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  1. + 1 to Flying pigs theory. I have seen this happen when it is sunny and in an auto over different color terrain below 100 feet. It can be a very stable condition so that each time we did an auto it was reproducible and predictable. What were the conditions when you experienced this? Try doing it on a cloudy day or near sunset and see what happens.
  2. Helicopters in general have a bad reputation in the eyes of the general public and on google depending on your search data. The R44 has a good reputation within the helicopter industry and they are bring utilized all over the world for many purposes that are much more intense and risky than what you are asking it to do. The risks are low if the flight is planned and executed professionaly. If you are ok with putting your loved one on a helicopter then you shouldn't worry about it being a 44. I would be more concerned with the person flying the machine. Ask to meet the pilot and to see the aircraft. Most helicopters are single pilot aircraft. An experienced commercial helicopter pilot can easily handle the physical skills to pilot the aircraft and the concentration level is actually pretty low but I would inquire about how many hours he or she has and if they have ever landed on a rooftop. Usually new pilots build time in Robinson helicopters so just ask him what the experience level is. Something like 500 hours will show that there is at least some experience. Is it a big high rise in the city with other tall buildings around it or a house? Is it in a neighborhood with power lines? Can the rooftop hold 2,500 pounds? There are some things to consider when making such a landing. Does the company land on rooftops often? If the pilot is experienced and professional I would not worry about it.
  3. On the rare occasion that I get a call back from a resume I have sent out they usually ask what my plans are with my B.S. degree that I am working on. "Are you looking to go into management?" is the usual question.
  4. As a student, flying to Monterey to get a burger and ice cream. Did some off airport landings on the way and was stoked to talk to approach and the tower in a charlie airspace. I loved it and repeated that flight many times with my students.
  5. I don't know, Ralph seems like a pretty sharp guy. I think he can handle it.
  6. You said downwards with an opposing lift result so I just thought you meant #2, thats exactly how it reads. I can see what you mean though, as in downwards over the top. The remainder was directed at the original post and towards people new to the subject matter that didn't actually know what the hell Ralph, or you, were talking about. I like these sources and they say NASA on them so that makes them right.
  7. I am definitely looking to go back to tours since I don't meet minimums for EMS and probably not the GOM. The GOM doesn't really interest me either if it were a toss up between flying tours in a better location. Not that I can be picky. I'm just at 1000 pic now and hoping to get into turbines next year.
  8. If so, why is the top of the airfoil curved upwards? Nasa has a lot to say about the generally accepted theories that get taught: http://www.grc.nasa.gov/WWW/k-12/airplane/wrong1.html http://www.grc.nasa.gov/WWW/k-12/airplane/wrong2.html http://www.grc.nasa.gov/WWW/k-12/airplane/wrong3.html http://www.grc.nasa.gov/WWW/k-12/airplane/right2.html
  9. Summer tour season is coming to a close and I was wondering what everyone does during the fall and winter if they don't stay with their company for off-season work. The thought of going back to CFI work isn't very appealing nor do I expect a lot of schools to be looking to hire someone who is clearly only going to be there until April. I am ready to pay for 22 time to keep from getting rusty if it comes down to it. Is not flying for several months a huge factor when it comes to getting hired again in the spring? Any stories of pilots finding a first turbine job after such down time? ‚ÄčAny stories of pilots hitting a roadblock because of this? Thanks
  10. I used the Post 911 to get my CFII. Ended up paying $6,000 for out of state tuition but also got a pell grant for $5,000. Amazing! My advice to you is start saving money while you are active duty now so that you can survive the years after training. The stipend is good for getting through school but the pay blows as a CFI and most other low level jobs. More importantly, a lot of my students that didn't get picked up at the school had trouble getting by and not having the money to fly around the country to do job interviews for instructor positions.
  11. It has something to do with the type certification and the requirements at the time the aircraft was developed. That information is in the R-44 POH because it has to be there and not because robinson felt that you needed it. It should also be in any other newish helicopter POH and not in something like a jet ranger POH. I believe the R-22 certification is under some old rule and the R-44 is under Part 27. I don't really remember the specifics but someone else will... Robinson is ok with you doing anything you want in an auto as long as you don't crash.
  12. 13,000 hrs in a 22. How can this exist? That sounds more like a punishment than a job. Who is this guy? Tim Tucker?
  13. Thanks guys for clearing this up. This makes so much sense, I am bummed that I could have been tricked so easily all this time by my mentors and that I never put this pieces together on my own. I will do my small part to reduce the right side is better myth. I spent some time with each of my students this week showing them the pedal positions and power being pulled for each wind quadrant. I have always taught that the effects of a left crosswind are manageable and self correcting. The key is to know it's going to happen. I think the myth comes from the drive to keep it smooth coming in and new students don't have the feet going fast enough to keep up with a left crosswind oscillating yaw. A right side approach is easier to fly.
  14. The key is to be very close or have such a light touch that it is imperceptible to the student. They need to know that they are the person flying and should almost never feel that you are there. Follow the inputs they make so that you aren't getting in the way. You can give higher hour students more room to wiggle but new students are like teaching cavemen so be ready for them to do the absolute worst thing possible. I always try to keep my hand lightly touching or close to the collective in all phases of flight. I like to feel the small throttle changes as they happen. Once you are cruising with a competent student you can relax the cyclic and pedals but assume the position once on approach or near the ground. On a robbie, the left throttle has a little bit of play in it so keep the movement up against the right side so that any increasing throttle rotation will be felt as it happens if your governor or student is trying to overspeed the engine. On the cyclic, figure out which input would be the worst and block it. For instance, guard aft cyclic in an auto or forward cyclic when leveling from a climb. All other inputs are free to occur except the bad one. I used to just put pressure on the cyclic with my thumb in an auto flare if RPM was building but your thumb can slip off so watch for that too. I also had one guy spazz and let go of the cyclic in a low flare . I had my thumb there but the stick went left and I didn't have my hand there to block it. I snatched it out of thin air as it moved across my field of vision but it was damn close to rolling the blades into the ground. Another instructor had one guy wave to someone while flying. With his cyclic hand. Cavemen are unpredictable. Be ready for anything.
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