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Wally last won the day on November 6 2020

Wally had the most liked content!

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About Wally

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  • Birthday 09/10/1949

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    Jefferson, GA
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  1. I worked a job for 15 years in which I went back and forth, often daily, flying AS350 and any of the 206s, B's and L's. Not only were the Aerospat controls boosted, the main rotor turned in the opposite direction. It could be, uh- 'interesting' on the first lift. The first time you lift in the novel airframe, do it as slow as possible, then touchdown, also as slow as possible. Think the process through and critique and then plan the next exercise. Going back and forth between Aerospats and Bells, I tried to lift each skid toe, then the heels, get to the appropriate stable hover attitude b
  2. Exactly correct and I can't emphasize the point enough. It's easy to learn "wrong" and hard to unlearn "wrong". Especially with as little applicable experience as you apparently have. I appreciate your wanting to learn, but procedures are best taught person to person and hands on the hardware. Unteaching is really, really hard in that scenario. You might think about why you asked experienced people here for information but felt it important to point out- Twice? I've got more experience than that crashing (more or less) helicopters. Some of the posters here shade that level of experienc
  3. nothing to do with your getting an Army flight school seat, but.... Retired career pilot, Vietnam, IP/CFI, off-shore and then HEMS for the last 16 of 48 years. The last quarter century of my career I used corrective lenses having developed presbyopia, and did so until I retired. I thought what the heck, I wore protective lenses and sunglasses all the time anyhow, so... The year I retired my physical disclosed developing cataracts. So, I had the presbyopic lens exchange, with vision correcting refracting lenses implants. I kick myself for waiting until after my flying career to get my
  4. In the olden days, like 40 years ago, I met a fair few working professional pilots who did not do the CFI/CFII thing to build hours- they started their own helicopter businesses. A couple examples that I can recall that were notable- one bought and sold aircraft; the other developed a specialized use for the aircraft, and I won't say more about that lest I violate a proprietary system he's still selling. The military is the best way to get your ticket and the hours, but it's kind of a crap shoot as to how much time you'll build while serving- you are a soldier first, last and always- if t
  5. As much off-airport operation as you can get, especially nights. Especially nights, and enough unaided night that night vision goggles are an aid, not a crutch. I thought my instructional experience a benefit, I could explain and narrate the plan, which went a long way to keeping the crew not only comfortable and in the loop, but useful, too.
  6. I don't know about now, but I enlisted in the Vietnam era Army with a guaranteed WORWAC slot and at least one tour in Vietnam certain after that. I intended an Army career, but the reality was not what I expected of the Army. That's my excuse for being a poor officer but a pretty good pilot. My impression of the current military, at least the Army, is of a far more professional officer corps and an extremely professional, competent force as a whole. Perhaps this is the difference between the time of my service, a service that had been wrung out in budget war, immediately post-peak Vietna
  7. A couple decades ago I had a lot of loitering in an AS355 (whatever they're called these days) so I experimented a bit with cross controlling. That a/c had no force trim, only friction. A couple fundamentals I believe are true of helicopters: In forward flight, they have some yaw stability according to power, airspeed, the tail will try to stay behind the nose; Next they have some pitch stability, and will return to the same disc angle of attack, more or less; And almost no roll stability., Established at a cruise, friction the cyclic and collective, hold pedals. The 355 usually grad
  8. Thoghts- any charter operator must train you on their airframe, give you a checkride. Having some time in it is a plus in the hiring process but they still have to train you, 10 hours or 10,000 hours. Same for twin engine, nvg. A new pilot should avoid HEMS like an STD. Start a HEMS job with 1500 hours and retire after 40 years with 7500 hours flying the same stick (or worse than) you hired on with. You will never have 'pushed weather", done a lot of stupid stuff that teaches you not to do that! Wait until at least 3000 hours and a job next door to go HEMS.
  9. 1500-2000 hours is a more reliable standard for being widely employable. With an IFR ticket and some IFR experience, night time. A year, give or take to get your basic ratings. 4-5 hours a week through your private, then you can pick up the pace to an hour plus a day. Weather, aircraft availability are always a factor adding delay. There's a fair bit of book time required to learn the rules, regs, take the tests, etc. I've seen some really good small schools and some really good big schools. And vice versa. A big school will offer you options when an aircraft is down or your
  10. The reality is somewhere between 2-5 years after you start training before you're going to be generally employable. The low side is if you're picked up by a flight school, fly a lot of students and establish a useful aviation network. The high side is where the persistent finally find work and the rest drop out. $100k, 2-5 years, and then 50-60 hours a week on the job in Bumscrabble nowhere, moving the family every year or so?
  11. If the choice is between one or the other and for in-flight use only then I would go (and did) with a lip light, green and white. Tried a finger light only once and found it awkward, limited. But I also carry a small flashlight, that defaults to as dim as I can find, 0.2 to 0.5 lumens, white.
  12. Yes, 206s had/have blade sailing issues in the GoM as did any helicopter that wasn't equipped with some variation of the rigid rotor system. It's been 25 years since I flew the GoM, but I did tens of thousands of starts in 206Bs, Long Rangers, TwinStars and 412s. I've started them in winds up to 50 knots. Yes, you 'fly the blades' as they accelerate, but one is actually trying to keep the whole disk at the neutral. By the time a blade starts sailing, there's nothing you can do to stop it bouncing other than try to get the disk back to neutral. If you start trying to damp the sailing b
  13. I'd like to know how you know this? "...the pilot kept flying after conditions deteriorated and bypassed two safe airfields before flying it into the ground." Do I believe that weather was a possible factor? I knew too many good pilots who fatally pushed weather to discard the possibility. But I don't know enough to fault this pilots judgement, this accident has all the signs of a fatal IIMC CFIT. Pushing weather will kill you, dead, amen, in an IFR aircraft with an IFR capable and current pilot. If this was a weather accident as it appears, this would be a perfect example of that.
  14. Googled grey nomex flight suit. Germany? My flight suit class (69-17) was issues grey cotton flight suits that had to be retreated periodically with a fire retardant. Big tub of something that one dunked the flight suit in, air dry.
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