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flingwing206

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About flingwing206

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    VR Veteran Poster
  • Birthday 10/10/1960

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    Era Helicopters

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    http://www.lancasterequine.com
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  • Location
    Denver, CO
  • Interests
    Flying<br />Skiing<br />Running<br />Sleeping<br />Eating<br />Inveterate rebel, box-buster
  1. Now you are asking the right question. There is other work besides instruction, and there are schools that either con't use Pathfinder, or have supplemental riders or limitations to cover that 100-hour gap. Welcome to the world of the new CFI!
  2. 300 hours required by Pathfinder - at least 50 in type. This is as of a year ago.
  3. Sexy - EC120 & EC135 Most Excellent Looking - MD520N, MD Explorer Fast and Capable while standing still - EC145, Bell 427 Appealing in a '67 Camaro sort of way - MD530F Timeless classics - Bell 206 BIII, Hughes 500D
  4. Short answer - it depends... Every towered airport will have a different way of handling helicopters. If you are operating in the pattern (meaning using a runway), you will always need a clearance to land. Depending on what your landing clearance is, you may need a clearance to take off subsequently. There may be times where there is no inbound or local traffic - the tower may clear you for continuous operations until further notice. When you are operating from somewhere other than a runway (taxiway, helipad, practice area), you still need to get tower permission to fly, but depending on where you are flying in relation to the traffic pattern, they may again clear you for continuous operation within certain bounds, like "south of taxiway Bravo, west of taxiway Echo". You can never take anything for granted - best is to let the tower know what you plan to do, and tell them if you plan to do something markedly different.
  5. ====================================== Joe Pilot 123 Main St Anytown, US 01234 (555)123-4567 Ratings and Qualifications: (List here your pertinent ratings, endorsements, and qualifications) Flight Time: (List here types and hours - if you have a dizzying list of types, break it out my heavy twin, light twin, medium single, light single, ect.) Service/Employment History: (List here your most recent, and any pertinent info on service and civilian jobs) Education: List here any pertinent military schools and civilian education (after high school) References available upon request ================================= This should fit on one page, in 11 or 12-pt type, with at least 1/2" margins left, right, and top, 3/4" margin bottom. No pictures, no color, just simple, neat and clean. Along with this comes a 1-page, three-paragraph cover letter. Paragraph one is introduction: "This is who I am, and how you know me." (if they know you) Paragraph two is why you like their company: "XXX helicopters is my employer of choice because..." Paragraph three is what you will do for them: "I will be an asset because I have this experience..." It is entirely proper (and often preferred) for to email this - the documents should be in MS-Word or Adobe Acrobat (PDF) format. However you deliver your resume, follow it up with a phone call to be sure it was received (this also helps ensure it gets looked at). I wouldn't sweat discussing the physicals until they ask - although of course you will want to know you can pass before you move somewhere for work. They won't hire you without at least a Class 2 in hand. Hope this helps! John
  6. Gang, before this devolves into a flame-war... There is knowledge - in its breadth and depth. Then there is judgement - in this case the judgement of the CFI, who has to decide what the student needs to know (breadth) and how extensive their knowledge of that particular topic needs to be (depth). Does a pre-solo student need to know how a turbine engine works, or need to have trained in downwind quick-stops or ag turns? Probably not, and in fact these topics would probably only serve to distract and confuse. There is no question that judgement comes from experience and applied knowledge. We want our students at any level to apply good judgement. We need to provide the knowledge that will best help them in the situations they may encounter (Here's where someone will pipe up, "well we can't know what they will encounter, so..."). In fact, the knowledge and training we provide our students should control what they might encounter - if you are a CFI in Florida, you will probably make sure a pre-solo student knows how to read a weather radar, but perhaps pass on mountain/pinnacle flying. If a student seems weak in their ability to judge weather, we can make sure they only solo in the best of weather. Should they solo without complete weather ability? That's the CFI's decision, and it depends on more factors than I can list here. I'm not going to beat this to death, but there is no need or way to teach everything you know to your students - your job is to provide the necessary knowledge combined with the appropriate experiential training that will allow your students to develop the judgement they need at each level of their development as a pilot. A commercial pilot may not need more skill than a private pilot, but they are going to need a broader and deeper knowledge and experience base in order to exercise "good judgement" in the much larger operational arena they will face. Usually, the "best" instructors are those with the knowledge and experience to provide only what's required, but leave the student with a thirst to know more. If a student has what they need to succeed, but are still coming after me for more and more, I know I'm doing a good job.
  7. I've met some current RCL pilots, and work with some ex-RCL pilots. Based on their descriptions, RCL would not be at the top of my job-search list. For details, talk to them, not me.
  8. I could have, chose to go to a different part of the country. Helicopter Adventures - at the time about 18 300CB, 6 R22, 2 206 and I'd guess somewhere around 50 students in a similar program, 100 or so students overall. About a year, from no experience to CFII There really wasn't competition in the common sense of the word. If the school needs instructors, they hire as many as they need - if that's all available, so be it. If there is only one position and ten recent graduates, one gets hired, even if all ten are excellent. That's generally how all businesses conduct hiring. About 20 months, but I was at a small school/FBO - I had a salary position with responsibilities beyond flying. If I had just flown, probably around 14 months. Helicopter Adventures has a LOT of graduates spread throughout the industry, and hence a lot of connections. However, to the best of my knowledge, they have no formal ties with any large operators like Air Log. There are a lot of HAI folks at Era.
  9. 269B in MI? Not around the Grand Rapids area is it? If so, we may want to chat a bit more. Second thing - if you are relocating to CO, consider your 269-series purchase carefully. Anywhere above about 5,000' density altitude, the only 269 that's really capable is the 269C, and even the mighty C starts to struggle above about 7,000' DA. Rotors of the Rockies (Jeffco, in the Mile High City), bans high- (aerodynamic) performance maneuvers on the hotter summer days. If you do end up bringing a C model to the Denver area though, shoot me a PM!
  10. After a quick read through this thread, just to reiterate two points: as nsdqjr said, windmill brake state is (at its logical extreme) when all the lift being created in the rotor is going toward driving the rotor. If you take the "brake" out of the phrase, it's a little easier to understand. To expand (and perhaps confuse, but here goes) - we control the RPM of the rotor (given a constant airspeed and pitch attitude of the aircraft) by changing the AOA of the blades. This in turn re-orients the combined lift/drag components. The more you raise the collective, the more the net of these combined vectors "lean back", slowing the rotor. If the collective is lowered these vectors tilt "forward", speeding the rotor. (I have left out the discussion of what happens to total lift.) The reality is that helicopters don't have the blade-pitch range to get into the state described in the RFH. Second point: If you were to try to pick up your R22 by the blade tips when the rotor was not spinning, the tips would rise until the coning hinges reached the limits of their travel, at which point the blades would start to bend. This, however, has nothing to do with the windmill state - centrifugal force in a spinning keeps those blades near-horizontal and very rigid, and the coning hinges never get near their upper stops. And a total aside for all Robinson pilots - I hope you've gotten the very recent service letter which instructs a daily blade-tip/leading edge inspection for ALL Robinson blades (R22, R44, R44-II). While I'm sure you have a look down the blade while you preflight the rotorhead, this is a get-the-stepladder, foot-by-foot kind of inspection. On the good side, it is a daily, not a per-flight inspection.
  11. I commute from Denver to New Orleans, then drive to the base. It usually takes a pretty good bite out of a day, but the 14/14 schedule makes it doable.
  12. Enstrom 280, 28 I believe it is about 3 degrees.
  13. For example, I piloted a helicopter for an event at a local tech company. I brought the VP of sales from a nearby airport to the parking lot of the company HQ as part of a showy production kicking off a new product. He got out, I went home, done deal. Technically, I can't do this under Part 91, as I am providing air transport. However, the FAA recognizes that there will be times where an operator may neet to provide just this type of service. In this instance, I called the FSDO, faxed them my plan and pertinant info, and they faxed me back an approval. Done deal.
  14. A common departure from a platform (especially a small one) will be to hover, check power, and if you have a sufficient reserve, pull to max take-off power, then depart. This ensures you will be climbing away, with no chance of hitting the tail on the way out. If you are using max power to hover IGE, there's a good chance the aircraft will settle as soon as the rotor disk is no longer completely over the deck. If you choose to make this type of takeoff, you'll have to either kick the tail out or dive to clear the tail. These are both unsafe practice, better to get rid of a little weight and try again. You have to get a thick skin pretty quick in the GOM - the first time you raise the collective and you realize that the weight that's in the helicopter is a lot more than the weight "they" said was in the helicopter will define you as a GOMer. Either you will lower the collective and inform them that some weight has to come off, or you will somehow drag the bird off the deck. Do the former, and they'll learn quickly not to BS you on the weight. Do the latter, and it's just a matter of time...
  15. If it is a maintenance issue, it would seem that the school shouldn't charge. I'm assuming this is a Schweizer (Robinson has no authorized leaning procedure), if so, the only real cost to the school is the fuel, as the MX Hobbs doesn't run on the ground. Pardon me for asking, but who allowed (or trained) a student pilot to make such a bad decision? If this was a rated pilot operating without oversight, then hey, they made the choice to fly and their bad judgement shut them down - that 0.1 hour charge is the price of experience. So 1) no, 2) absolutely.
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