. Could be torque first, but not necessarily.
  11. That's interesting, Spike. How then does one do a practice autorotation in a B3e?
  12. Discap, 254 is waaaaay below the NR operating range for that model. The power-off lower limit is 320 rpm. You get that dad-blamed annoying Astar warning horn if it falls below 360 rpm. So 254 is crazy-low...count-the-blades low. (EDIT: The "FLI" they refer to is the First-Limit Indicator. Airbus started putting these gauges in their helicopters back when the company was called Aerospatiale. Basically, you get one gauge that can display engine temperature, torque, or rpm. Whichever parameter gets close to its limit, that is the parameter that will be displayed. So it might be showing your torque...or temperature; you have to read the fine print to find out which.) With some accidents, it's really hard to fathom how or why they occurred. This one in particular leaves us scratching our heads. On one hand, we had a "safety pilot" who had quite a lot of experience in the AS-350. In the other seat was a dual-rated pilot (with less than 100 r/w hours) who just came through the factory Astar checkout, was probably the very proud owner of a new aircraft. And even if he didn't have very much total flight time (1,100 hours), he was probably pretty sharp on Astar emergency procedures and such. On the other hand, we have two guys who decide to initiate a practice autorotation in, as kona4breakfast points out, a very bad place. I would guess that one of the pilots probably had to pee, and so decided to set 'er down to, umm, "stretch their legs." Yeah, sure. Come on, we've all done that. And, since they were going to land anyway, hey, why not do a practice auto on the way down? Must've seemed like a good idea at the time... I wonder which one of those guys suggested it? The NTSB report shows them closely paralleling the long, straight shoreline with probably a long stretch of exposed sand. So they SHOULD have been within gliding-distance. The pilot/owner initiated the throttle roll-off. The report seems focused on the FLI (first limit indicator) but at this point it's irrelevant. When the throttle is in IDLE, the *ONLY* important item is rotor rpm. In this case, that figure decreased and decreased until it was seriously low. Sooo...no "collective down"....no "cyclic back"...no nothing but a little reduction in power-pedal. And so we have to ask: WHAT THE HELL WERE THEY THINKING?? Wasn't either of them watching the tach? Unfathomable! Rotor speed is life, no? Don't we all know that? There was approximately eighteen seconds between throttle roll-off (at 10:57:35:25) and impact (at 10:57:53:50). Not a whole lot of time, but time enough for the "safety pilot" to realize that the entry to this practice auto was bad. The procedures for this do not change from single-engine helicopter to single-engine helicopter. If it's f'-ed up, you bail out of the maneuver early. And clearly...CLEARLY!...the entry to that auto was f'-ed up. I, for one, cannot believe that a Robbie-trained pilot would *not* immediately push the collective all the way down. I, for one, cannot understand how those two pilots could listen to that damn Astar horn going off and not *DO* something about it! (Is the low-rotor horn in an Astar even mutable?) How do you *not* pitch for best-auto speed?? Was the "safety pilot" asleep? I mean, no offense intended Discap, but as the kids say, WTF! At 10:57:42, or less than ten seconds from impact, the "safety pilot" finally decided to get in the game. He grabbed the controls and, according to the NTSB report, it appeared that both pilots were manipulating the controls at the same time. Really? Was this one of those situations, like... "I've got the controls." "No, I got it." "No, I've got it!" "That's okay, I've got it!" "I SAID I"VE GOT IT, DAMMIT!" Aaaaaaaand, crash. Or did the "safety pilot" take over and the owner/pilot was just following through? That's even worse to imagine, because when the "safety pilot" got on the controls, he evidently did little or nothing to recover the main rotor rpm. Getting the collective all the way down might've helped, as would have hauling bac on the cyclic and loading the rotor. Maybe some quick S-turns? Something? None of those things were attempted. The owner/pilot did cycle the throttle a couple of times, but never returned it and left it in the FLIGHT position. Again, unfathomable! The NTSB report does not address why the power did not appear to come back in and bring the rotor back up. Look, we all know that every "practice" auto may turn out to be a "for real" auto and you have to be prepared for that eventuality. And so if you roll the throttle up and nothing happens, well, no big deal, you do a full touchdown. You expected that. As you are screaming toward the ground with no rotor rpm, that's not the time to be dicking with the throttle. I'm sure they did not intend on doing a full touchdown, auto-with-ground-run on a sandy beach. But why on God's green earth would you initiate a practice auto when you weren't even in a position to glide to the beach? Again, unfathomable some more. Helicopters with the type of engines we call "free-turbine" are sometimes deceptive. In a flat-pitch descent, there may be little difference in indications between IDLE throttle and FLIGHT. This is especially confusing in a 206B; not much changes and you CANNOT tell what position the throttle is in without looking at it. You do *not* always get a needle-split in a 206B - and I don't even think the Astar has a dual-tach. Oh, and not sure about the Astar, but maybe the pilots were assuming that they would see "some" indication on the engine instruments that the throttle was back up at FLIGHT, but did not. And maybe that was normal. And so maybe the "safety pilot" said, "Cycle that damn throttle again!" But when you initiate a simulated auto at around 500' agl, there ain't a bunch of time to troubleshoot stuff. And if you're really sharp in 350-B2's and now you're in a B-3e, maaaaaaaybe you should get a little ground school in the thing before you blast-off for Alaska. Eighteen seconds. Seems like a long time if you watch the second-hand on an analog clock. But those seconds get eaten up quick, and there's no going back. At some point during that 18 seconds they were committed to crashing - nothing they could do about it from then on. I've said it before and I'll say it again: Helicopters are "easy" to fly (once you get the hang of it), but they are always super-easy to crash! Even when you're doing something as "simple" as a little practice power-recovery to a deserted stretch of beach, the results can be fatal. As this one was. The helicopter wreckage can tell us "something" about the accident, but it cannot tell us "why." That, we may never know. My advice? If you're going to land somewhere off-airport to take a lea...err, "stretch your legs," just do a textbook landing: high/low recon, *normal* approach into the wind, etc. If you're bound and determined to impromptu, stupid sh*t, do it at an airport. So if you do goof-up and kill yourselves, at least they'll be able to find the wreckage and the bodies fairly quickly.
  13. Well, as usual Helonorth adds nothing constructive to the conversation. Thanks for that! (And by the way, dummy, RisePilot used "anecdotal" correctly as an adjective. An anecdote would be the noun. Sheesh.) Jennie, it sounds like we're coming in to the middle of this situation. Sounds like this helicopter guy has already made his plans known to neighbors and the City Council. Sounds like he's already even landed his helicopter on his property. It also sounds like you're pretty much against it. Anti-aviation people generally bring up arguments like, "beach erosion!" (what?) or "noxious fumes!" and the ever-popular, "think of the children!"...anything to bolster their case that what they're objecting to is a damaging, possibly earth-ending activity WHICH MUST BE STOPPED! But look- bottom line is that if there are no local ordinances against landing a helicopter on one's private property (as you admit), then he can legally do it. You'll just have to deal with those annoying "noxious fumes." Get enough NIMBY townsfolk riled-up with pitchforks and torches in hand, and you can probably get the City Council or County Commission to dream up some anti-helicopter law to put him out of operation. Because that's what people do when other people want to do something that pisses the first group of people off. The FAA has rules that all pilots must go by. Those rules state that we cannot endanger anyone in the air or on the ground. If you feel that what this pilot is doing endangers said people on the ground, then make a complaint to said FAA. Maybe, if they're interested enough, they'll come out and take a look. But they might not. Perhaps you could supply some video of the helicopter scattering floaties, canoes, trays of Rum Punches, and beach chairs on adjacent neighbors' docks, oh and blowing small children into the water, etc. Or....if it's just that you think that what he plans to do might endanger or impact some vague "quality of lake life" issues in the future...well...good luck with that. You don't own his property, you don't own the lake, and you don't own the airspace above the lake. Sorry. This is America, toots! I suspect that this fellow won't be coming and going from his lakefront helipad all that often. I suspect that it won't even be year-round. I suspect that you've all already decided that This Is Bad, and you've taken it upon yourselves to stop him. I suspect that y'all are making a bigger deal out of this than it really is. But as someone else said, without seeing the location, we can't really make any kind of judgment as to whether it's "appropriate" or "safe." So if you're looking for some support from us for you and against this pilot, I believe you came to the wrong place. And seriously, "noxious fumes?" Oh please.
  14. Quitting so soon? Go get a goddam BFR and stop whining. Cool video, by the way. But isn't it required that aviation videos use "Sail" from Awolnation as the soundtrack instead of Judas Priest? Hmm, isn't that some violation of YouTube policies? Might get you banned!
  15. Let's say you meet someone you really, really like...someone who gives you that special feeling, and!...who returns your affections. You two decide to "make it official" and pursue a relationship. Well you don't go into such a relationship half-hearted. You don't say, "Meh- maybe it'll work out. And if not...meh." No! You go in with all the optimism and faith you can muster. It will work out! You'll make it work out! Of course, it still might not, but at least you'll know you gave it your best shot. And so it is with aviation. If you want a career in this crazy industry you have to want it...want it badly enough to make the Big Commitment and not go, "Meh- maybe I'll just stop at Private..." Because if that's your attitude, you might as well give up right now. Nobody...N-O-B-O-D-Y...ever said that becoming a professional helicopter pilot would be easy. Or quick. Or cheap. You either have to go in the military and do it that way (which is a high price to pay indeed!), or try to do it the civilian way, which is much, much more difficult. If you get out of the military, you might have a skillset that could get you hired at a Utility company. If you get your bare-bones Commercial/Inst/CFI, you'll be lucky to be hired at the school that trained you (*if* you're under a certain body weight). But let me tell you- it can happen. If you have some magic combination of qualities, doors will open for you. You just can't give up. Then there's the thing we don't like to talk about: Not everyone has what it takes...not everyone has the talent to be a commercial helicopter pilot. Everybody likes to think they could learn to fly a helicopter at the professional level, but no, not just anybody can do this. If you're one of the lucky ones...great! If not, well, in the words of Judge Smails, the world needs ditch-diggers too. And so I say to Jsonmay: Nobody can tell you what to do. You have to do what's in your heart. You've gotten your eyes opened a bit now - you see how hard this will be. The realities of entering this industry at the bottom of the ladder are pretty harsh. Is it "worth" it? You're the only one who can answer that question. It takes a level of commitment and dedication that is unreal. Best of luck to you!
  16. Tbarrier, I absolutely agree! Which is why I don't say the same things in the Comments section of her videos that I write in this forum. For non-aviators, her videos are probably pretty fascinating and informative. I don't deny that. Educating people on helicopters and what they can do is a good thing! Let's not forget that. However... We are really not her target audience. (In fact, she probably wishes that actual helicopter pilots would not watch.) Because *WE*...we pilots can pick apart the content and point out where she goes wrong and make fun of all her little transgressions. But the fact is, she's enthusiastic about flying and wants to share it with the public. For that, I give her a lot of credit. I've never suggested that she should stop making videos. But like I said, here, we're pilots. We look at her videos with a more critical eye. We can talk about things in an objective, more clinical way. Among the many advantages of the internet, one of the real downsides is the way it fosters, promotes and encourages negativism. Maybe it's just that we've become an angry, negative, quick-to-judge society in the past few decades and the way we act on the internet is the result. It gives us an avenue for our outrage! Whatever the cause, people see things on the internet and they immediately only see the negatives. It's like we're spring-loaded to find fault and criticize. You see it everywhere, especially on Facebook, but oh, and on the "bad" JH forum as well! No matter what someone writes, another person will immediately jump on, attack and insult the OP. They must think they're being funny or smart or insightful or superior or something. Mostly, they just come off as an ass - someone you hope to never meet in real life. Is that what we're doing here - just being negative and critical for the sake of being negative and critical? I don't want to think so. Because in spite of my general dislike for she-who-must-not-be-named, I think the issues I originally brought up are genuinely valid and important. Your mileage, as they say, may vary.
  17. Very good, Helonorth! Since you're playing amateur psychologist, now go look up "passive-aggressive behaviour." And thank you, my penmanship is quite good! See, I grew up in a time when we were taught cursive writing in school - and those Catholic nuns made sure we did it correctly! Chewberta, I appreciate the comment about my writing...but...aging? That's kind of a low blow. (Sigh) But maybe you're right. In a couple of days I shall turn 64. 64!! I remember when The Beatles released "When I'm 64," and I thought to myself, "Man, I'll nevvvver get that old!" And now I am. I'll tell ya, it went by in the blink of an eye.
  18. Unnecessarily nasty? Ahhhhh, no, sweetie. Harsh? Yes. Public figures...those who nobly "put themselves out there" in YouTube videos or whatever...should be held to a higher standard. If they don't want to be judged and critiqued, then they should keep their private lives private. But if you're going to put up a YT video of you flying a helicopter, then you better expect some comments from other people who also fly helicopters. Like me. Oh, and not all of those comments will be positive and affirming. Some of them might include stuff that you don't want to hear. Tough sh*t. That's life. Now, AkAr. I don't know who you are. I don't even care. I do know that you identify in your profile as a male, but let's be honest - you're a woman, right? I mean, come on. Stop with the subterfuge. I was kind of poking fun at you in the beginning, referring to you in the female form. But that was just a joke. Lately, I'm more and more convinced that you're a chick. Your gossamer-like, translucent snowflake skin is so easily pierced that, as Jackie Gleason/Sheriff Buford T. Justice would say, there's no way...NO WAY you could be a male in this industry. Harriet S. Tubman (or maybe it was Harriet S. Truman, I get them confused all the time) used to say, "If you can't stand the heat, get out of the kitchen!" I would say the same to you AkAr, but instead I must sadly advise you to stay *in* the kitchen and out of the cockpit. I hope you're a good cook. Because you're much too sensitive and fragile to be in aviation. Aviation demands the strength of a caveman and the stubborn, dogged determination of a dinosaur (remember that last episode of ABC's "Dinosaurs?"). Now, let's get back on-topic - namely, the subject of this thread. I don't go after her personally. I may have implied...once...maybe twice that her airmanship stinks, which it inarguably does, but other than that I leave the personal stuff out. I may not like her, "Queen of Wenatchee" attitude, and I certainly don't like her avowed atheism, but that's as far as it goes. And I'm entitled to feel that way. I'm as entitled as a millennial recent college graduate who thinks he should start as CEO of a company. I didn't like that nitwit socialist, Marxist, atheist Christopher Hitchens (or who's that other idiot?...Richard Dawkins) either, but so what? They probably wouldn't like me. Well, Hitchens is dead, so he does all of his disliking and FB unfriending now from hell. Dawkins, who is nearly 80 will no doubt be joining him down there shortly. (Say hi to Satan for me, guys!) In my writing, which is often about serious stuff...I use irony,, and I use humor ("jokes" which not everybody gets), and a lot of times I write with my tongue firmly stuck in my cheek. Or somewhere. (I also use far too many sentence fragments, ellipses, commas, and comments separated between dashes which should really be parenthetical, like this one.) For those who do not wish to be offended, I have one simple piece of advice: Do not click on any post by this guy called "Nearly Retired." There! Your life will be so much better now
  19. Well...I know I sound like a broken record, but...had they used a checklist!...which they didn't...there probably would've been some discussion about the temperature limits. Those T-53s start pretty cool though. The temperature doesn't spike for the moon on light-off like some 206's do. And I guess the PIC didn't think it was necessary to complicate things any more than necessary in his mansplaination.
  20. And the hits just keep on comin'! Man, oh man, I don't want to start nit-picking all of the YouTube videos posted by you-know-who... But I've got to comment on one more - the one where this pilot gets to go up in a UH-1B/C. First off - okay, you're a helicopter pilot and you've found someone who'll take you up in their Huey. Great! I'd jump on that opportunity like Hurricane Dorian jumped on the Bahamas - I'd be all over it. Probably with the same death toll. And in fact, coincidentally this year I did get the opportunity to fly our UH-1B. Yeah, we have one. It needed to be repositioned from one parking spot to another (could not move it by ground), and so the boss generously invited me to come along and (ahem) take the long way around from Spot 1 to Spot 5. In other words, "Come and get some stick-time in the Huey." Which, for as long as we've had it, I've never flown it. There were always PLENTY of other pilots who'd never flown one and desperately wanted the chance. I was always happy to let others have the experience. (I've flown a Huey before. Meh- it flies like a big Bell 47.) Anyway...on this particular day, it was only the boss and me around. So let's go, man! Okay pilots, what's the *first* thing we do whenever we get in a helicopter WHETHER WE'RE GOING TO FLY IT OR NOT. Right, we adjust the pedals. (And the seat, if it's adjustable.) It's kind of automatic, right? We just do it. And we do it ESPECIALLY if there's the slightest, tiniest, most microscopic chance that we might get some stick-time in the thing, amirite? But not (INSERT PILOT'S NAME HERE). Oh nooooooo. Not him/her. They get all the way through the start and the run-up, and just before they're about to lift off, (this pilot) figures out that he/she can't reach the pedals (or, as it turned out, the cyclic). So now there's a big rush to adjust the controls, and he/she never gets it quite right...because they're up at 6600 rpm (or whatever) and the tiny dog is jumping around the cockpit causing a commotion, and they're burning jet fuel like an F-18 at full afterburner. Oh. My. God. I mean, really? Needless to say, the flight did not go well. You can't really get a feel for an aircraft if you can't comfortably reach all of the controls. One thing we discover from the video is that the UH-1B does not like to fly fast. He/she pushed it up to 90 knots, and the PIC advised to back it off to 70. I had to laugh at that point, because I did the exact same thing on my ride in our B-model. They'll do it, but they're just not happy going fast. I really have to stop watching YouTube videos. Especially his/hers. I've run out of chill pills and my doctor won't write me a refill in the scrip.
  21. Missy, I can assure you- I know the difference between implying and inferring. I choose my words very carefully. Unlike you. Saying that the helicopter world will be a better place after I'm gone is, I think, being awfully and unnecessarily nasty and cruel. Bitter, too. I've never said anything that personally bad about you (although I may have thought it...okay, I have thought it). Seems to me you have some serious man-hating issues to deal with. Why do you hate men so much? Do you wear a lot of plaid? Did your dad not give you enough attention when you were growing up? Look, I've spent a long time in this industry, sweetie. I've done a good job for all of the people I've worked for. I've mentored and counseled and encouraged more pilots than all of the guys you'll ever meet on Tinder. Or Grinder, whichever is your choice app for meeting men. I've given over 100 Young Eagle rides. Not 100 kids...100+ rides in my two-seat airplane(s). I write stupid articles on stupid websites like this for no money, just so maybe...maybe it causes another pilot to laugh and think a little bit about how he goes about manipulating and conveying these crazy contraptions through the air. And what have you done? I've seen the future of helicopter aviation, the new crop that's going to take my place. And you know what? I'm generally not impressed. I'm not impresed with guys who crash perfectly good LongRangers into the Hudson River because some paranoid R-44 instructor convinced them that 206's are just a hair-breadth away from getting into uncontrollable LTE. I'm not impressed with 206 pilots that can't even land a goddamn B-model on a dolly without rolling it over. And I'm especially not impressed with ol' whatserface, Mrs. doesn't-use-a-checklist, doesn't-do-a-pretakeoff-check, doesn't-do-a-hover-check, flies-low-over-people's-houses, and crashes-her-helicopter-into-trees-at-night-while-diddling-her-iPad. Oh yeah, this is some industry that'll be better when *I* leave! You can have it. See if you can make a difference, hon. Maybe you can be...you know...relevant.
  22. Just mention the name of the subject of this thread - it'll get deleted for you! ;-) AkAr: What's funny is you implying that *you* have any relevancy...or any more than I do. Hey, here's a thought: Why not change your profile so that it reflects your true sex...I mean, gender? It's clear to everyone here that you're a woman. Oh, and trust me, missy, everything I say here I'd say to your face. Ask any of the guys on here who know me personally.
  23. Hobie, with all due respect, I believe AlluhAkbar was referring to me. I've consistently referred to the subject of this thread as "she" and "her," something AkAr finds extremely troubling. But AkAr can go piss up a rope, if that's even possible for her. Moving on... Ah, but even when there *is* someone to catch your bad habits, bad things can still happen! Take the crash of a Grumman Gulfstream IV on takeoff in Boston back in 2014. It was a corporate G-IV, and the two jokers flying it were not kids (age 45 and 61) and they were VERY experienced and very highly regarded among their peers. They'd both been with the company for over ten years. One of them was the Part 91 flight department's Chief Pilot. They'd both flown with each other dozens if not hundreds of times. So there's two guys who you'd never suspect of making a dumb mistake, eh? But they did! They had made a short flight from Atlantic City, NJ to Boston's Hanscom Field. They arrived in daylight and knew they were going to be there for a couple of hours. One of them set the control lock (gust lock). Their principal and his party returned after dark, a little after 9 pm. The pilots were probably asleep in recliners in the FBO, snoring away like pilots do in between flights. Wakened from a presumably deep slumber, they hopped in and, with the practiced ease of you getting in your PT Cruiser for a trip to Walmarts for your weekend "hope-I-get-lucky-at-the-bar-tonight" supplies (Cheetos, a case of Keystone Light and a box of Trojan condoms, extra-small), they fired that big jet up and taxied out for takeoff. Headed home, less than a 45-minute flight. Easy-peasy. Milk run. During the pre-takeoff checks, Neither pilot did one of those, "Controls - Free and correct" checks in which you move all of the controls to their limits - like when we helicopters "wipe the cockpit out" with the cyclic and collective and pedals. The G-IV pilots didn't do it on this flight, and evidently they were in the habit of not doing it at all, it turned out. An audit showed that in the past 150+ flights they had only used the checklist twice. Twice. Because they had it memorized, right? And on May 31, 2014, in the dark cockpit of the G-IV, neither one of them noticed that they'e forgotten to release the gust lock. The handle was not lighted nor noticeable. The Gulfstream IV is supposed to have a pin that prevents dumb pilots from advancing the throttles if the controls are locked. For some reason, this feature on this particular G-IV did not work as designed. The pilots were able to advance the throttles - sort of. They pushed them up a bit and then engaged the autothrottles to handle it from there. The PF noted that he couldn't push the throttles up very far, but did not associate that with the gust locks being on. Hey, come on, he only had 8,000+ hours! But even the autothrottles couldn't get the power up to the usual takeoff setting. But the jet was light and probably didn't need full power to takeoff that night. Anyway, the G-IV accelerated down the runway. Almost immediately the PF started complaining that the controls are locked. He didn't abort as he shoudl have, mind you, he just complained. It takes a few moments for them to realize that the controls can't move because the dang ol' control lock is still on! The only approved way to get the lock off once the engines are running is to shut down the engines and de-power the hydraulics. But there's an unapproved workaround! By momentarily hitting the hydraulic shut-down switch (called the FPSOV), you could get the lock off. But! That wouldn't work - the gust locks won't release if there are aerodynamic loads on the control surfaces, which by now there were. Ooopsie! By the crew finally decided to abort it was waaaaaaaay too late. The G-IV ran off the end of the runway and crashed, killing everyone - all seven people - on board. So you've got your checklists memorized, eh? You would never make a dumb mistake like that...like two pilots with 8,000+ and a 14,000+ hours, eh? We don't need no steengkeeeng checklists! Me, I don't know what the answer is when it comes to combating complacency. You fly alone, you get complacent. You fly with another pilot (the same pilot) for over ten years, you both get complacent. Obviously, the subject of this thread - the person who by order of AkAr must not be referred to as a male or female - has become pretty complacent. Her...damn, I mean this pilot's airmanship is horrible. Wait, can I even say "airMANship?" Isn't that sexist? I wish I was more PC. I hate offending people...of any gender! Kathryn's Report of the G-IV Accident Philadelphia Inquirer Article About G-IV Accident YouTube Recreation Done By NTSB
  24. So...where's Bob coming from with all this woman-hating stuff? I mean, he must really hate women, that biased hater of women! For the record, I do not hate women. Jeebus! However, if I'm biased (and I don't think there's any doubt about it) I don't apologize for that. You don't like it? Tough. Go cry to someone who cares. Like one of your many cats. Or your wussified boyfriend with his beard and man-bun, AAAAAHAHAHAHA. Oh, you mean the way we have to explain most things to you? Well, okaaaaayyyyy...if you insist. Sweetheart, the sad (for you) fact is that most helicopter pilots are men. Why? Durrrr….maybe because women are not attracted to this crazy industry? It's not like "the industry" deliberately tries to keep them out. Every year I do the hiring of pilots for the company at which I work. Every year my boss eagerly asks me if we've gotten any resumes from female pilots. He's nearly 80 but he's a complete horndog...err, I should rephrase that - "he likes having women around." (What normal man doesn't?) In my experience, Chief Pilots always look for and prefer to hire women. My boss says, "I'd have an all-female pilot staff if it were possible." But having an erection for that long might just kill him. He might say, "What a way to go!" The problem is that this...well...eagerness to hire and promote women sometimes backfires on men. It's a sort of reverse-discrimination type of thing. Women are often selected for promotions before a similarly-qualified male pilot. Oh, you want proof, do you? I thought you might! Picture it - the current issue of FLYING Magazine. In his monthly column, Contributing Editor Sam Weigel profiles a female pilot he's known for over 20 years. Originally she wanted to be a doctor, and for a time went to Baylor College of Medicine. But before actually receiving her degree, she quit and wandered aimlessly for a bit. Eventually she joined the U.S. Army and got to fly Chinooks, in which she did two deployments to Afghanistan. Prior to this woman's second deployment, she applied for the U.S. Army's Experimental Test Pilot School. Surprise, surprise, she was accepted! Even Sam Weigel seemed astonished. He wrote that it was, "...a pretty huge deal for a Chief Warrant Officer of her age and experience, not to mention her lack of an engineering degree." Ahhhh, yeah. You would think...I mean, you would THINK that an engineering degree would be the minimum prerequisite to acceptance into Experimental Test Pilot School. So this chick - this basic Warrant with no special qualifications (other than having boobs) - got to go to Experimental Test Pilot School. Are we to believe that there were *NO* male pilots who were more qualified and experienced (and more deserving) than she? Of course there were - there *had* to be. But the Army wanted a female Experimental Test Pilot, and so one was chosen. This right here is why women sometimes see prejudice, bias and animosity from their male counterparts. Females in aviation get special considerations and privileges that men don't - all in the name of "equality" and "fairness," you understand. And it pisses men off. Women pilots are not special, nor are they "better" or "safer" than male pilots. Oh, women like to trot out statistics that they crash less, or they score higher on tests or some hogwash. None of that means anything because women are statistically such a tiny percentage of the pilot population. When samples are that small, statistics are meaningless. In my 45 total years in aviation, starting as a lineboy and then flying commercially since 1982, I've met a sh*t-ton of pilots. The fact is that while I have known some awesome, outstanding female pilots, a lot of them are just average or slightly below. You know, like male pilots. I once had a female pilot break down and start crying - literally sobbing - in the cockpit during a morning training session that was not going so well. While it is true that she was not comfortable nor happy flying with me (imagine that!), her skills were in reality not up to where she claimed they were on her resume and in her pre-employment phone interview. The reason she was crying, she told me, was that her grandfather had passed away. I assumed that it had happened the day before, and suggested that if she needed to go home and be with her parents, we would understand. No, she said, her grandfather had passed away a few days ago, and she was just still processing the event. I sat there, staring out into space and just, kind of, you know, blinking in disbelief. Look, old people die - that's the natural order of things. It cannot be a surprise when a grandparent passes away. Furthermore, any pilot that cannot compartmentalize emotional crap and put it aside when he climbs into the aircraft has no business being in an aircraft. When we landed, I told my boss to send her down the road...that she was emotionally unstable. I was overruled. First year that I was drying cherries, July 25, 2011, one of our young pilots caught a wire, crashed and burned up. I had just landed for fuel and was shutting down when the FAA called and very bluntly broke the news that Stephen had died in a crash. I must've been visibly shaken as I got out of the helicopter, because my farm manager came over and immediately asked, "What's wrong?" So I told him. Unlike the FAA prick, he gently said that he'd understand if I needed to stand down. "No," I said, "I need to go flying." And it's not because I'm some unfeeling robot or automaton with no emotions. It's just that "down here" we're not in control of anything. "Up there," at least I'm in control of...something...even if it's only the aircraft. I can focus on that and shut out the outside world. I put Stephen's death aside and went back up and did my job. If I got emotional at all (and I'm not saying that I did), it didn't happen until later, after the flying was done. I've never had a male pilot cry in the cockpit...although...I have come close to reducing a few to tears. Apparently I'm not the easiest guy in the world to share a cockpit with (tell 'em, butters!). I know this. I do not care about this. But zero percent of the guys I've ever flown with have cried. And if I've known, say, ten female commercial pilots in my career, then one, or 10% of them have broken into tears. (Still think statistics matter?) So. Where does this leave us with respect to referring as a woman the subject of my original post? Does that "prove" that I have gender issues or that I'm a woman-hater? Feh. It's like this: When you don't want to mention someone by name, you have to substitute a pronoun. This is basic English. In the context of the first paragraph of my first post in this thread, it would have been silly - not to mention incorrect - to say "him" instead of "her" or "he" instead of "she."
  25. Goddammit, Fred, shut up! I hate it when people on here make more sense than I do ;-)
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