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PRJ last won the day on July 18

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  1. Having a degree is an indication that you have learned a little about making decisions using multiple points of data input. Even kids with more artsy degrees have learned this fundamental skills. I knew plenty of good stick guys, but the people with a bachelors degree were better at thinking beyond the cockpit…an important skill in my mind.
  2. In the next month or so I might need a ferry pilot qualified in the Enstrom 280fx (or F-28) to move my helicopter from KJDD (Wood County TX) to KMQY (Smyrna, just outside Nashville), a trip of about 500 miles. My work schedule is closing up fast and it looks like I’ll only have a weekend to get it home to KVKX so this trip would just get it closer to me. In an Enstrom, if the weather is kind, it will take a full day. Of course I’ll pay for the gas and we some duckets for your time. If you are interested, let me know. If you are an instructor looking to have a student pay you for some training time we can talk, but, we will split the fuel costs. In the end I might be able to swing the time myself but I’m not sure yet so I’d like to explore possibilities. Thanks!
  3. Interesting stuff. I have not heard of the Aspida. Any idea what the cost is? I typically just pass by things that don’t have a price attached. For what it’s worth, I sport an HGU-56p with “big ear” custom tips on my CEP. Super comfortable on long flights.
  4. Great advice by helonorth. Think of it soup-to-nuts to include insurance requirements and training/qualifications to get on the aerial firefighting contract list. Money can be made but you have to be able to operate at different economies of scale. Good luck!
  5. I recommend getting all the Guard time you can. If they ask, volunteer. Look for ADSW opportunities that can help you build hours (like fire fighting). You should be able to build time quickly.
  6. No worries. If you need more info feel free to ask, but keep in mind my experience is with the US version. I only assume the Westland model is very much the same.
  7. The USN SH-3 (American version of the Sea King) had a low rotor RPM warning as well as some engine function warnings. For the most part a pilot in distress will send out some form of a May Day call. Hit the rule of thumb in an emergency is “aviate, navigate, and communicate.” In your book you might want to give the injured pilot a little more time to live. The pilot seat of a Sea King is on the right and is covered from the rear by a bulkhead with a coms console to the left. Getting a dead guy out of there is not impossible, but it would be quite difficult in a pinch. Also, a pilot getting killed in the seat is likely to yank about a bit on the controls making the time line from accident-to-hero-taking over amazingly short and critical. So, maybe, the pilot should call out something like, “Dave, get in here, I’m hurt and don’t know how much longer I can hold her.” Other things to consider…who is in the 2P seat (co-pilot in right seat)? Did our hero jump into that seat when he was rescued? The Sea King (in military configuration) is already a loud machine up front, with the windscreen gone it is only going to get louder…does our hero have a helmet or headset to put on? I also recommend having the rock strike the helicopter as rises parallel to the volcano so a rock could potentially hit the windscreen without hurting the rotors. To your other questions: You could fly an SH-3 with only one pilot but the workload would be interesting. To land the hero will need to clean up any issues with the flight parameters caused by the pilots death (essentially gain control of the helicopter) and then enter an autorotation to a water landing. Here is the procedure from NATOPS… *1. Speed selector(s) - FULL FORWARD. *2. Alert crew. *3. Harnesses - LOCKED. *4. Mayday/IFF. *5. External stores - JETTISON. 6. Execute single-engine approach profile. 7. Jettison windows during landing flare. 8. Land on top of swell - HEAD INTO WAVES, 0 TO 15 KNOTS GROUNDSPEED.
  8. You could train in an Enstrom at your current weight but it will be uncomfortable at first (and you might need a belt extender). I own an Enstrom and love to fly it. (much, much preferred over the Robby products) but the truth is that most of the newbie/starter work is in R-44’s, so keep that in mind. If you can afford your way to 200 hours via a ppl to commercial/CFI you could earn some short money to build time. If you are financially able set aside about $500,000 to fly your own way (privately and on your on schedule) to the 500 hours needed to be a tour pilot. To most that seems like a ton of cash, but to a solid finance guy (like my old college roommate) that is just an annual bonus. Flying four hours a week you’d have 600 hours in three years and be well on your way.
  9. That is an option, but Robinson has a pretty solid lock on the market. The Cabri might be a good option depending on where you are.
  10. Again, this isn’t about high time. This is about building time. The OP doesn’t like the most likely answer…instructing. The only other option I can see is buying your own helicopter an paying for your own hours. Forget the “high time” debate. I just finished an HAI seminar where they noted, quite sadly, that most helicopter accidents (pilot related) are by pilots with over 5000 hours. Why? Current thinking is what I see a lot here - the “listen to me sonny-boy I have 9 billion hours and know more than the guys who designed and built this thing” types of guys. The issue here is how to get time to get to your first real gig. I am sure others have ideas but it seems to me the options are to instruct, military flying, or paying your own freight for the first 500 hours of helicopter time.
  11. Also, keep in mind that the hours required aren’t a reflection of your skill (most helicopter accidents are by high-time helicopter pilots) or desire but the realities of the insurance world.
  12. Congratulations on the purchase. I just got a 280fx and love it. Great ship to fly with “big bird” stability.
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