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bqmassey last won the day on February 3 2011

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About bqmassey

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  1. It's hard to determine a "best". Every flight school thinks they're the best. That being said, I can attest that Central Oregon Community College, which pairs with Leading Edge Aviation in Bend, OR has a very solid program. The program is on good terms with the VA, provides safe, quality training, and doesn't take advantage of the VA blank check to the extent that most schools do. They're one of the responsible players, versus those that are ruining it for others, like Guidance and Upper Limit. Beautiful part of the country to fly, too.
  2. No, it will be a legitimate helicopter company that provides the helicopter transportation.
  3. I really liked 83H, it was good. Didn't like 83LE, though.
  4. It's not generally the CFIs that are setting the price of training. Of course you should try to get the most for your money.
  5. Good to see you showing up around here a little more often, Goldy! There are several reasons that I wouldn't automatically give an SBT school more acclaim simply because they declare themselves an SBT school: A lot of the really helpful concepts in FITS SBT have been practiced by good instructors for decades, whether they've had FITS SBT training or not. FITS SBT didn't create new methods of training people as much as it identified, named, and validated their effectiveness. It may be an improvement over the status quo, but formal implementation of FITS SBT isn't a prerequisite for quality in
  6. I was just talking yesterday to a young guy who hit a helicopter and got tracked down, he was 15 years old and ended up with a felony conviction and six months in juvenile hall.
  7. Great post, Hand Grenade. One thing, though. There's isn't necessarily a loss of lift. Obviously, the amount of lift produced has nothing to do with ground speed (hence, wind); it has to due with relative wind—indicated airspeed for our purposes. Turning upwind, downwind, crosswind, none of it will necessarily change your indicated airspeed, and, consequently, won't affect your lift. I think that the "loss of lift" that we experience when turning downwind is due to our nature to fly visually and maintain a nicely carved out ground path, which does, in fact, require a change in airs
  8. I don't mean to sound crass, but "pay for it" really is the answer for damn near everyone, whether through educational benefits, financial aid, loans, or just outright cash. Occasionally you see some good hour building opportunities on here, but they still come at a cost. By the time you fly to where it's located and figure out lodging, it might not be any cheaper than just renting the helicopter. An idea that (in my experience) is more common in the fixed wing world, but would be just as legal in the helicopter world, is "safety pilot" time. Two helicopter-certified pilots rent an aircr
  9. Happens all the time. People let their friends, kids, family members, etc take the controls. Thats completely legal (as long something specific doesn't prohibit it, like SFAR 73, Part 135). The acting PIC is still responsible for the flight. Yep.
  10. What regulation leads you to this conclusion? I feel the same, but there's really not much interpretation necessary. The rules about what you have to do to act as PIC and what you have to do to log PIC are in black and white. Yes, he can. That's almost exactly what I wrote in the first post! Consider opening up your FAR/AIM and taking a look.
  11. I'm assuming we're talking about the U.S. here. You should go review 14CFR 61.51 and 61.57. The answers are there. You are required to log anything that is used to meet currency requirements. No, you can not magically create a SIC for an aircraft or operation that doesn't require two pilots. HOWEVER In the scenario you described above, the non-current pilot CAN log the landings as long as he is 'sole manipulator of the controls'. He doesn't need to be the acting PIC to log those landings. He even can log it as PIC if he has the appropriate category/class/type ratings. Just keep i
  12. You can apply to the FSDO for an exception to provide instruction in an experimental, but that would only help if you were getting transition training or something. Not what you're looking for. Someone could set up a flying club or partnership, something where you wouldn't be renting, just sharing costs. That'd be considered non-commercial and could be done with experimental aircraft.
  13. If you are working through an institute of higher learning (a college), I would speak with the director of the aviation program and explain the situation, just in case the college has built some insurance into the cost of the program. At the very least, it will bring up a topic that absolutely should be discussed (and usually isn't), and maybe having the college on your side will help.
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