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Everything posted by Airhead

  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 ai
  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? ​An
  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 n
  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 cruisin
  15. I have read on here several times that in a 206 it's better to have the wind on the left side. This is opposite of a Robinson yet the rotor configurations are the same. Anyone have a decent explanation. I'm guessing it has something to do with that giant vertical stabilizer and a much bigger tail rotor. TR VRS should be the same though. Thanks
  16. One of the reasons I went into helicopters was the student to real job time-frame appeared to be faster. I think this still holds true if you are very lucky, smart, and a hard worker. It is possible to get your hours and get into a single pilot turbine rather quickly. However, I have seen a lot of people fail in the process and sometimes wonder how things would have turned out for them if they went fixed wing. I perceive it to be easier to learn and there are way more CFI jobs out there for fixed wing so the general odds of making it are better. It is also very important to me to hand fly
  17. Flying solo while building time for your commercial is also a problem to face with your school. There is little to benefit from being alone other than building self confidence. Your school is having you fly solo to save money or to make the price point of the program look better and you are not getting proper training in the process. You can always pay the extra cost for the instructor out of pocket (eliminates your liability) or try to get an instructor to fly with you for free. They usually will for the hours. With an instructor on-board you can be polishing your skills instead of just bu
  18. College of the Sequoias lost their Paso Robles base for the VA but the Tulare base is still VA funded.
  19. Part 61 Instrument rating= (2) Forty hours of actual or simulated instrument time in the areas of operation listed under paragraph © of this section, of which 15 hours must have been with an authorized instructor who holds an instrument-helicopter rating, and the instrument time includes:
  20. Staying on topic, I think that the commercial regs are the main part of commercial training that is not a massive refinement of what has already been learned in private. The regs destroy their initial concept of what a commercial license is about and after a while they realize that not much has changed. Most of the exemptions for 119 are exactly what helicopters are used for. I spend a lot of time on teaching it, then they go into instrument training and forget it completely. So then I teach it again. Then they see it again during CFI. When I first get into the regs the students usually t
  21. From above... "Holding the cyclic, raise the collective about an inch to make sure the effort involved is not ridiculous. Push it back down - feel the interconnect as the cyclic wants to move too." ​What is the purpose of this? I noticed this effect in the R-44 and with hydraulics restored there is no trace.
  22. The standard route is: Go to flight school Get hired at that flight school Teach and build time Learn to fly turbines as a tour pilot Get a "real job" This isn't the only way but most people do it this way Do some legwork with the search function and you will find the answer to every question you have
  23. Embry-Riddle Worldwide will give you credit for ratings. A commercial will get you over 30 credits and CFI is worth 1 or 2. They have an aeronautics degree that this will all go towards. I never even had to send them the transcripts from the flight school I went to since they just pull the info from the FAA. Some classes are hard...others are pretty easy. Upper level classes require a lot of writing at times...the longest assignment I've had was 15 pages. I think it's just under $1,000 dollars a class. They also have classrooms all over the country that are slightly cheaper than online.
  24. Athiest pilots are safer pilots because they have a greater incentive to survive. A non-atheist pilot who thinks that he will be transferred to an alternate dimension after the crash is a dangerous combination.
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