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Direct C51

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About Direct C51

  • Birthday 05/21/1986

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  • Company working for
    US Army

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  • Gender
  • Location
    Cameron, NC
  • Interests
    Current Hours
    >2000 Total
    >1800 Multi Engine Turbine
    >1100 PIC
    >500 Night
    >100 Instrument

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  1. Joe- you seem to be mistaken on how EMS operates entirely. At my company, we are 100% goggles and must have them on at all times during night, whether flipped up or aided. Some pilots flip them up in cruise when there isn't much to see, then down for takeoff and landing. If landing in well lit areas like some hospital pads without obstacles, some pilots keep them up and land unaided. You have the choice. And remember, you can always use your searchlight, this isn't blackout ops in combat. No one is doing terrain flight in EMS, so you don't have to worry about terrain flight unaided. If you try to fly below 200 ft except for takeoff and landing, you will be fired post haste. In regards to IFR, it usually just doesn't make sense. First there is the cost. To have a SPIFR program you need a twin with autopilot. The cost increase over a basic 407 is huge. Most of the flights that twin will be doing can be accomplished with that 407 for much cheaper. There is usually an IFR twin in the area that can do the hospital transfers when the VFR ships cannot. You aren't doing an instrument approach to a scene call, so IFR has limited use.
  2. I know if doesn't answer your question, but I would imagine a 17 year Army pilot who well exceeds the minimums will not need any major interview strategies to get an HEMS job. Just show up, be personable, and let your experience do the talking. I guess if you want to ask questions, the following wouldn't hurt your chances. How many flights per month at the base? Is the base on track to remain profitable and operating in the future? IFT to scene ratio? Shift schedule?
  3. Lake Havasu, yes I did apply to that one. Winslow, AZ was also recently filled. I have 5 applications in right now for bases still open per the Air Methods website. I'm very surprised that they haven't even contacted me about the bases I've applied for with Hard to Fill stipends.
  4. I am not looking only in NC. I have applied for openings in NC, SC, CA, AZ, NV. I'm not overly picky with location. I'd prefer to stay out of the Midwest though.
  5. Thank you all for the advice and information. I am only attempting to contact bases that have open positions posted on the Air Methods website. I have submitted several applications on the website but have not been contacted. The few people I know who have gotten a job with Air Methods have all had a connection or spoke with a base lead directly. None of them got the job by submitting an application. I am not sure if this is the norm. I would be happy to hear from anyone who has any information about the Air Methods hiring process. I exceed all CAMTS and Air Methods minimums. I am not being extremely picky with the bases. Most of the ones I have applied to have been listed on the website for over a month. A few are even offering Hard To Fill stipends. I have made a few calls to regional program HRs and left my information for a lead pilot or hiring manager but have not received any calls. I have yet to find any solid contact info for anyone that can affect a hiring. I assumed that if a location has been needing a pilot for over a month, then there must not be very many people applying. If they did get an application from someone who meets the minimums like me, I figured they would have attempted a contact for more information.
  6. It is nearing the time that I am able to apply for EMS jobs and have been told by a lot of EMS pilots to call or visit the base I desire and talk to them first, or at least in addition to applying online. I have found a few jobs at bases that I am interested in, but cannot find any contact information. I am looking specifically with Air Methods. How can I find contact information for these bases? Additionally, if I did contact these bases, who would I talk to? The pilot on duty? Are there regional hiring managers that I can email or talk to? Is this even the right approach? I don't really like the idea of applying for a position online and waiting. I am also about 80 days away from being able to be hired. I would like to be able to convey my position, and talk about the bases individually, especially in regards to how fast they need a pilot, and if they would be willing to wait 80 days. Thanks
  7. I don't have all of the answers you are looking for, but I might be able to help a little. The military route is a fantastic way to get in to a career in helicopters. You will work very hard, be sent to places you don't necessarily want to go, and will absolutely spend too much time away from home. However, you will build time and get paid a lot doing it (relative to building hours as a civilian.) The times of doing 6 years and getting out with 2000 hours are over. It just will not happen until the next big war. I would assume a new pilot will have around 1000 hours when their 6 years is up. This puts you in a tour job or the low hour gulf jobs. EMS won't be possible until you get around 2000 hours. Corporate generally requires more IFR time and quite a bit more hours. EMS salary starts around $55,000 to $60,000. A warrant officer at their 6 year mark who gets selected for CW3 will be looking at $90,000+ before taxes.
  8. Spike - Perhaps you did not read my original post correctly. I have over 2000 hours, not 1500. I meet the requirements of most EMS companies. Do you mind divulging some of the 15 more important things than flight hours that I should have? I am certainly interested.
  9. Bingo. Sounds like someone has never flown with wheels. Our military regulations state flight time is logged once the aircraft is airborne or begins it's takeoff roll. This is not what the FARs use to log flight time. I spend at least 10 to 15 minutes ground taxiing to an empty place on the ramp, taxi check, HIT checks, before takeoff checks, waiting for linkup and takeoff clearance. That is not including test flights where I spend even more time after taxi.
  10. The 759 does not show the number of flights, but a -12 printout does, as well as my excel logbook I have for every military flight I have completed. I could easily go back and add a .1 or .2 to each flight if this was an accepted practice. If not, I still meet the minimums and certainly don't want to look like I fudged the numbers. I do plan on getting a civilian class ii medical about 3 months prior to getting out. Thanks for the advice.
  11. I am currently an AH-64D pilot in the US Army and will be getting out in about 10 months. I am set on pursuing an HEMS job and am trying to figure out the industry standard on what is acceptable when converting military flight time per a 759 to a civilian logbook in compliance with the FARs. I have referenced the following excerpts from the FARs which I am trying to interpret. "Part 61.51(e)(i) When the pilot is the sole manipulator of the controls of an aircraft for which the pilot is rated, or has sport pilot privileges for that category and class of aircraft, if the aircraft class rating is appropriate;" "Part 61.51(e)(iii) When the pilot, except for a holder of a sport or recreational pilot certificate, acts as pilot in command of an aircraft for which more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is conducted;" I have approximately 1100 hours PIC in the AH-64D. I also have approximately 900 hours as PI in the AH-64D. If I assumed I was sole manipulator of the controls 1/2 the time I was the PI, would I log a total of 1550 PIC in my civilian logbook? Or is PC time the only thing I can log as PIC and PI time would be SIC? Also, per AR-95-1 flight time starts once the aircraft leaves the ground. Per FAR Part 1.1 "(1) Pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing." I generally taxi out to an empty spot on the ramp, do HIT checks, read a before takeoff check, wait for takeoff clearance, and during test flights I am sometimes doing checks for 30 minutes or more. Would it be acceptable to add a .2 to each flight to account for this? My 759 would obviously not match this, and would hate to lose credibility if this is not the industry standard. I would also hate to not log this time if it is the way everyone else is doing it, and lose out on a job because I didn't log what I could have. I'm looking for some insight on the way the HEMS employers would like to see my civilian logbook vs my 759.
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