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Loic

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Everything posted by Loic

  1. I won't be able to answer your question, and I guess the answer depends on were you are and what school you train at... I am currently working on my private pilot license, with a 2nd career in mind. It seems to me that the best way to answer your question is to dig into the practices and past of your school: Where I am at, there are only a few "schools" available including some one-man show... Some seem very good and knowledgeable, but the caveat is that these guys don't have positions opened to hire their students: so maybe good for pilots that are only after a new rating (IFR / sling operation..?). I personally selected a school that is mid-sized (large?) with 3 locations and a few instructors at each locations. Talking with the instructors: they have a few very experienced guys, and they have a number of newerish instructors that were previously students. This means the school hires *some of* their students. Looking through the school reviews on google / the instagram account and other media, it is possible to track some names of the instructors and see how long they stayed (and stalker level expert: you can even see where some of those instructors went after their years at the school). In my school's case, it looks like instructors stay ~ 3 years before moving on. Now the question is, what is the percentage of the students that actually get hired? That I don't know, but seeing a decent turn-over, my assumption is that being a good student (like showing up on time & doing my homework...) should give me a good shot a scoring a position there one day. Now it may take some time after all the ratings/licenses obtained before a position opens up, but eventually it may pay-off.
  2. On a different approach: Maximum range is a result of distance. Maximum endurance is a result of time. So we are really trying to discuss if the maximum of "miles/gallon" happens at the same time as the maximum of "hours/gallon". Taking example: If my maximum range (=minimum drag) is at 105 knots, let say for the sake of the example I have 30 gallons of fuel that burns in 3 hours giving me a range of 315 miles - 3 hours flight - 10 gallons/hour So if the speed decrease by 10%, assuming drag increase by 5% (we know it is not linear) but now I don't need to pull so much collective to maintain my forward speed, so I need less power and say my gas consumption actually decrease by 5% (more drag to fight but less forward trust to generate): I am now traveling at 94.5 knots (105 - 10%), but gas consumption is now 9.95 gallons/hours so with 30 gallons I have 3.015 hours of flight - 285 miles range... So I fly longer period of time, but since I am slower I don't travel so much. Real question becomes why do we have to pull less collective while traveling at slower speed as it is counter-intuitive with what the drag curve says... But I believe this is due to the direction of trust: The vertical component of the trust must remain equal to the weight to maintain altitude, but at slower speed I need less horizontal trust so overall total trust required is less at slower speed than higher speed (really? lol) --> so less collective, so less power required (as long as ETL is maintained). Comes down to comparing the evolution of forward trust versus the drag. And both of those are obviously not linearly corelated. So above ETL: The slowest we are, the less forward trust we need, so the less collective we need, so less power required, so more endurance. The slowest we are (between max range speed and ETL), the more drag (due to induced drag) we fight, so the more power we need, so the less endurance. Both phenomenon are fighting each other ==> The inflection point (maximum endurance) being when the drag starts to increase at a faster pace than the trust decrease.
  3. I am in the same boat. Like I don't work for NASA but the rest is pretty much the same. So no experienced advice here, sharing my thought process: my intent is to complete a private license, and then go for commercial/instrument/Flight instructor ratings. This will take time for sure, but I am not planning on quitting my job right away. Not sure if I'll be able to get a part time flight instructor gig (week-ends) while I work full time during week days, but that's kind of what I hope for and in the mean time my full time job will help me pay for my own recreational flight hours over the years. If that works out, it could get me to a tour job that I could enjoy and make me quit my current career. If that doesn't work out, than that will be a amazing hobby to have and IMO worth the money spent. A cool thing that it brings is that starting flight school gives a purpose to your current job: pay for flying... and once your current job becomes purposeful, it gets easier to sit in front of your computer. For what it is worth, I didn't woke up one day with the random thought of helicopter... I always wanted to do that but was lucky enough to get to college at 17 yo, and at the time the only option for me would have been to get into the military in my home country. I was a little too young for military and it was not guaranteed at all that I could get into an helicopter after entering the military (you only get to choose if you are one of the best and that your physical is top notch) - so with the option of getting into college for an engineering degree, you bet my parents (supportive of whatever I wanted tbh) were pleased to see me getting an education.
  4. Jedi-master pilot taking a look at the apprentice ^^
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