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Hand_Grenade_Pilot

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Hand_Grenade_Pilot last won the day on September 16 2019

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About Hand_Grenade_Pilot

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  1. 1.) For most jobs, it won’t be a huge leg up. Meeting all of the experience requirements, and knowing someone at the company is what will get you the job. That being said, test pilot positions occasionally come up at the various helicopter manufacturers, and they do require an engineering degree. I have never done it myself, but it seems like a pretty cool job. 2.) Yes and no. Flying helicopters is my greatest passion in life so far, but doing it professionally can definitely be a grind. Jobs like tours can be fun for the first year, but then quickly become monotonous. Most pilo
  2. I wouldn’t plan on getting a job with law enforcement. Other than that, I’m not aware of any civilian companies that as a matter of policy automatically DQ for an arrest / drivers license suspension. But it is possible that someone, somewhere will frown upon it and deem it as a no-go for hiring. And you are correct about the major airlines being much more rigid than the helicopter industry. Even something like a recent minor speeding ticket can be a problem. Regional airlines, not so much.
  3. I wouldn’t worry about it too much. Do what you can to get it expunged. An arrest record may be a DQ for some job opportunities, but certainly not all. You’d be surprised how many helicopter pilots have had a DUI or other legal issues. Best advice I have is to always be honest if it comes up in an interview, and own up to your mistakes. And check the applicable box on 18v during your FAA medical app when it’s up for renewal. Don’t lie to the FAA on this; they will find it during your driver record check and deny your medical if you do not disclose loss of driving privileges.
  4. It’s not possible for anyone here to honestly answer that with so little information. An experienced pilot, with a well maintained aircraft, who uses a conservative approach / departure path and is mindful of the community should not be a problem. On the other extreme, it could be some weekend warrior with a shoddy home-built experimental, lacking basic pilots skills, buzzing roof tops at all hours in which case that clearly is a problem. You haven’t given us any information about the pilot, the aircraft or even a satellite image of the area to assess how they could go about l
  5. Hiring minimums fluctuate with supply and demand. Right now, at least in the offshore industry, demand > supply (of pilots). Bristow, Era and PHI have significantly lowered experience requirements from years past. When I started flying offshore about 4 years ago, there had been layoffs/paycuts. When things started to stabilize and pilots were needed again, they were picky about wanting offshore experience. Now it seems as if they’re just looking for bodies to fill seats. Flying in Alaska will be a lot more fun. If you’re interested in utility flying, a few years at Temsco could open up
  6. Keep offshore oil/gas in mind once you get 1,000 hours PIC. All of the major offshore helicopter operators provide excellent training, and you are paid a full salary during training. No legitimate helicopter operator should expect new employees to work for free while receiving federally mandated training.
  7. Its a total crap shoot, and working over-time at your current job might make more sense than this, but what if you approached the remaining local flight school about working as a part-time ground instructor? They might be able to roll you into their employee insurance. I know that you have no desire to flight instruct (nor would hour hungry CFIs want to give up any potential flight time), but they may have a need for someone to give ground lessons. It doesnt take any flight time away from their current CFIs and could allow you to get a better rental deal. And getting your ground instructor cer
  8. Another note. Without observing you personally, it's hard to give any specific input for improvement. But if I had to guess, you may be fixating too much on your instruments, which makes it nearly impossible to maintain the correct glide profile. While keeping RRPM within limits is very important, fixating on a specific percentage or a very specific airspeed can do more harm than good. Just keep RRPM near the middle and airspeed around 60-80kts. Maintaining 70kts instead of 65kts won't have much of an impact. Also keep in mind that being out of trim can give an inaccurate airspeed indicatio
  9. As said above, there is no reason for the final segmant of a 180 auto to differ from a straight auto, assuming you are able to roll out at the proper angle/altitude/airspeed. While most new CFI's coach autos to start at the perfect entry point, it'll do you a lot a good to get away from that mindset. As you said, engine failures almost never happen under ideal circumstances. Focus on understanding all the variables that affect the glide/flare profile. As you develop proficiency, you'll become more comfortable executing steeper turns, more aggressive flares, maneuvering out of trim or sidew
  10. I understand the point you are making now. And I agree; as long as the pilot maintains situational awareness in regards to their environment, power margin, power pedal travel remaining, etc it is not dangerous operating downwind. But if a pilot is ignorant of any of the variables, or becomes fixated/distracted, it can quickly turn into an unfavorable situation.
  11. Could you elaborate? I am assuming you made a typo, because having a groundspeed lower than the tailwind component results in weathervane tendency and increased power demand. Hovering OGE (0 groundspeed) with a 10 knot tailwind, is not a good position to be in.
  12. This maneuver has been around for awhile, but I have not had the opportunity to practice or experiment with it. My understanding is that to recover from VRS (with a counter-clockwise MR) you can apply max available power, right cyclic and left pedal to laterally transition into a clean airflow. The application of left pedal assists in creating lateral movement (translating tendency) to expedite the transition out of VRS. The demonstrations seem very effective. However, in talking with other pilots, there has been a lot of disagreement regarding the application, effectiveness and stress induc
  13. I think what NR is getting at is that LTE vs LTA is the equivalent of vortex ring state vs settling with power (or power settling, or settling with max power if youd prefer). Some people argue over the specifics of settling with power (vs vortex ring state), others lump it all into one category. Same goes for the tail rotor. Personally, I think the distinction is worth making. To me, LTE is an aerodynamic problem, a detrimental airflow circulation that results in a sudden decrease in T/R thrust. LTA (limited tail rotor authority) is simply reaching the left pedal stop (in a counter-clockwis
  14. Thanks for the feedback. In talking with other colleagues they also all agreed that operating offshore exempts you from LA state tax. Hopefully can get the money back by filing amendments for the past few years.
  15. I was recently told that pilots residing out of state are exempt from Louisiana income tax. Is this true? If so, what is the justification / legal source? Any one ever had to deal with a state audit regarding this? It has been my understanding that pilots whom reside out of state from where they are based are still obligated to pay state income tax in the state they are based, if >50% of their income is obtained in that state. For example, a pilot lives in CO but is primarily based in LA. During the year they are also based in TX for two months. At the the end of the year, the pilot i
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