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weswood151

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  1. Falko, Not sure if you're still hanging around here, but I really liked and appreciated your post even it is a few years old. I'm an Army pilot, I have some ground wild land fire fighting experience and really like to fight fires from the air after I retire. If you are still here, I have a couple questions; 1. (Answered in the reply to Goldy) 2. (Answered in the reply to Goldy) 3. I know the Kiwis come over here and Canada to fly fires, but do you or anyone you know go the other direction during our winters? Or go up to Canada as dual rated pilots? 4. Does anyone travel around in 5th wheels or RVs instead of staying in hotels? Maybe even with a spouse? It's a shot in the dark, but thanks, Wes
  2. 500F, Thanks for the advice. I think one of my biggest hurdles is going to be long line time. I have zero long/short or any other line time being a scout attack pilot. Do you know how well received the long line courses are? I get the feeling that they are better than nothing, but they aren't going to get me a real long line job. I guess the real question is, are they worth the money and if so, would you recommend any respected long line schools? -Wes
  3. Avbug, Thanks for your extensive guidance. I've heard a lot of similar advice in the Airline circles and it makes sense that it would translate into the helicopter world. The "road trip" is roughly what I plan to do, although it might involve an airplane. The issue I'm running into is that the smaller operators in utility/fire have very little on the web. I'm also a step or two away from the actual pursuit of a job. I'm more in the R&D phase to determine what kind of training I can accomplish prior to leaving the Army that makes me a better candidate for the type of work I'd like to do. So, the "cold calls" would be more of an inquiry on what they are looking for in pilots. I am continuously maintaining a list of desirable companies, following their work and when they are hiring etc. -Wes
  4. Thanks for the input guys. I'd say I'm really in the research phase of this operation than actual application. Part of me is chomping at the bit just to move on to the next phase of my career, but I want to do everything I can while still gainfully employed to set myself up for success when I retire. I don't get the impression on these forums that helicopter pilots in the civilian world are that highly regarded by employers (probably just a little saltiness shining through), so at the end of the day, I just don't want to be another nuisance. - Wes
  5. I'm a 1500 hour Army (OH/AH) pilot that is planning to retire in three years w/ hopefully 2k hours. I'm interested in utility, powerline, ag work but I don't know what these companies are really looking for. There are a few companies that I think I'm interested in, but I don't know if just showing up at their hangers is a good idea. I haven't had a lot of luck with chief pilots returning emails, so I'm thinking this may not be an effective method. I am planning on checking out Heli-Success the year before I get out, but I'd like to start shaping my personal training goals towards the jobs I'd like. How do you go about approaching an employer you are interested in? Or; If you are an employer, what are some acceptable ways for a pilot to ask you about traits/training that you are interested in? Thanks Ahead of Time
  6. Thanks Flying Pig. It’s actually an Ag job, but I was more interested in the protocol of calling to ask about jobs and details of certain companies. I am interested in more than Ag flying and I am in no way prepared to hold out for one perfect job in one perfect location. And let’s be honest, who wouldn’t want to fly power lines for Haverfield. I saw a video of that 10 years and can still remember it. I am certainly planning on applying for a few jobs that I am shy on the requirements for out of necessity.
  7. Simple scenario; I’m interested in a company in a certain location that conducts a certain type of flying. I’m also a couple hundred hrs away from their stated hiring minimums (have 1200, need 1500). What I am truly interested in is; what should my next 300 hours look like to best make me competitive for them & what does flying for them really consists of? I am sure these are busy folks, but is it verboten, frowned upon or just plain annoying for a pilot to call a Chief pilot to ask about their company and what they value? If it’s not; what are some of the questions you would ask (have prepared), if they gave you a moment of their time? Actual chief pilot responses welcome. Oh, and I’ll be sure to save these questions for Heli-Success in Nov. Thanks in Advance!
  8. My CFI for my R22 endorsement discussed rotor management and we only went as far as 180 autos. For my 44 enforcement we have done zero airspeed. I appreciated the zero airspeed, having just read "The Little Book of Autorotations". It was good, because the possibility of such an airspeed was never discussed in my 6 years of flying for the Army.
  9. So I am getting an SFAR endorsement for the R44 and the CFI I am working with has a very different ideas about "enhanced training in autorotation procedures" than the CFI I worked with to get my R22 endorsement. Where is "enhanced training in autorotation procedures" defined? Does it include, zero airspeed autos, low level autos, ???? I would just like to know for my future reference as a CFI. What's your reference? Thanks in advance
  10. So get prepared guys. I, like a lot of my fellow pilots in the Army are looking at taking the leap into commercial aviation. The blade hours are drying up and those of us that like to fly are not exactly looking at the same job satisfaction. Having said that, I really don't want to turn off the advice tap from the straight civilian school guys. Unlike most of my fellow Army pilots, I am a Commissioned officer that transitioned into aviation later in my career, only have 1100 hours (com/inst of course), and do not have a track (Instructor pilot, maintenance test pilot, ect). I wrapped up my command last year and can't get a job anywhere near the cockpit for the foreseeable future. So here are my questions; 1. What is the best way to transition into a civilian career. Ok so thats a really broad question... 2. Should I try to teach first, look for a 44 tour job (or maybe Temsco ), or try to fly the oil rigs. 3. I am 33 hours into the R22 and 2 hours into CFI training. I can wrap this in the next couple of months, but my CFI told me that I might be better off graduating from a big school that I could get a job from. 4. My "last 12 month hours" are abismal. I have been flying the R22 as much as I can afford, but how important is that 100 hours in the last 12 months in your experience. So my track record of responses in this forum is pretty abismal too. Hopefully the HR VR will take some mercy on me.
  11. So I won't elaborate too much but I'm Army w/1200 hrs turbine looking for a job in the not so near future just for the flying and the experience. Temsco interests me because of the environment and terrain. Not to mention, while I might have the hours for a slightly better paying entry job, I may still need somewhat of an entry into commercial flying. Enough said! Question; does Temsco frown on their pilots flying for the guard? If not, how difficult is it to arrange the schedule to a weekend a month and 2.5 weeks mid summer? Oh if it's not too obvious, I am absolutely oblivious to the commercial rotary world.
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