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Pogue last won the day on April 17 2011

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About Pogue

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  1. Going back to your original post, as a CFI how about taking some time to go over section 2 in the maintenance manual with your student? I wouldn't spend a lot of time in the weeds with it, but all of the basic inspection criteria are there and could help give the student an idea about what is acceptable. If they have an interest in the mechanics of things AC43.13-1B is available free in pdf form from the FAA as are all the other AC's that pertain to maintenance and inspection, but those are overkill for the average pilot. I realize many pilots aren't really interested in the mechanics level of system knowledge, but knowing where to look if they don't have a mechanic around is helpful.
  2. I understand what you are saying in principle, I'm not trying to be a smart a$$. I also happen to be an aircraft mechanic, and am capable of doing my own preflight, thank you. So just bear with me a second... You look out the window of the FBO and see someone cutting away at belt with their pocket knife. How do you think that's going to play out? If you are uncomfortable with what the mechanic tells you, ask to see what the acceptance criteria is. He should be able to show it to you. If you still don't like it, and they don't want to change it don't fly it. If it's within the criteria and you choose to intentionally cause further damage, I'm not going to thank you, whatever your intention may be.
  3. It would probably be better for you to just quit, as opposed to being fired for cause and possibly charged with a felony. Or if you are renting, just don't fly if you don't like the condition of the aircraft.
  4. Air West in Glendale AZ uses F-28F's. That's probably not any closer than SFO but may be cheaper if you have to commute. It's airwesthelicopters.com if you want to check them out. I have no affiliation with them, but I do see them flying around.
  5. Assuming it's like the Blackhawk, the stabilator is programmed off of airspeed with the intent of keeping the airframe attitude (mostly) level. At slow speeds it moves down to lift the tail. It's not controlled by flight control position.
  6. I think your plan is still good - you could get that minimum 25 hours in the R44 doing your Instrument add on, and get the rest of your helicopter hours in an R22. That would probably save you some money. You'll get a lot of that 200 hours doing the Commercial.
  7. FWIW the -10 (flight manual) for the UH-60 specifies pitot heat on when you have visible moisture and an ambient temperature of 4 degrees C and below.
  8. pts = Practical Test Standards. An FAA publication that states the standards you will be evaluated to for a certificate.
  9. If you go Aviation in the Guard you will do combat deployments, or at least contingency operations (Kosovo, Kuwait, etc). We go about every third year now. How intense the combat is will depend on platform, with the Scouts being most up close and personal, followed by the Apaches. Black Hawk and Chinook are generally people and equipment movers. While they do happen there aren't that many air assaults - it's mostly ring route kind of stuff. If you're looking at the Guard each state has different kinds of units, so unlike the regular army you will know what kind of helicopter you'll be getting in to. Guard generally wants you to enlist and then apply to flight training, but I've heard of people getting in directly to flight training - I think it's a state kind of thing. Keep in mind that just because you're in Philly doesn't mean you can't enlist in the NJ, NY or MD National Guard if they have the platform you want. Each state operates a little differently and has different needs. You will be on your own to make drills and additional flight training periods so bear that in mind if you look out of state. Do not talk to a recruiter until you already know the answers. Once you talk to them they expect to be your single point of contact and due to their anti poaching rules it can be very difficult to talk with anyone else. They also generally know very little about the various flying programs. You should be able to make arrangements to talk to the local units on your own. Call them during the week and schedule a visit. Don't just show up on a drill weekend as they'll be too busy. If you and a unit decide that you're a good fit, they'll be able to hook you up with a recruiter and you'll already know people to help smooth things out. You will still have to do all the packet preparation and selection process.
  10. I believe the 57 KIAS lower limit is to keep you off of the back side of the power curve. The Vne x .7 is to minimize airframe loading.
  11. R-22 time seems to average around $250/hr with instructor at the moment. I think most of the larger schools will charge for 1 hour of flight, and you'll get 1 hour plus 45 minutes to an hour of ground. Ask around because you never know when someone will have a 'special', but by all means ask how much flight time you'll get.
  12. You could CFI at Rucker, but going from a Black Hawk or Apache to civilian is pretty tough. The big thing is there's no money in it compared to the military. If you get your FI (or is it SI?) you can now get that converted to CFI/CFII otherwise you end up paying for training. To instruct in Robbies you need 50 hours in type assuming you have > 200 hours TT. That's just a lot of money to spend on your own. You can legally instruct in something like an S300 or Enstrom with 5 hours PIC, but from a practical standpoint there aren't going to be too many companies looking to hire someone with 5 hours in type when they have a waiting list of students they know. Law enforcement seems to work well with Guard pilots - we have two that fly with the DPS in the civilian world. They keep seniority and all that during deployments. There are always other opportunities, but military pilots apparently are not getting a "buy" on hours requirements in the civilian world.
  13. If you can afford to get 25 hours in it, yes. Assuming you plan on becoming a CFI being able to teach in the R44 is one more thing to help make you hireable. Every little bit helps...
  14. Yep, it's normally top of the green (103-104%)
  15. On deployment none of our Black Hawk pilots wore hip or thigh holsters, although the modular type that could be attached to MOLLE on the vest or a belt were popular. Crew some chiefs wore the thigh holsters but the shoulder rig was most common.
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