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About FauxZ

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    Chandler AZ
  1. Generally, most operators don't care too much that you did cherries, specifically. But it can't hurt. It shows that you're willing to "pay your dues" and find work where it's available. No one gives two craps if you have zero or > 10 hours of turbine. Hell, I might even say > 100. If you can fly and start an old radial 55/58, you can fly a turbine. They will care more about your attitude, meaning how much you want to learn, how smooth you are, and how well you deal with customers. In any case, tell Dave and Dan I said hi!!
  2. One more thing to add, the throttle is less responsive at high altitudes. The correlator is set for sea level performance. At higher altitudes the governor can have a hard time keeping up. I've done IFR flights at 7000 in the AZ summer and any movement of the collective beyond small, smooth movements, would cause the RPM to wander. If you're making large collective movements like you would for landing etc, you could run into issues.
  3. I talked with a Kmax pilot up in Omak about two years ago while he was waiting to go on a fire. He said you have to get pretty mixed up to have a cross control "collision" with the blades, and in 8000 hours, he'd never done it. Even still, it just scratches up a blades a bit and the damage isn't very serious. I'm pretty sure the machines that lost blades in flight were results of corrosion inside the mast. They are hollow, and the corrosion and cracks went undetected until it was too late. I don't know if there was a redesign of the mast, or if the inspection process was just beefed up, but I don't think it's an issue any more.
  4. You can also browse Airliners.net, they have plenty of pictures there of every helicopter you can imagine.
  5. One of the guys at Bell Training Academy is 320lbs, 6'4" I think. Of course he's been there forever, and I don't think he started there. He normally does Huey, 205, and Cobra courses for customers, but I flew in the Jet Ranger with him. We put 120lbs of ballast in the cargo box to level us out. He's the nicest guy in the world, that's for sure. That said, I'd think you'd have a hard time finding someone to hire you, green, at that weight. Most R22 schools limit CFI weight below 200, so you'd certainly be going the 300 route if you were going to be a CFI.
  6. More importantly, who is hiring!!!
  7. I'll agree it depends on the culture of the school. Personally, I think that you should be wearing at least slacks (dockers) and a company provided polo. We were allowed to wear dockers shorts also, but besides looking like an idiot (I'm sorry, not many can pull off this style) I found them to be hotter in the AZ sun. Sitting under the bubble, more sunlight made it to my legs instead of my pants. I also think that flight suits are a good idea. I know that's the standard uniform at the Bell Training Academy. Its functional and tends to promote safety. Sadly, they seem to promote egos too. As for helmets, I think that should be a personal choice, same as for motorcycles (in AZ at least.) I'm not really a fan of regulation telling me what I can or can't do when it doesn't pertain to others, but also there are times when you just can't wear a helmet. I tried mine on in the R22 and felt restricted. In the 206 I don't like to fly without (who put the door frame so close anyway!) Problem is, I don't fit inside a bubble window on a 206 with a helmet on, so I'm forced to use a headset if I'm long lining with the door on. And below 30ºF, I'll have the door on thanks. Oh, and last, I always wear flip flops when I drive. I just have the common sense to slip them off as I sit down so they are out of the way. Been driving a stick, barefoot, for over 10 years. The only time there is a problem is with metal pedals when its 150ºF in the car!! Z
  8. To play devil's advocate, I'm going to say the job of the primary instructor is simply to provide a basis for passing the checkride. Their goal is to get you the license, your job is to learn the details. Honestly, I don't really see a big deal with new CFI's teaching private students, or even instrument students. It'd be nice to have more experience for Commercial, but again, you're trying to pass a checkride. Your first job should provide you with at least some training. That said, I'd love it if all instructors were high time guys with commercial experience. It would be interesting to see who would fare better with a private student, a 200 hour new CFI, or a 1500 hour new CFI. Just curious.
  9. If you plan to be a career instructor, and you're good at it, and you make it known what your goals are, few schools will "throw you out the door." There are always lead pilot and assistant chief positions, and then if the cards align there are chief pilot spots. I know the Chief Pilot at Quantum has been there her whole flight career. She trained there, instructed for a few years, then moved into the chief spot as it was vacated. Been there 12 or 13 years now. Just one example. The other option is freelance of course, which can be VERY lucrative. Its all about having the right clients and the right credentials. Oh, and you have to be good at it. All the passion in the world won't make you a good instructor, and sometimes the hardest person to convince is yourself. Let's face it, unless you're really bad, no one is going to tell you you're just not that great.
  10. I'm not trying to start another "this economy sucks" thread, god knows the internet has enough of those right now. I'm just curious if anyone else flying utility is actually flying right now? I've been sitting at home for over a month while we don't have any seismic contracts. Is anyone else flying seismic and having trouble this season or is it just me? I want to hold on as long as possible with my current company, I just hope its not the whole seismic industry.
  11. I didn't train or work at Hillsboro, I was at Quantum. However, I know the only places we would hire outside CFI's from was either Bristow or Hillsboro. I've flown with a couple of Hillsboro pilots and I agree they seemed to know their stuff and were happy with their training. That said, I don't think their instrument program was nearly as rigorous as ours was based on discussions I've had with some co-workers from there. I have heard really good things about some of the DPE's up there though, one in particular has a great deal of experience. Other than that, you have weather to contend with. Phoenix has something like 300+ flying days a year, so I'm was a bit spoiled.
  12. Looks like they used the drivetrain and tail boom from a 206 and hung a new body under it. The 206 Cobra variant.
  13. I'm only been on the utility scene for a little under 6 months, not counting the 3 months of cherry drying. As with Ag, getting out of a running machine is pretty much expected. Fueling, stretching, bio break, whatever. That said, I'm still not a big fan, and it's one of the first things I bring up to my crew when I start my hitch. I do feel it can be done safely, though there is a increased risk. I also feel that people who have been doing it for many years can start to get complacent. I ask my ground crew to help me as much as is practical to minimize the times I must exit the helicopter, and when I do exit, I try to stay as close as possible. I flew with a guy who crashed a ship because of something that is very easy to do while getting out (though he wasn't at the time.) He had just set down on a small dirt pad and wanted to ensure the skids were where he wanted them. He took his left hand to the cyclic, and used his right had to open the door and lean out to examine the rear of the skids. When he did this, his helmet cord wrapped around the collective and raised it full up. The helicopter rolled into the ground and was destroyed. While exiting the helicopter, before you even start to shift out of the seat, police the area. Hell make a checklist in your head if that helps. Headset wires secure/unplugged, seat belts free and out of the way, frictions on, loose clothing (baggy, cargo pants, loops) secure. Then, plan your exit, and execute it slowly. Always have a firm hand hold/foot hold before exiting. Repeat the process for getting back in. Getting out or in on a wet flight step could really ruin your day if you're not careful.
  14. Aerial Solutions Inc. out of North Carolina. Last time I checked in with them (Aug) they still hired 1000 hour pilots and trained them up. The problem is they don't hire very often, not huge amounts of turnover.
  15. I helped a guy pull an engine on a 300ZX TT one time, he blew a turbo. It is the only car I've vowed to never work on again. It's as if the engine was simply an afterthought to fill empty space under the hood!! However, I've always thought it looked much better than the MKIV Supra. Me, I have a MKIII and a MKII.
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