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rick1128

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rick1128 last won the day on August 28 2017

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About rick1128

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  • Birthday 12/23/1952

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  1. Spend some time reading the IFR sections of the AIM. As far as ATC is concerned you are not flying an IFR helicopter you are flying an IFR aircraft. Everyone follows the same rules and procedures, with minor exceptions. You have been told all through your training that helicopters are different. They are, except here. To ATC you are not an airplane of helicopter, you are a blip on the scope and an aircraft. And they really don't care which one you are for the most part.
  2. That questions has been a sticker since it was issued. There were some FAA inspectors that said that the helicopter instrument rating does not count toward that requirement, even though the requirement items are all part of the instrument rating. Plus this regulation states 'aircraft' not 'helicopter' so it could be done in an airplane or blimp or simulation there of as long as the focus of the training is the operation of a helicopter for these items. Clear as mud isn't it?
  3. A few things to keep in mind about instrument training. First of all, if the equipment is in the helicopter, the DPE can have you use it. So know how it works. ADF, VOR, etc. I have seen many helicopter IFR applicants not know how to use a VOR or track/intercept a specific radial. They have just done GPS. If you are flying in the ATC system and say you have the equipment ATC expects you to know how to use it. Be aware that IFR helicopters have a minimum IFR speed called Vmin. This is a speed that you can not go below while flying by instruments. And yes I have seen students try hovering on instruments. It aint pretty. And yes I am aware that almost all helicopters used for IFR training are not IFR certified. That is not the point. The student is being trained to fly helicopters in IFR conditions which means it someday will be an IFR certified helicopter. Legally, though not very smart, immediately after you pass your Instrument checkride, you can climb into an IFR helicopter, file IFR and conduct real approaches to minimums for real. Become familiar with the chart symbols and format. That will make your training easier from the start. Also become familiar with proper r/t procedures and phraseology. This is in the AIM. This can be a weak area for helicopter pilots.
  4. There are a few schools in the Houston area. As previously mentioned Tim Salaika at Salaika Aviation in Danbury, TX. I did my instrument and CFII there. He is knowledgeable and straight forward to deal with. He uses Enstroms. There is Apex Helicopters in Pearland who use Robinsons. And Helicopter Services Inc out of David Wayne Hooks airport on the north side of Houston. They also use Robinsons. Finally there is Neches Helicopters in Beaumont. They use Gambril Cabri. Good luck.
  5. Until Air Force One becomes an UAV, I don't believe that we have too much to worry about. Especially if we carry passengers. Some jobs like aerial application, it may be quite appropriate to use an UAV. Others that require a high level of situational awareness and a feel for the machine, like external load, it may be inappropriate to use an UAV.
  6. The term 'bush pilot' refers to airplane pilots that fly off airport. Since that is what helicopters normally do, the term really doesn't have any meaning in the helicopter world. Since most of Alaska was developed/settled before airplanes became common in Alaska, most of the settlements are near bodies of water. So seaplanes and ski-planes are the faster and less expensive method of transportation compared to helicopters. Plus they tend to be able to carry more than helicopters. However, like the rest of the world, there are situation where the helicopter is a much better fit than the airplane. So like kona stated, until the federal government releases the hold they have over a large portion of Alaska, the market for helicopters will be limited. Personally I have a big issue with the term 'bush pilot'. I have run across a good many 'float plane pilots' that call themselves 'bush pilots'. There is a great deal more to being a bush pilot than having a float rating. The real bush pilots have a more intimate relationship with their aircraft and the area they fly, than they do with their SO. Personally I have taken a lot of what is left of these so-called bush pilots than I ever cared to. Their attitudes wrote checks that their experience level couldn't cash.
  7. BA, If you can't connect with spike, I have a 2 day pass available.If Bowman doesn't need it I will give it away to the first come first serve basis.
  8. If you want it that way I will, but I don't recommend it.
  9. Dennis, I will be there is year and will have a few copies of my book that I didn't sell at Rotors n Ribs last year. Autographed copies will be available. And see you at the get together.
  10. I did my instrument rating and CFII in a 28A. You had to flog it pretty hard to get it going. But then I was in SE Texas in August with a 280 pound instructor. Personally I wouldn't have anything to do with a non-turbo Enstrom. I'm not sure how the TH-180 is going to work out being non-turboed, even with an extra 5 HP.
  11. Avbug, I believe that only the trainer has to have completed the company PIC training. What would the purpose be of this authorization if both pilots were required to have completed the company's PIC training? How would new PIC's and SIC's get trained?
  12. No. The GI is a totally different program. However, your CFI will keep your GI current.
  13. I have used American Flyers many times. And yes it is airplane oriented. This last time, I did the AOPA course. It has helicopter and seaplane segments. Plus segments on student retention, etc. Since I am an airplane and helicopter CFI and I fly seaplanes, I found this course interesting and enjoyable. Plus, they allow you to go beyond the required minimum if you desire and do additional courses that interest you. Or you can go the way I did the time before and have an FAA Inspector as a student and get your licks in while you can.
  14. A few pictures I took during last weekend's Rotors'n Ribs Flyin. http://s102.photobucket.com/user/rick1128/library/Rotor%20n%20Ribs?sort=3&page=1
  15. Many years ago I flew with another pilot who was also in the Marine Corp Reserve. Initially he was a Marine Helo pilot, then transitioned in the AV8 Harrier. What he told me was that the Marines had initially put fighter pilots into the AV8, but after studying the accident reports, they started moving AH1 Cobra pilots into the Harrier with a lower accident rate the result. The takeoff and landing dynamics are different enough that pilots with solid amounts of helicopter time will be the most likely prime candidates.
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