gary-mike

Ok, so I wasn't clear, let me clarify. We usually make our approaches to a parallel taxiway to stay out of the fixed wing traffic, and there are heli pads painted on the taxiway. So on final as I was parallel the numbers, I looked over and realized my mistake. That is when I initiated a go around to get in the pattern for 16. Winds were light, and I felt I could have easily made the landing, but there wasn't a need to so I opted to announce my mistake and fix it with a go around. You hit the nail on the head Pohi. Sorry I was not more clear in my post all, guess I should work on my story writing skills. I guess what I was trying to get across was that visualizing a maneuver can be a powerful tool, I flew the whole approach just as I had visualized it... Problem was I visualized the approach going the wrong direction, probably because that seems to be the more common pattern at this airport, at least in the afternoon (when I usually flew there), this was a morning flight, and winds were from the south.

I have been told to visualize what I'm going to do before doing it, this fits in with your chair flying. Do this in the helicopter as well, it does work. When I tried it, I made a beautiful approach... To a go around. Short story behind that and a lesson I learned. I was having a great day, on it with the radios, weather, planning, solid airspeed and altitude, you know one of them days I was feeling like a helicopter pilot and not beating myself up well, because I was flying good. Even my instructor, who had constant suggestions (all positive, he just instructed the whole flight normally), sat quietly/BS'd about life. We had talked about how some instructors expect somewhat different approach angles for the different type of approach. E.g. One guys normal approach was another guys shallow approach etc. So as we come up to our practice airport, he tells me just visualize what you are going to do, and make it happen, not another word. So, why the go around? Well even though I had listened to AWOS and knew I was going to fly a pattern for 16, I visualized flying 34, which lead me to fly the perfect approach to 34. So see, it works great, as long as you visualize the correct procedure. I caught myself as I flew past the numbers ( landing on a parallel taxiway), as I cussed my instructor for letting me go all the way to final approach without correcting me, he just said "you visualized flying 34 didn't you? "

The sideways drift you mentioned is called translating tendency. It is a byproduct of the anti-torque rotor, in the Robinson this tendency is compensated for by pilot input.

So Bell still has their simulators? Augusta Westland has full acquisition of the program now.

While considering this as a career, check out the job postings. You may notice that many have weight limits. 225lb seems to be popular, which you fit into now but with your predictions, you will not later on. Also, consider this factor when choosing where to train, and ask the school about it. Schools at higher elevation in hot areas ( high DA) set limits below factory seat weight, because you couldn't put enough fuel in an R22 to have time for a reasonable lesson. If you have a shot at making it into pro football, I'd say go for it, chances of making it happen depend on hard work and sacrifice either way, and NFL players make a shitload more than heli pilots do.

Got a hold of him, thanks to Spike, sometimes good news and bad news are intertwined. Sad we lost yet another but happy we still have the brother I was concerned about.

Anyone know who the pilot was that went down in the Tennessee river? News and searches haven't helped. One of our members works there, and I am praying he is alright. I haven't been able to contact him through VR, and I seem to have lost his phone # with phone upgrades or whatever.

All this biased rhetoric directed toward one school. ULA has been forward and honest about their prices, the VA looks at the program and decides weather it is acceptable before they ever agree to allow funding for a program. They are running a business, and they have a business plan that is working for both, them, and their students, better than the majority of other schools. Many on this forum know that I researched for years before starting, all suggestions said go to the school that can provide the best opportunity to be hired and had good student flow....guess the tables have turned?

And I'm sure that would make your company look so much better. It would be a whole lot different if ULA didn't make good on their word, but tell me about other schools that have over 90% employment rate, he'll, they have hired from outside since I've known. And the video about going from training to EMS, etc. maybe a bit misleading but I know of multiple people that have done that ( after instructing for required hrs). Ula no longer has a 205 either, so you can drop the $3500 an hr figure

That adds a bit of a different angle, you will not be able to fly the R22, actually many students can't at that location due to weight and the DA there. If you did, you wouldn't be able to carry enough fuel to fly a worthwhile lesson. I was 185 during my private pilot training and there were days in the summer when I really had to depend on ETL to take off, and this was at the Salt Lake location.

Ragman, I did my private pilot certification through the "Utah" program, it was through SLCC, not SUU, but my best guess is the program is pretty much the same. My experience was almost exactly as you explained your program to be, only not all the changes. I don't think ULA is trying to defraud anyone, everything has to be approved by the VA before more money is thrown on the table. It does seem odd, to get funding for a class that would have been passed prior to a check ride, perhaps she is doing remedial ground training with her instructor and not the college? Or it could be a tutoring lab which is a one time course for the program similar to what we have up north.

Other schools advertise turbines as well, leading edge and guidance are a few off the top of my head. Wether it is a benefit or not depends on the path you take and what opportunities may come up for you. Take the advise given, look into what you think is best for your situation and meat your goals. When doing so consider aircraft availability, you need to fly a minimum 3 times a week on average to finish a lab in the semester. Also know that once you choose an airframe and you get your funding for the semester, you are locked into that until you finish the lab. Since you were released under honorable conditions, you could look into WOFT, re-join the ranks and never fly a piston powered aircraft... Plenty of discussion about that can be found in these forums.

From the pictures I saw, it looks like low rotor rpm was an issue. I'm definitely not an experienced crash investigator but, I was told once that a tell tell sign of low rotor rpm is the main rotor blades being bent upwards. This being due to the blades losing rigidity from centrifugal force and the weight of the aircraft. No matter the reason or cause, my thoughts go out to all friends and family.

Upper limit aviation has some in Cedar City Utah, and could probably arrange one to be in Salt Lake City.

Well I put in enough overtime to get my registration paid for, so I'll be there. And now I can offer a free place to stay. I need to know pretty soon who is interested and WILL show up so I know what I need to make reservations for.