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Everything posted by Airhead

  1. +1 to the 8:50 moment I also love that yellow 500 flying with the wave...effin amazing!
  2. ERAU is a private school so the GI bill will only cover a portion of the flying. A small portion. I got in and was all set to move to AZ when I found this out. I was told to get a loan for 50k to cover the additional expenses. However, if you get your ratings at a public school you can apply them towards the aeronautics degree at ERAU. ACE1987, here are some other schools to look into: Leading edge- Bend, OR Cloud 9- W. Palm Beach College of the Sequoias- Paso Robles, CA Mauna Loa- HI There is a school in Denver and one in the midwest. I can't remember the names but just watch the ads that are blinking on this site and you can find most of the schools that take the GI Bill.
  3. This looks like an ad for boatpix. If you have money to blow then I guess it is a good route to get some time and be a beach bum. I would look at other options where you get paid instead of you paying. http://www.boatpix.com/pilots/ http://www.helicopteracademy.com/helicopter-pilot-jobs#.UUOSJhesiSo
  4. Once you feel light on the skids, it is a good instinct to not raise anymore collective until all lateral and longitudinal motion is stopped. If something seems wrong, stop. Raise until light, when motion is noticed lower slightly, adjust cyclic, raise a little, and do that sequence until all the force is vertical. The right yaw you developed is from the power being increased so as power is pulled some left pedal is needed to balance the torque. In your situation, i.e. muddy and one of your first solo flights, take it really really slow. It is easy to get some backward motion as the front lifts first so the cyclic must be moved forward as collective is increased. Same technique as a slope. At the first sign of trouble, do not raise anymore collective, instead slightly lower. It may seem like pulling in more collective will get you out of the situation by getting away from the ground but you won't roll if the power isn't there. Pulling more power to get unstuck is the worst thing you can do. When light on the skids, try gently wiggling the skids with the pedals. This may break the suction. Also your instructor should have been thinking about this muddy situation, maybe they need to put down some rubber matting or wood and carpet. Some kind of platform to set down on and keep those robbies from getting stuck and crashing.
  5. Since your question seems hypothetical then how about helicopter surfing. Bring people to remote beaches and find the best surf spots from the air. Set it down on the beach...you relax and they surf. SoCal has plenty of super rich yuppies that surf. Or get a MD500 with floats and do some fishing. I imagine the tour industry and anything satisfying the public will be more laid back then a corporate job where it is all about the profit margin. However, the perception people have of the pilot directly influences the perception people have about safety; to be a professional and a beach bum are conflicting ideals. Brah, you can be laid back and be a pilot but if you act like a stoner hippie, a surfer dude, or have nasty hair then you might have trouble getting a job. It's a balance! Simply, work near the ocean and you can be a beach bum when you aren't at work. Hawaii and the gulf come to mind and the more remote you get the less likely you are to find a job.There are many jobs where you can live wherever you want and travel to and from work for your duty shift. If you want to wear sandals and board shorts in the cockpit then buy your own helicopter. You and I have similar goals but we need to learn and build time for years and then figure this stuff out. Eventually you will have earned the opportunity to align your dream career towards whatever other dreams you may have. That's what I am doing and personally I want to be a ski bum, marry a Bar Refaeli clone, and own a boat...but flying must come first. Good luck
  6. 2 part nerd joke I was referring to how metal music would sound in a helium atmosphere and also the density of helium. Would a helicopter fly in a helium atmosphere? I don't know.
  7. You can also build time and experience in fixed wing and apply it towards a helicopter cert. You need 10 hours solo in a heli and maybe another 20 to get endorsed to fly solo and to satisfy a few more items. If you are looking at a 60 hour total training time, which is more realistic in your situation, then the rest can be done fixed wing. This will be cheaper and you may end up with a better chance of sticking with it in the long term. Maybe just settle for a fixed wing license since you can do more with it. Even if you have your license, flying a helicopter it is still really expensive and they are slow. You can go places in a plane, helicopters go places where planes can't.
  8. I used to repair medical equipment so I can chime in. Maybe someone in the future armed with this info can save their career. The cuff size matters if the pressure is being taken with a machine since the machine is getting feedback through the pressure in the cuff. It senses the small pressure fluctuations due to the artery pushing in and out on it. A new machine comes with a range of sizes from children to obese people and the reading will be off if the wrong size is used. Nurses then loose the cuffs or patients poop on them and when it comes time to order new ones, not every size gets ordered. So, your doc might not have the right size for you but also might not admit that. The accuracy of the machine is tested to be within 10%. There is also a tiny amount of error allowed in the testing device. Hoses and cuffs leak. Hopefully it is tested once a year. With this in mind, doctors average out several readings over time to get a good idea of what the pressure is. It is well known that digital BP machines are not very accurate. If your doc was relying on one reading from his obsolete device, then scares the hell out of you, and expects a better result next reading with the same machine...then you need a new doctor. The tried and true analog way, called the auscultation method, is much more accurate and consistent. I am talking about when they listen with a stethoscope. If the room is quiet and the pressure in the cuff is let out slowly it is a very good reading. It is the best non-invasive method and the cuff size doesn't matter. Never accept a failure based on anything other than this method and still being averaged out from several readings. Most advances in digital technology actually improve something but in this case the BP readings are worse. The improvement comes from the workload decrease and not paying a nurse to the work. Hospitals use the digital type because they have better things to do and the reading can get fed and recorded onto a central monitor. If someone is really sick they get the pressure directly from the blood.
  9. The aerodynamics in the FAA books are somewhat generalized. There is sufficient information there for a pilot but some aspects are not included or glossed over. You can get through training with that stuff and I would estimate there are plenty of high hour pilots out there who could care less about getting any deeper. As mentioned above, the FAA tests are based on the FAA pubs. Other topics to look into is weather and navigation. Things like fronts, clouds, fog, dewpoint, lapse rates, and how to interpret the weather data. Nav stuff like AIRSPACE, how maps work (symbology), flight planning, AIRSPACE, true vs. magnetic, VOR and NDB, reverse sensing, airport signs and markings, papi and vasi, how do the gauges work, different types of airspeed and altitude...and airspace. This is covered in the pilots handbook of aeronautical knowledge as well as some of the other pubs you mentioned. Try not to solely seek out the helicopter information. Since you have a real interest in bad ass helicopter stuff, learning that should easier than learning about clouds or other dull topics, so it will help to be familiar with the boring info as well. You will be learning a great deal of what seems like fixed wing information since the rules are written mostly with them in mind. You will eventually have some BS question on a test that makes no sense for a helicopter pilot to know, but if you know your stuff and answer it right, then you are that much better off for having learned it. So get used to that.
  10. All of humanities great mysteries can be answered by this one profound question: If you were a hotdog and you were starving...would you eat yourself?
  11. Helicopters are proof that god does not hate us. The atmosphere could be made of helium and then what would we do? And we have magnets and vacuum tubes that let us plug in and SHRED!
  12. Hey Allen, getting a head start in your reading now will give you a huge advantage when it comes time for school. Learning the bulk of the stuff before you start school will make some of your ground school more like a refresher. You will get better test scores with less effort and free up your study time for the flying part of the training. This should put you ahead of the curve, or give the impression that you are one of the guys that really wants to be there, which may help with an employment decision down the road. From my limited experience, very few people prepare themselves before they show up and they expect the school to do it all for them. This is not the case. It takes self motivation to learn this stuff and passing the written test and a check ride is a serious challenge. Most flight instructors are low time pilots building time. They are still learning. They did not get into the industry to be instructors so, by virtue, some might not always be natural born teachers. Being good teaching the cockpit portion does not always convert to teaching ground and vice versa. I recommend the FAA Helicopter Flying Handbook FAA Pilots Guide to Aeronautical Knowledge (Has a lot of fixed wing info too) These two will get you most of the info for your private cert. You could also check out the FAR (federal air regulations and airmen information manual). Mainly parts 91 and 830. Be warned, this book sucks, and can be hard to decipher, but is crucial to a pilot. The next level would be instrument, which is a whole new world of flying compared to the private cert. Depending on your time and resources .. you could prepare for that by reading the FAA Instrument Flying Handbook, downloading some approach procedures for an airport, and messing around with MS flight sim by flying around in the fog while performing the procedures. If you digest any of these books, try taking an exam at webexams.com. If you pass one of them before you even start school then you will be golden. These tests are identical to the FAA written. The books are free in .pdf form, just google them if you haven't run into them already. You can also buy them in analog. If you were to read one thing I would say the first one I mentioned would be your best bet. Good luck on deployment and finding a school.
  13. That sure sounds like a lot of fun and the best way to learn. A week of experience, in a mulit-million dollar machine, doing full downs. Awesome! We worked up to getting into autos so I could hover decently by that point. At first, the instructor would handle bringing the throttle down and then throttle back in and eventually I had full controls. He was also on the other controls a lot. It was a slow build up. The recovery where it was all me was rather awful because I was still a little slow on the pedals. The R-22 really yaws fast and has a small tail rotor so the pedal input needs to be large. Now I am itching to complete the maneuver to the ground but I better be careful about what I wish for... For now we do a lot of hover autos and run on landings, so we should be able to handle ground contact in an emergency if we had to.
  14. Yea, that 300 is flown by Del Rio. They also have a couple bells and they do most of our maintenance. And yea, the Visalia BAH is just under 1100 bucks. That puts me solidly in the poverty level. But how many poor people get fly helicopters? Ha, just about every low time pilot!
  15. Hey buzz- The helicopter flying handbook says a power recovery is one of the most difficult maneuvers. Just curious, does the Army teach anything from the FAA or do they have separate publications? You went right into full downs? Sounds crazy to me. Before doing some run on landings/takeoffs I was freaked out by the idea of skidding on the ground. Now it's fun but that first one was scary.
  16. Hi, I am a student at COS in Paso Robles, CA so I can chime in on this thread. A typical day here is 2 hours of ground school and at least one flight a day. Some days you will not fly due to weather or maintenance and other days you might get to fly twice. We usually fly on saturday if you want to. Most students find the ground school to be very challenging and since it is an accelerated program you can expect to be pushed to learn a lot in a short amount of time. You only have two semesters charged towards the GI bill so you will have plenty leftover. That is where the 10 months comes in, but, the actual time frame is more like 12 months. Each semester has about 15-18 students, which are split up in half, so your ground class has less than ten people in it. They mix up the students so everyone gets to know each other eventually. Right now we have at least 5 R-22's and one R-44 for IFR. One of the 22's is a beta with some IFR instruments and the rest are all beta II's. So that is a student to aircraft ratio of 5:1 which seems pretty standard from what I have seen. The area is great for flying, since we have mountains, the coast, and class D and C airspace nearby. The weather is good, with rain as a rarity and occasional fog that lifts by 10 or 11 AM. Winter is mild and summer is really hot. The wind can be interesting but that just makes you a better pilot. PROS Great instructors who are passionate about their jobs Great weather Fast program (some students get their private license in 2 months) No gen ed or other college classes required, 100% aviation minded Helicopters in great condition, many fresh out of overhaul, and maintenance is done next door Instructors get their time and move on relatively fast, making room for graduates CONS The BAH is based on Visalia, which is a much cheaper place to live than Paso Robles. You don't get BAH during breaks and during the extra time spent over 10 months Out of state fee of $6,000 The college is about 2 hours away, I had to drive there one time just to do some paperwork Pace may be too fast for some people and ground school has high standards Overall, I love it here and I look forward to waking up everyday. I enjoy the challenge this school has to offer and the beautiful scenery I get to see when I fly. If you are a hard charging person or absolutely in love with flying then you will do well here. If you hate studying or think this is going to be handed to you then maybe look at schools with longer time frames. Spots fill up fast so get going on the admissions ASAP. Call the school and ask questions. You will probably be speaking with Tracy and she is very helpful and friendly. She also is an instructor so she can be pretty busy. It will help immensely if you start learning right now. Today. Google search FAA-H-8083-21A .pdf and get serious. Oh, and it is pronounced Paso Row-bulls. Weird, I know.
  17. Thanks again for the informative replies. pilot#476398-Your right to be confused because I made no sense. What I am referring to is that 8 feet area. I'm not sure why I wrote level at 30-40 feet but I think I meant to say I started applying cyclic, around that altitude, to get level <10 feet. That 8 feet was shrinking as we were level, then flaring. Still shrinking, approaching 0 feet, as the flare was building. So when I say "normal point" in the flare I mean the fact that the flare keeps us away from the ground with a certain amount of clearance. This usually happens. One instructor at school said that she thought the wind might have been a factor. Since a storm has recently passed, the winds were inconsistent for a few days. A little gusty and very variable. Maybe we didn't have the headwind or airspeed we thought we had. Like ichris said, more practice will build experience. Gomer pylot- You said that touchdown autos are different even before you get to the flare. Can you explain that to me?
  18. Thanks for the replies. My school has a no touchdown auto policy. We won't get to do them until the commercial checkride. I don't agree with it but there isn't much I can do about it. I have considered that some day I should just take a couple lessons elsewhere with an operator that will take greater risks. I would also like to work on different simulated tail rotor failures and zero speed autos at some point in my informative years (which probably never end). The school I am at is very safe but also limiting in what we can learn. As for the topic of my post... at the height of the alarm bell in my head as this was happening, somewhere in my brain I believed that pulling a more aggressive flare was going to increase this sinking (like a plane stalling in a steep turn) and when I began to flare past the level point we were still sinking. My hunch was playing out but I don't really believe it to be true. I recovered before I could find out at what point the flare was going to stop the descent rate. We were low and I am sure the stinger was about to get a kiss. I am just trying to understand what was going on that made this one seem so different. The more I think about it I just don't think the flare was being applied fast enough. The next auto we did should have been higher and with a more direct flare, to troubleshoot the issue, but we basically did the exact same thing and got the exact same result.
  19. My take on this bickering is that settling with power is a broader term than vortex ring state. VRS is a specific aerodynamic condition. When this condition occurs you also experience settling with power. The theoretical disparity between the two conditions, in this case, may not be isolated and that would explain why books couple the two together as the same thing. However, if conditions are those which cause the aircraft to have less vertical thrust than required to maintain flight then it will descend. The power being created by the engine may or may not be the maximum amount it can produce but it is producing enough to allow stable flight in different conditions. The factors we know, and have been mentioned, so as long as the proposed conditions are not those which generate a VRS and the aircraft still is descending "un-commanded" then it would be settling with power. It could also result in generating a VRS...hence the circular logic that mirrors this thread. Think about the words settling with power. It sounds to me as, basically, any descent other than an auto, but, I think the key is that the pilot doesn't want it to happen. So it seems like there is a real difference between the terms, but it is mainly semantic or academic, and plenty of people don't give two poops about the difference and get along just fine.
  20. So I had some strange autos today and I thought I would throw a line out on this forum to see if the pro's had any thoughts on this. Entry and descent were normal but once the ship was level at around 40-30 feet AGL, at the normal point the vertical descending motion is gone, we were still heading down towards the runway. The words that come to mind are falling through the flare. As the actual flare was pulled we were still sinking a little bit. Not the level, or even an upwards path, that is expected during the flare. This perceived downward velocity was apparent enough that I rolled on throttle early, ended the auto, and took off. My instructor also noticed what has happening and said that he was about to take the controls when I aborted. We did another auto and it was the same. Background information: R-22 Beta II Newer blades with the larger faired tip weights 7-10 Kts headwind, very close to a direct headwind 7 degrees Celcius 840 ft MSL Entry speed 75kts and 500 feet AGL Auto "cruising speed" was 60-65kts and RPM in or near the green No turns Paved runway surface Power recovery intended Me: 100 hours all in the R-22 My instructor was a little baffled, surprised, and concerned. His best explanation was that due to the newer and more efficient rotor blades that the collective check during entry was too much. I was making small adjustments at about 100ft AGL and he thinks that somewhere in those adjustments we were not optimal. This somehow caused us to sink at the point where we were used to leveling off and made the flare less effective than what we were used to. This result was significant enough to set alarms off in our heads and we bailed on the auto. He said he was going to ask around to see what the other instructors thought or had experienced in that aircraft. I am not convinced that in the green parameters, or very very close to what is recommended, was the root cause. I wasn't all over the place and chasing to keep IAS and RPM in spec. It was a matter of less than 5 kts and 2-3% rotor rpm that I was adjusting. The newer and higher inertia blades, in my limited experience, are more efficient during the flare and require a little slower and longer flare. If anything, small control chasing at the bottom of the maneuver would be negated by this efficiency. This wasn't my first auto in that aircraft nor my last. Your thoughts?
  21. I recently installed homemade CEP's in my david clark headset and the improvement is incredible. I used a set of skullcandy ear buds with comply foam tips. Now I can hear every detail of the radio comms and the engine and rotor sounds are much more isolated. My volume knob is no longer pegged on 10. After a long flight I feel less fatigued and I am now more confident when decrypting complicated ATC calls. It cost me about 35 dollars. They sell specific CEP upgrade kits if money is no issue and I think this set up is just as good or better then expensive noise cancelling headsets. The negative aspects are drilling a hole in the headset and it takes 30 seconds to get them in your ears during run up. If you aren't good with taking apart stuff or soldering then there are some companies that will do the work as well. My insipration... CEP Sytle Headset...My Version - The Biplane Forum Po Man's CEP
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