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About johnnyb

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  1. Go learn where conditions are challenging, real weather, storms, tornadoes, hail, ice, dust storms, lots of wind, high elevation. Places like California and Florida churn out weak pilots who cower and run away at the slightest bit of rain or wind. Can't blame them, there is no weather in CA. And go learn in or close to Bravo airspace, you'll get to talk to TRACON and make decent radio calls. Also, if you stay away from these overated places, once you're an instructor you'll have a better chance of doing some actual work like powerline patrols, wildlife surveys etc. Flying tours and flying photographers around is hardly work
  2. You ask a good and interesting question. You got some long-winded and albeit some not really relevant answers, I don't think the real issue has been addressed. Let me try. The main, no the ONLY purpose of your flare, at the end of your approach (under power), would be to reduce your speed. In a power OFF situation, after you lost your engine, in addition to slowing down, the main purpose of the flare is to increase rotor RPM, to store energy to be sacrificed later for lift. Very different. So, to flare at the end of a high speed power on approach and then utilize it for RPM in a sudden power off situation will do you no good. In a power on situation, the wind is flowing downward through the rotor system, even in a flare. In a power off situation, during an auto, the wind is flowing upward through the rotor system When you transition from a power on to a power off situation, you need time for the flow of air to change from the top down to the bottom up. This does not happen in an instant. You'll need time which you won't have. In your high speed approach, once you start your flare, and you lose an engine, you are going to hit the ground with high forward airspeed, and the flare will do nothing for you. In fact it will likely make things far far worse. Try a few of those high speed approaches, with a flare and see how they work out for you. Just keep in mind, you're flying a helicopter and once you get paid to fly you're almost always going to be shooting an approach to a "spot", not a runway. Those are for airplanes. Good luck. PS: when i started teaching, I used to teach students to fly approaches and do autos to runways / taxiways...mainly because the flight school i started out at did it that way. I later on learnt the stupidity of this and changed to teaching students to fly to a spot.
  3. What do you mean with "there is no official management". What does the official in that mean. FAA official? Otherwise if not FAA then what determines it official? No chief pilot does not necessarily mean no standards. I worked for a flight school that did have a Chief Pilot. I also worked for a flight school that did not have one. The latter ended up being the better, because it had better instructors. Maybe the water was just better and it attracted great instructors. I successfully taught students there from different backgrounds, many who have ended up being instructors, or flying tours, HEMS etc. You could end up at either, with bad instructors, or bad culture, or bad many things. If you want / need structure and standards, then a Part 141 will at least provide an actual FAA approved syllabus. At least. Does that guarantee structure or standards? No. Because teaching is as much about the how it's taught as the what is being taught. A part 61 school doesn't even have that. They make it up as they go along. That's good and bad. I've taught students under part 41 and 61. Sometimes one is good, sometimes the other is better. I hate to say it, but it's all subjective, and ending up at a good school / with a good instructor is more luck than research. There are so many variables that come into play. It's just how it is. Great for you in doing some research beforehand. That Hillsboro instructor might be great, but that doesn't mean he/she is going to be great for you. Go meet him/her, look around, talk to previous students, use your spidey-sense. See how you feel. That, will trump research, but since you've already done some, I have a feeling you'll figure it out on your own.
  4. MD nimble? Which model? If nimble is important to you (I can't imagine why it would or should be) then a LongRanger / 407 is definitely not a choice that makes sense. I'd think for a first-time owner, stability, comfort, range cost, maintenance etc. are usually the characteristics that important. LongRanger?! Good grief. Thankfully my 206 days are long behind me. The L is history. Thankfully. It's not being produced anymore. Meaning Bell has stopped making them.This might become a problem? It's SLOOOOOW. Annoyingly slow. The PIC seat is extremely uncomfortable. With decent tail rotor blades you have enough authority and it handles wind well, but even then you need to know what you're doing or at least be more than vaguely aware of LTE and related over torques. Anything older than a L4 or one that has been upgraded to the L4 performance is a waste of money. It does have space, but then so do the others. A more recent 407 or Astar is a far better choice. An AS350 B3 is going to out-perform any 407. It has better tail rotor authority. It has a better main rotor design. I'm a fan of the flex-star. I've flown Astars in conditions and altitudes that I would never go into in a 206/407. But of course a 407 is a Bell. /sigh And for many just because it's a Bell makes it better. Personally I think the B3 is a better all-round aircraft. But then it's impossible to know what exactly it is you're looking for so those are just things that stands out from back when I flew those. Hope some of this is useful.
  5. Yes. Multiple times. Having done some gives that student at least -some- chance of surviving an actual forced landing.
  6. Finish degree (any). Join military. Retire young. Compete for the few available jobs against the rest of us who paid for our own training, with your pension and tons of benefits.
  7. Both routes are fun to fly. Via SM you'll likely be sticking close to the shoreline. You'll have to keep your eyes on WX, mostly fog. Don't fly into it, bad things happen Plenty to see, dolphins and maybe a whale or two. Don't venture into open water without floats, and even then I wouldn't, unless you absolutely have to, and unless you've had HUET, oh and if you really think you can land on floats (most can't)... For the LV route, flying over the desert is fun. The weather is very pleasant right now but you'll have to watch for wind. You'll be coming over the mountains or through the Banning Pass, either of those are bad options in high winds. Especially in something light like a R44. High wind = don't do it or have someone onboard with some experience. For nav, you're going to have be kinda high if you want flight following. That's why you want to be on with TRACON, right? Socal will cut you loose if you fly too low. They have better things to do than vector all the low flying aircraft around the basin, and there's A LOT of them! A LOT. Unless you're flying IFR ,which is dull? You're flying in the LA basin, one of the funnest places to fly in the US. You're a helicopter man! You'll be low enough to see all the cool things around LA so have those charts ready and be prepared to deal with airspace and towers. And even if you do get on with Socal, they will hand you off to a tower almost guaranteed. So expect it. Few pointers about the basin, especially around LAX, Santa Monica, Torrance, Long Beach etc. 1. Helicopters tend to fly between 500 and 1,000. Most tend to fly around 700. The CTAF around LA is 123.02, please use it! Once you're around the shoreline south of Rhedondo use 122.85. 2. LA is a flat concrete jungle, and it's huge. Position reports are usually obvious landmarks like stadiums or freeway intersections. 3. Note the altitudes in point 1. We care about noise, a lot. Please do not fly any lower. Most airports have arrival and departure routes. Be aware of them. But please don't fly low, we are already fighting a tedious battle with noise complainers. Also don't fly directly over piers. Enjoy the factory course, it's been many years but I'm sure it's still as much fun!
  8. Nope. I've experienced GR multiple times in different aircraft including the 300 and the Astar, instances where there was nothing wrong with the aircraft. Direct results of the surface of a specific uneven helipad, or a skid touching down just a little too hard.
  9. You one of those guys who act like an ass and then always fall back on "oh get over it I was only kidding"? I'm not saying you are, I don't know you but that's the way you're coming across. Dunno maybe I just have a hard time understanding your humor since I keep sensing sarcasm, maybe it's just me, maybe it isn't. People who rant feel like they have something to contribute, sometimes they do, sometimes they don't, but personally I prefer reading rants to short, and seemingly pointless comebacks which provide nothing more than weak wit. It's annoying and irritating, for me anyway. Sorry if I'm missing the points you're making, maybe they're too complex for me, doubt it but I don't mind giving you the benefit of the doubt
  10. The more I read that the less it makes sense to me as a whole. More hard work = more prepared, erm yeah, makes sense. More hard work = more luck, erm really? How? If I work my arse off how does that guarantee me more luck in any way? More hard work = luckier and more prepared = does wonders for your attitude, erm what? Where is there a correlation between luck, preparation and attitude in that luck and preparation affects your attitude? Lucky makes you happier, is that what you mean? How about just saying the obvious stuff in the simplest way? E.g. hard work will pay off. You'll need luck on your side. A great attitude gets you places. Absolutely! Positive thinking is crucial, not only during training where you will be exposed to tons of things that will get you down, frustration but also burnt-out people, plain negativity and pointless sarcasm (which is rive in the industry as much as it is on forums like this) but just in general as well. You still have to get through training and especially in training positive thinking is one fundamental which you're going to benefit far more from, than luck. Luck is useful once you're done training, maybe, but it comes and goes, and it's not under your direct control, a positive attitude is under your control and can be a constant if you want it to be that way. Positive attitude over most other things most of the time for me any day!
  11. Unless that aircraft is on an approach (hopefully that's the case), I'm just sadly and silently thinking to myself something along the lines of there goes another beautiful helicopter... Otherwise great pic.
  12. That's an opinion and I respect it, but it's a bold, loaded and loose one. Nothing wrong with that, just be ready to justify it when asked to The issues SFAR73 address are absolutely Robinson relevant, especially with the 22. Energy management, low rotor and rotor RPM decay are all due to the 22's low inertia rotor. Mast bumping only relates to two-bladed rotor systems, irrelevant to the 300. Low G is not 22 specific but closely related to mast bumping specific to the two-bladed rotor system. Do Robinson pilots need a special course? Yes! Do all pilots need safety courses? Probably not, but it's a good thing that exists for the right reasons so I'm going to stick my balls on a block and say that all pilots need a safety course of some description at some point. Chances are you're going to fly a two-bladed system at some point and knowledge (amongst other things) is what's going to keep you alive.
  13. To the OP, in case you're considering a trip abroad in an aircraft from within the US, here's an entertaining eye-opener, it's a fun read Some of it might be relevant if you're planning to cross international borders out there. Definitely something I'd like to try one day. http://helicopterfli...net/bahamas.htm
  14. Haha! Tim's a great guy, with so many great stories. Personally I take whatever he says as gospel, that's just me. Thanks for the elaboration, makes more sense now
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