Training in the right place...

[wannabe87]

I am still just looking and researching schools. I have several schools on my visit list now. I am wondering what would be best for me, school wise, if I have a career plan mapped out, or a prefered plan rather(in a perfect world this is what I would do) Here is my prefered career path: Flight instruction at the school I went to----Temsco---GOM(I would like to work at both Temsco and in the GOM at the same time)---Helicopter Express(or some other utility/fire fighting/logging company, I love the outdoors so if I can work near or in the outdoorsy areas that would be awesome)---EMS possibly. What schools might be the best for that? Any schools with good connections for those companies? Or just any advise I can get would be great!! Thanks! (Also, I would like to use my GI bill for school too)

[Greeny]

Try and find yourself an experienced commercial pilot who is willing to train you one on one rather than a large school set up.

 

Someone with a very good industry reputation who’s name on your reference will count rather than a larger school where when you leave you will be just another of their students out of a job.

 

 

All the 300hr CFIs out there will disagree but finding an experianced pilot with solid commercial experiance and a good reputation is worth every cent.

 

Who you trained with makes a huge difference in my experience.

[r22butters]

I have to agree with Greeny. My best dual flights were all with "experienced" Commercial pilots, many of them using teaching as a way to keep flying during their retirement years, or Contract pilots looking to stay employed during their off season. Its great flying with someone who's been out in the "real world", flying "real" helicopters(the ones without training wheels).

 

Unfortunatly, this is not how the industry works. Its hard to find an instructor with experience as a pilot. It seems "ass-backwards" to me, but what ya gonna do?

[Azhigher]

Thats all well and good, but where are you going to work as a new CFI? Try to find a school that will actually hire you when you are done.

[kodoz]

If you are committed to flying EMS, you need to plan to get the minimums for unaided night. Since the GOM and tours are mostly day VFR operations, this can be a problem. If you land a CFI job, you can pick up night hours.

 

I'm not sure what others think of this, but getting on an IFR crew in the GOM may influence where you can end up. Dual instrument instruction can also be a plus for GOM IFR and EMS, if you have enough of it (one of the topics brought up at the Vegas career seminar). Also, I've talked to pilots who thought logging mountain/high density altitude time has helped them get jobs they otherwise wouldn't have been eligible for. You can do this during your training and while instructing, depending on where you end up. The caveat is that you don't want to be logging "mountain" time if it really isn't genuine experience flying in the mountains. So I've been told.

 

These are all great plans, but at the end of the day, there's nothing like reality to derail a great plan. None of the instructors I trained with ended up where they thought they'd be (with the exception of one time-builder who had an in). Same could be said of the other students in my class--those of us who are employed aren't employed flying helicopters.

[ADRidge]

Another consideration: what kind of airspace is the school located in and nearby? My ideal school would be in a mountainous area, in say, Delta airspace located near a Bravo area. There are a few schools that jump to mind, but that's just me.

[Inferno]

Lol. Subtle.

Another consideration: what kind of airspace is the school located in and nearby? My ideal school would be in a mountainous area, in say, Delta airspace located near a Bravo area. There are a few schools that jump to mind, but that's just me.

[ADRidge]

Well, I'm just getting to that point where I mention to people "if I had to do it all over again..."

 

I'm not trying to plug any one flight school or another, but if I had to do it all over again and relocate for this helicopter stuff, I'd have done it in that area. Or somewhere in the mountains near a bravo. That's all.

 

edited to add... I did the majority of my training in a Delta near a Bravo, but it was DFW bravo. No mountains within 6 hours of flight. :-P

Edited November 3, 2009 by ADRidge

[rotormandan]

I'd 2nd that. Busy airspace and mountains nearby. Not an hour away that you'll hit on a x-country or 2 but right next door so you're flyin' it everyday.

[Goldy]

I'd 2nd that. Busy airspace and mountains nearby. Not an hour away that you'll hit on a x-country or 2 but right next door so you're flyin' it everyday.

 

Oh sure- Mountains get fun when the winds hit 30 knots.

[Inferno]

It's good experience . I was lucky where I trained. 30 minutes to be in the mountains and 1.5 hours and I was flying down the beach....

Oh sure- Mountains get fun when the winds hit 30 knots.

[R22139RJ]

Oh sure- Mountains get fun when the winds hit 30 knots.

 

Screw that. I keep it legal for the R22. I bet its fun in a "real" ship.

 

I trained in an amazing location. It was underneath Class C shelf, river runs and lakes .5 away, a closed runway so we never had to worry about fixed wings interrupting our training and talented instructors. It was golden.

[Inferno]

Odd, i think i know the airport you're talking about

 

Screw that. I keep it legal for the R22. I bet its fun in a "real" ship.

 

I trained in an amazing location. It was underneath Class C shelf, river runs and lakes .5 away, a closed runway so we never had to worry about fixed wings interrupting our training and talented instructors. It was golden.

[rotormandan]

Screw that. I keep it legal for the R22. I bet its fun in a "real" ship.

 

Nothing illegal about flying 30 knot winds, at least with your instrutor on board. I assume your instructor has at least 200 hours.

[R22139RJ]

Nothing illegal about flying 30 knot winds, at least with your instrutor on board. I assume your instructor has at least 200 hours.

 

Due to my current financial situation, I usually can't afford to take a heli out for a cruise. I am limited to when I am instructing my students. I feel its good practice to let my students fly when i charge them for instruction and none of my students have 200 total hours in helicopters and 50 hours in the R22. Letting them manipulate the controls in 30 knot winds is illegal. The risks involved in flying in mountain canyons during 30 knot winds outweighs the benefits for my students and myself.

[Rick McWilliams]

Are you sure about the SFAR wind limitations regarding dual instruction?

 

I have seen some high winds during winter training at CMA. I have certainly landed in very strong winds. I am unsure if we departed in high winds. I remember returning through some moderate wind shear. It is not nearly as rough as in an airplane. Never the less the danger must be present. I know that the school would not let me solo in 25 knot winds.

[IFLY]

Letting them manipulate the controls in 30 knot winds is illegal.

 

Can you give a reference for that, it is not in SFAR 73.

 

Jerry

[Inferno]

It's in the limitations section of the R22 POH.

 

Page 2-15, issued per FAA AD 95-26-04.

 

"The following limitations (1-3) are to be observed unless the pilot manipulating the controls has logged 200 or more flight hours in helicopters, at least 50 of which must be in an R22, and has completed the awareness training per SFAR 73.

 

1. Flight when surface winds exceed 25 knots, including gusts, is prohibited.

 

2. Flight when surface wind gust spreads exceed 15 knots is prohibited.

 

3. Continued flight into moderate, severe, or extreme turbulence is prohibited."

 

Can you give a reference for that, it is not in SFAR 73.

 

Jerry

[Goldy]

I didn't mean to change the direction of the post. I certainly would not encourage anyone to fly an R22 in 30 knot winds anywhere near a mountain. Along the beach, with the wind coming offshore you probably wouldnt notice it much. I had one flight in the 22 at 30 plus knots over LA and I wasn't very happy about being in the air. The "type" of wind makes a large difference as well, which is why there is a separate "wind gust" limitation.

 

I'm personally not a big fan of flying the 22 in turbulence. Too many have gone before me, and not all come back. The 44 sure makes a difference, hardly even notice the wind much anymore.

 

Give me a 109 and I promise not to complain about it at all.

 

Goldy

 

PS- If you read that POH section what I read is that you cannot legally give flight training under those conditions, because the pilot operating the controls would most likely not have 200 TT helicopter and 50 R22 time.

Edited November 11, 2009 by Goldy

[R22139RJ]

I believe everyone here can collectively (no pun intended) agree that flying a R22 in 30 knots winds isn't a good idea.

 

Going back to the original post. I think training with an experience commercial pilot sounds like a great idea. I would assume the hard part would be finding one that wants to train students and has the ability to do it for a reasonable cost. Good luck with your flight training.

.

[IFLY]

Thanks, I knew I had seen it just couldn't remember where. I didn't have a POH at work.

 

Jerry