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Everything posted by PRJ

  1. 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!
  2. 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.
  3. 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!
  4. 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.
  5. 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.
  6. 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.
  7. 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.
  8. 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.
  9. 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.
  10. 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.
  11. Congratulations on the purchase. I just got a 280fx and love it. Great ship to fly with “big bird” stability.
  12. I agree, but he could just say just that. He is a jerk and nearly every post he makes includes a sly note of his time. I appreciate any point of view that is constructive when people come here to learn, but I have grown intolerant of people who need to brag while they dismiss any other idea or goal.
  13. Ahhh…Robby specific rules! I’m not a Robinson guy so I missed that reality. Sorry for the poor info. As for your tour plan…it never hurts to ask, and I am not the expert on this, but I think they try to fill all three empty seats in the R44.
  14. I don’t think you would need the 200 hours of rotary to instruct but not being a CFI I could be wrong. You would need the SFAR (R44) training in any case. Tour operators make money for having butts in seat so I think (and could be wrong) that filling a seat with a trainee would be a bit of a waste. You can look at Helicopter Academy (.com). They have some kind of a deal where you fly for them at a lower rate (something like $250 an hour) under the Boatpix banner. I only know one person who did it and he was happy enough.
  15. Most tour operators will require about 500 hours of helicopter PIC time for a job (and at least 50 or so in type like an R44). You CFI will carry some weight as will your fixed-wing low altitude time, but at this early stage it is more what the companies insurance provider demands than the company owner. I recommend getting you ticket then converting your CFI, then earn the hours that way. You should be able to land a tour job after about 18 months of instructing (assuming you are working for a school that attracts students to). I wish you the best.
  16. Attitude is all this guys has. He dismisses every post and brags about flight time he probably doesn’t have. Best to ignore him.
  17. Just curious, but what are hangar rates in that area? I just bought an Enstrom and, for the immediate future, it will be living outside. Best of luck in finding a partner.
  18. Good thing he didn’t ask for your opinion.
  19. Just lucky with my Google-fu. Of course, most of you know that mileage varies and the average higher end owner (which I assume means a rich person) won’t fly close to 450 hours a year.
  20. Here is an example from online you might use: Based on 450 annual owner-operated hours and $4.25-per-gallon fuel cost, the EC 145 T2 has total variable costs of $519,268.50, total fixed costs of $276,541.50, and an annual budget of $795,810.00. This breaks down to $1,768.47 per hour. A somewhat similar ship, a Bell 429, works out as follows: Based on 450 annual owner-operator hours and the same fuel costs, the Bell 429 has a total variable cost of $432028.12, total fixed costs of $133,285.00, and an annual budget of $565,313.12. This breaks down to $1,256.25 per hour. I honestly don’t know enough about the P&W engine vs the Turbomeca engines to say which has a better overhaul schedule.
  21. Typically overhauls for engines follow a different component schedule than the rest of the aircraft (with the exception of the Robinson). Higher end helicopters might have two engines (twice the cost) complex transmission couplers (very expensive to maintain) and so on. So, it depends on what you consider higher end...but yes, very expensive helicopters usually cost more money to maintain across their component lives.
  22. I agree Buzzkill. I’m just having some fun. I never considered an airline job because I didn’t want to make flying, something I really love, a routine. For those who do it, they do good work and keep the likes of me safe.
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