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rotorheadrob

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Posts posted by rotorheadrob


  1. Winnie, I agree.

     

    I would especially like to lose the mandatory "low recce" confined area requirement.

     

    While there is, undoubtedly, a requirement to do a low/slow recce from time to time, mostly there is not.

     

    I regularly see on folks on a PPC exposing themselves to considerable extra risk by circling a spot at low altitude and low airspeed because, "that's what TC wants".

     

    Low altitude and low airspeed - think of the downwind turn at 50-100 feet and 40 knots (or less) - yikes!

     

    Yes, sometimes yah gotta do it, but why do it when you don't need to?

     

    It's monkey thinking, seems to me.

     

    You comment my disire to maintain a min speed of 60 is wrong, but also complain when a pilot goes too slow at 40, could you clarify? Should we do a recce at 80 maybe 100? It's contradictory statments like this that show "your" lack of experience!

     

     

    rob


  2. How about the fact we are supposed to teach that climbs and descents are to happen at the same speed. I can surely say that an operational/ real world descent is not done at Vy :D

     

     

    Well, 407 driver,

     

    No offence meant but I'm sure my attitude will come out, so in advance I'm sorry!

     

    Climbs should always begin at the best rate of climb speed 60, as that is the speed we always want to be at. Secondly decending should always be done at the lowest rate of decent speed 60, because we always want to be there, but hold on, thats the speed we want in an auto, oh ya, thats the speed I always want to be at, ya go 60, its always safer at 60! and if in dought, go 60, ya go 60!!!

     

    Yep I like 60, :punk: :up: B):rolleyes::D:D:D:D:D

     

    PS: they have to understand how important 60 is!!! Life and death S H I T !!! Very important!!!

     

     

     

    rob


  3. Dear Mr. "rob",

     

    I humbly apologise for my attitude. I have rethought my position and will become weak kneed and meek so that i don't offend anyone. My new position is this: Don't take charge of your own training and ultimately your destiny. Let others walk all over you and treat you like a door mat.

     

    It is a sad statement of both our industry and humanity that i have experienced all the things that i mentioned first hand. I guess things work best for those who would take advantage of others if there is no questioning of their actions and if no one stands up for themselves.

     

    L3

     

    I was only joking man, as I said above you make some good points. I agree with your statements, was only commenting on your last line, so don't take offence as none was meant!

     

    rob


  4. Some very good points made helilog56 and L3. I agree with most of what has been said. The things mentioned all come down to "a genuine concern for student success".

     

    There should never be a tense atmosphere; calm and relaxed makes for a much better learning environment and when an emergency happens a calm pilot is much more likely to achieve success.

     

    A good instructor needs the ability to break down individual exercises to the small points, giving a student small challenges and goals that are attainable. This allows the student to walk away feeling they have achieved something.

     

    An instructor should never make a student feel like they have to impress the BOSS, more like the "student and instructor are working together to achieve a common goal". That goal is to bring out the best the student has.

     

    Understanding that all people learn at a different pace and have a different style, being able to adapt the way you teach to them, they are the customer, it should never be all about the great instructor, always about the student.

     

    I never begin a debrief with the negatives, always emphasize the positives. A good example would be learning to land from the hover, if we land hard but stayed over the target, then they did a great job with cyclic and pedals but we need to work some more on fine collective control. I really focus on what they did right, as I want them to keep doing that.

     

    But mostly there is a big difference between an instructor and a teacher. The student must understand what they are trying to achieve, all the small parts that make up the whole. We have all had instruction from some old dinasore who says “ok, watch what I do, now do that”! Then belittles the student because the didn't do it as nicely.That not going to help anyone. I would hope the instructor can do it better then the student, or they should switch seats!

     

    You can mold they way someone thinks but not change who they are, so you must find a way to help them learn "their" way.

    You have to be able to read people, and you have to get satisfaction in helping others achieve their goals.

     

    So often in my career I have received instruction from a pilot who can not explain why, I have heard “that's just the way it is” so many times, and leave a training session feeling stupid. That’s not a teacher.

     

    There are some who have a natural ability to teach, I think it comes from an inherent desire to help others, and gaining satisfaction from seeing others achieve success, so, someone who doesn't believe the world revolves around them!

     

     

     

     

    rob


  5. Tonight at 5pm pac time Discovery Civilization has a show on helicopters, its called airdogs. The crew was out to see us about 3 months ago, ya thats right, I'm now a TV star, and you thought my ego was big before. Check it out its funny as ****, 2 fixed wing guys trying to fly a helicopter has to be entertaining! Halve the show is at my school and the second halve is on the fly by wire 412 at the NRC

     

     

    rob


  6. Wow 20x, I know most in southern BC are 800 - 1000$. that covers a min of 80 hours, required by TC. I can't think of any schools charging much less, and don't think they could run a propper GS for any less. I don't think there are any online GS's for helicopter approved in canada, I looked into putting one together, but costs were too high for the number of potential students.

     

    I don't see how the cost could be 20x, at an average of $1000 that would mean you have found some for fifty bucks or your local school is asking $20,000. You will have to be more clear on the prices you have found in order for anyone to help you on your quest.

     

    good luck

     

     

    rob


  7. I spend my days doing full on autos so I feel I should add a few things. And yes I have some free time and even better I've had a few beers, so sit back and relax. :P

     

    At Premier all autos are done to the ground, and you can not go solo until you demonstrate a full on auto without any help from the instructor.( I must be nuts :wacko: ) . I've trained around 60 pilots now and do around 200 with each, thats a lot of crazy moments. So, when you're letting that many 15 hr student do full on’s, you see a lot of mistakes.(man, I could tell you some stories :blink: )

     

    When the student makes a mistake it's the training pilots job to fix it, so I get to spend my days fixing [email protected]#$ed up auto’s.(lucky me :punk: )

     

    When a student misses the flare height, I use the collective to hold it in the air while I slow down as much as I can and get it straight, when rpm droops to the critical point I come level and except the run on. You can get away with so much if you are straight and level.( which they were, or it would have been much worse) As a matter of fact the speed of the run on adds a tremendous amount of lift. A 30 mph run on isn't the best result for an auto but it's better than the alternative and takes very little collective.

     

    Training always has risk attached, but I feel the art of "to the ground" emergency procedures is slowly disappearing from our industry :down: . I commend the the schools who still insist on "to the ground every time"! :up: I had 3,000 hours before I worked for someone who did power recoveries. Now most lowtimers only feel cumfortable when doing an auto to the hover and it's just not the same :unsure: . I think its a shame(ha I'm a poet)! I chalenge my students present and past to tell me where the mistake was?

     

    Knowing what to do when everything is wrong is more important than knowing what to do when all is in the green!

     

     

     

    rob

     

     

     

     


  8. This falls in the pilots lap, not the owner, if you are going to be late let someone know. Yes, a sat phone is nice. but come on, don't put this on the operator, the pilot has to ensure flight planning is followed.

     

    In the "old days" all we had was a radio, no cool phones or tracking system.

     

     

    rob

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