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Everything posted by rotorheadrob

  1. Thank you for the coments Kevin. You worked hard and did a great job, I'll see you in the new year and we will finish you last 20 hours. For the rest of you, no Premier is not in abby, Pitt Meadows. Vast and max continious when you shoot an aproach at 5500 ft in a non turbocharged piston you have no throttle left so if collective is raised rpm will droop. Thats power management. Or how about watching him make an approach with hover power applied and his left hand on his leg. Kevin knows how a customer will leave you with no power as I change the weight on a regular bases. Kevin passed his flight test @ 80 hours and did a great job, with out the 100 hrs completed he isn't even licenced yet, but for some reason you think this is a good time for you to let us all know how smart you are. The reason you don't see me on hear often is all the low time and not even licenced guys tellin every one how smart they are. How about just a CONGRATULATIONS KEVIN, or maybe a good luck with the last 20 hours. He will be a great asset to some-one and I'm proud of him. Rob Wood Premier Helicopter Training
  2. I find it very hard to believe a machine could take off @ ground idle, the governor is not engaged until around 90%. The coefficient of lift states velocity is squared, Lift= C ½ p V2 S so 1% rpm = 2% lift. With out a governor it seems impossible that the small amount of airflow over the blade could lift it off. I have been instructing for a few years and can attest that a 206 will stop flying @ 70% NR. ( as seen with poor engine failure at the hover ) Just my oppinion but I cant see it. Rob
  3. you are correct cole. The school must be registered with revenue canada for tax deductions, and all commercial training, as well as profesional upgrading is a rite off. The PCTIA accredidation is to recieve goverment sponsered money. PCTIA registration is a legal requirement in BC, and gives the student tuition insurance. Rob
  4. something you are forgetting fenestrom, We set up the " situation " the fact is the decisions we make are normaly the reason for a bent machine. just my thoughts rob
  5. 412, You said it right, with out the ground there is no stress, this would be the worst part for a student in the event of a failure. Dealing with the stress must be practiced. On the first flight we begin full on auto's. I notice the 22 instructors seperate the entry into a completely different leson. Full on to the ground, no excuses, every time. No student of mine has ever done a minute of solo until "They" demonstrate an auto with out "any" help from me. just the way I believe it should be done. only my thoughts Rob
  6. I'm a little late with this remark, flyin my @## off. Finaly some fog so I can sit drink coffee an now giggle my @## off. R-22, it's an ultra light, can't lift anything, and has no buisness in flight training, Frank built a toy that is cheap to buy and even cheaper to opperate. " I won't even get in one", but if anyone needs one moved I'll hook up 100 ft line and sling it with my little 204 ( 47-G4). To any prospective student looking, check out the stats. Power to weight, size, rotor weight, ect. R-22 a great trainer? no, just cheap and easy to buy, whats more important profit or giving you student a proper education. Ya the 22 can get you past the flight test, but I cant think of anything else it's good at. Just my oppinion Rob
  7. So Hobbs or no Hobbs, that is the question. Just so I understand, I'm hearing that with a Hobbs on board the student is guaranteed to learn more. I find that interesting. I started my flying career with a company that had Hobbs in every machine, advertised as connected to the collective. I soon found out that unspoken company policy was to adjust the switch so it was running whenever the battery was on. As a pilot I always have control of the time billed and would not have it any other way. With your Hobbs all you have to do is lift the collective a quarter inch and away it goes. The simple fact is, if you need an electronic devise to keep the instructor and school honest why would you sign up there in the first place. Is there a Hobbs to see how much time your “instructor” spends with you on the ground, or how about an electronic indicator to show how much time is wasted traveling to the working area, or one to show how much of your flight time is spent on valuable learning. How about an electronic devise that show how much helicopter you are getting for your money. ( refer to my last input) How much time do you spend in the helicopter learning, and have you been tought aviation or just how to pass a flight test, that should be the question. A professionally run educational institution will see the students ability as their product and do everything possible to ensure they are at the highest attainable level possible when completed. And trying to rip them off with air time versus flight time is not going to help. The question should be, “ is the school in the buisness of selling air time, or are they focused on providing a quality education”? Does the CFI incurage the instructors to spend time on the ground with you one on one, or do you only get their time when the blades are turning, sorry, Hobbs is turning. I have no dought this question was sturred by a school with R-22’s and a CFI telling some-one that with out a hobbs a school will rip you off. I can only say that it’s sad if this is their biggest selling feature. Just my thought, take it for what it’s worth.
  8. 412, How the season treating you , stop by for a bull @#$% some day. My input was simply to state that the student should always be charged fairly. I had no idea the 300 even had a hobs. If you want to get into who gets what for thier money, ok. I found the 300's numbers on schweitzers web site. My 47 G4 1900 lbs empty weight 2950 lbs gross weight 1050 lbs usefull load 43 ft overall leangth 260 hp max power Your 300 CBI 1088 lbs empty weight 1750 lbs Gross Weight 662 lbs usefull load 30 ft overall leangth 180 hp max power As you see the G4's stats are very close to a 206, interesting how my usefull load is almost the same weight as your whole machine. Long line?, I've seen you guys out with the empty 50 ft line in the infield, I think making an aproach with an empty 100 ft line and taking off with 300LBS on the hook from a confined area is much more practical training. I also believe my ability to add 300 lbs of weight on the external racks helps teach a better aproach, instead of always doing it at the same weight. Add onboard video recording of every flight! I won't even get into Auto's. You know as well as I do, more weight feels different. You are right BC HELI is less expensive than PREMIER HELI TRAINING but " it doesn't matter what you are buying, you get what you pay for". The machine you train in is one piece of the total package, the instructor is the biggest part, but think of how much more you could teach. I'm not very good at math but I think my Bell 47 G4 is alot more machine for your money than a 47 G2, 300 or 22. The same licence in the end is true, but what you do in those 100 hrs is not. No offence intended Rob, you knew I was going to have to respond to your comments, you also do a great job, a good rep is hard for an instructor to get, and you certainly have a great one. Rob
  9. Any good instructor will only start charging when the machine is ready to fly. Warm up can vary greatly between a hot day when the machine has just been flown compared to a cold day and the first start. As any good instructor is more interested in your education than income, if you think you are getting ripped off you are at the wrong school. I fly a bell 47 G4 and there is no hobs system that I know of approved to attach to the collective. So being the honest guy I am I note time when the machine is ready to fly. Also I expect my student to keep track of there own flight time as they should be making there own log book enteries. Training should always mirror the job site, so take a pen, get a small not book and take down the time, as a pilot should. Just my opinion
  10. Thanks for all the kind words. Its a lot of work but no pain no gain. Let me answer some of your questions. I Dropped a question and look what I started. Seems some of you take this forum very seriously. So 269, let me say you seem very bitter, I ask an anonimus questions and you can't seem to stop talkin. You seem very intersted in my endever so heres the basics. I have 27 flight test recomends, with only 3 partial re-tests. I have busted my *** for 3 years to put the system I use together. I work day and nite to provide a top quality training course. I learned my trade from some very talented people, anything I teach came from a lesson I was taught. Guys like Doug Parrish, A-star Eric in penticton, John Kenedy, Rick and Terry Churcott. and of course the guy who had to yell, RIGHT PEDDAL, **** Wood. I think if they took the time to tell me, it must have been important. No I don't think I've got it all figured out, because Craig Joiner taught me some things not to long ago. But you know what I think, the coments from those who have seen my product speeks for its self. Any one who has flown a 47 G4 will tell you about its power and speed. They used to shake block with them at VIH. I leave skid marks at 6000 feet, its a great machine, and for $500 you can enjoy an hour of GSKYs time. The comment I made about the coffee is in reference to the fact I will take the one on one time the students need . You are always welcome to come and see for yourself. Then by all means talk all you like. thanks again for all the encuragement I guess buyin all those rounds has finaly pain off. Rob
  11. If me and my doctor switched places for the day who do you think would kill some-one first. People die in helicopters in seconds, there is no chance for some one to step in and fix your mistake. To be a doctor you must serve an internship. But when you are sent out for the day to fly no one can supervise you. To ba an plumber you need a 4 year apprentiship. you are asking a company for thier million $ machine, there reputation, and insurance rate. I was there, I turned a dispatching job into an AME apprentiship, got a raise, maintenance flights, then the full gig. Thats when the fun realy started. Low time guys break ships, scare customers, and generaly are a pain in the ***. I paid the price because the High Timers made me. and you know what, those same guys made me a pilot. $50,000 doesn't mean you are a pilot. Some one has to take the time to teach you, and there fore you have to wash his toilet until he's done teaching you. Moneys tight, nothings free! The reason you have to do the @#$% jobs is simple. There are 100 other guys standing behind you for every 1 entry level flying job. Supply and demand. Yes our industry needs pilots, no offence but until you know what the job is you can't have one. If you think pushing a broom in a warm hanger is hard try sleeping in a tent and bathing in a lake with chunks of ice still floating around. The job of a low timer is to learn his trade, there is such a difference between being a pilot and knowing how to fly a helicopter. The hands and feet are not the part that matters, the difference between safe and dangerious is all between the ears. If you were ready to fly full time some one would send you out. But until you can prove you realy want it, you can just watchem fly by. Your school should have prepared you better, some give you a licence, some give you more. Good Luck and never give up! Rob
  12. If I don't look out the window, I can't fly. Eyes up, Eyes up! VFR is the only way, whats the point of flying a heli in BC if your not in the mountains. Rob
  13. The G4 loves the mountains. 6000 Ft all the time, and they are 5 min away. No IFR, I get scared when I can't see. Rob
  14. No offence, The Canadian training system is far superior to the american one. Our standard for licesing is higher with fewer hours required. I do not mean to sound arrogant, but I do believe Canada produces the best hockey players, beer, and heli pilots. oh ya and are girls are hotter. :boff: CHEERS
  15. nova, The regs are different, in the us you will need 150 hrs that will be taught by a low time pilot. In Canada you will require 100 hrs and will be taught by a 10,000 hr pilot. The mountains by southern BC are best for a more advanced course. You should give me a call and I will answer any questions you have. Good Luck in your search Rob Wood CFI premierhelicoptertraining.com
  16. THE RATES MUST GO UP If they want a fixed wing system in the bush. I know if you want me to opperate that way I want way more money!
  17. Hello everyone, One of my students told me about the talk on, Vertical regarding, Premier Helicopter Training. So I thought I would stop by and check it out. I'm somewhat pleasantly suprised. To whom ever said all the nice things, thanks. There is some confusion regarding my 47 G4. The G4 is a fast, big, powerful machine. A gross weight of 2950 lbs, useful load of 1050 lbs, cruises at 85 MPH, and I regularly land at 6,000 ft. Full fuel, two seats, and 300 lbs on a 100 ft line. A large heavy helicopter feels different than a small under-powered one. Cyclic and collective are hydrolicly boosted. This is a real machine, capable of going to work. With so much of the area above 3,000 ft., the G4 opens it all up and allows me to show so much more. Experience is about seeing new thing, the G4 is not so confining, therefor you see more situations. The concept of flight training is to learn to fly a helicopter with proper technique, not one particular make. The 47 has long been known as the perfered training machine, the G4 allows me as an instructor to introduce many weight and load configurations. Every time you fly, it will have a diferent weight. Teaching the student to evaluate every aproach on the situation, not making every approach the same. The decision to use a 47 was not based on economics, as anyone operating a 47 will attest to. I chose the 47 because it is the only option for teaching proper technique. The 22 and 300 do not fly like common operational machines. The fact is the 206 is still the most common entry level helicopter. The G4 was the last machine bell made before the 206. I know we all have a different opinion on what to train on, the best part of taste is we all get our own. And of course with a 47 sitting in my hanger thats what I believe in. Make sure you don't buy into that " 22's and 300's are used in industry" I have 4000 hrs in an A-Star, but didn't train in one. If thats the deciding factor you better train in 206, as that is the most common entry level helicopter. We do things a little different at Premier. Our use of video is extensive, on board video recording of every flight, with full audio. I know you can't learn to fly by watching a movie, but it allows the student to relive each flight, and see the difference between the instructors example and your practice. It also helps to show the little things. And in the end it's the little things that make the difference. This is getting long, so I'll call it a night. If anyone has any interest or just curious, don't hesitate to stop by. The coffee is always on, and everone is welcome. Premier Helicopter Training Pitt Meadows BC Rob Wood CFI premierhelicoptertraining.com
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