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rotorheadrob

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Everything posted by rotorheadrob

  1. I've been practicing doing the left skid on the ground turn, attitude control is everything. Still working on the rearward climbing spiral, I'll get back to you on that one. That man can all out fly, :punk: Cheers Rob
  2. Cole ad Wendel, I am a very vocal cocky pilot who doesn't take lately to 50 hr guy saying what I do for a living is no problem! To hear Cole comment that it's all so simple makes what we do seem small. A 50 hr kid saying a frozen bucket on a 120 ft line is no problem speaks volumes for his understanding. By the way, what was the head doing in the water, you say the head froze, thats 30' above the bucket. If you can't hold a line within 30 ft what are you doing out by your self with that line. Cole, There have been 3 distinct phases in my career. 1) Just like you, working on getting smarter. Learning all I could, listening to the experienced guys tell stories. ( ever notice, all Grey haired pilots start every story with " no shyit there I was tree tops ") 2) A period a around 600 hrs when I thought I knew what I was doing! But as all good things must come to an end, the machine reminded me who was boss, it sucks when things get quiet. 3) A long standing memory of how quickly things get [email protected]#$ UP!! In reading your blog I and many others get the impression you have it all figured out at 50 hrs. Helicopters have an amazing ability to remind us we are tied to the most unstable machine man has ever built. And we are the piC, notice the emphasis on the C. As you write you speak of how straightforward the movement of the machine is yet never speak of the decisions, or the consequences of being wrong, Please remember helicopters are dangerous machines, and SHYIT goes wrong in a split second and accelerates until it's over. If you remember I congratulated you on your choice of Instructors way back, good reps don't happen with out good results. I wish you nothing but the best, god speed and good luck. Listen to Wendel and I am quite sure you will have a happy and long career. By the way, I have been asked a number of times in northern bars why heli pilots are so cocky, my answer, I'm not cocky because I'm a heli pilot, I'm a heli pilot because I'm cocky. If it all goes to ####, some how I believe I should have the controls. You have to earn cocky, and at 50 hrs you ain't even close! Wendel, I don't believe we have ever me, but I have heard nothing but good things. I congratulate you on giving a REAL WORLD training experience. I won't get into training philosophy here, but some of your students ( COLE ) comments are on the " NO PROBLEM " side. With your experience and what you do for a living, I know you don't thing that. If the kid is doing NO PROBLEM @ 50 hrs with a 200 ft line I WONDER WHAT HE HASN'T BEEN DOING. Put the kid back in his place before you 206 does. Rob
  3. The weathers down on the trees this Saturday morning, so I have some time (and a pot of coffee ) to kill. After reading some of the recent posts, and hearing some of my students comment about it, I felt obliged to say my part. As you know, I tend to be a little long winded at times, so if you are in a hurry, maybe you should move on. As I am sure every one knows, I run an FTU, we have been open for 2 years now, and I couldn't be happier with the way things are going. Our second machine just got its company colors, and will be on-line within a month. So far all of our graduates are working and PPC'd :up: I would like to thank everyone here for their support! I just caught up on an ongoing thread that I find interesting, and was some what surprised to see the comments. For the life of me I can't figure it out. I read there is an instructor sending a " 50 " hr student out in a 206 with a 120' line and a bucket, in the hills, dipping into a river, at below 0 oat.! WOW I also read from the same 50 hr pilot, and I quote " I have autos in the jet ranger down to a science now and have no problem with stuck pedals". "I have long lining down to a science, Both flights today were solo water bucketing with a 150' line in the Jet ranger, First pickup was a bit sloppy and the drop was a huge miss, second pickup was alright drop was a light hit, third pickup was OK, lift out, something feels not great as I translate, I look down, theres no water ha ha. I thought that was odd so I put it back in and came back out with some... OK no problem so I returned to my new target, get over it... Click... nothing... CLICK... waters still in there so I decide that the bucket must be frozen. Placed it next to the pad no problem The other student flew the 100' line first and then it was my turn, I picked it up with little trouble right from our confined little hangar On the way home we put into one more that went really well, nice approach barely any swing to take care of, got it down into the area no problem. Hone mountain skills until confident on anything. Its good to see such dramatic improvement again, after you start going into confined areas and such the improvements are minor and not really all that noticeable so you don't get that feeling of accomplishment, but the difference between me now and me 3 days ago with an external load is unbelievable. at 60.8 hours I can handle a jet ranger with a 130 foot line and place my drop with reasonable accuracy and place a load on target with everything up to a 200 foot line on the S300. There are many many more examples for me to cut and past, but you get my point. After reading Heli Jays post I must agree, Brazen and irresponsible is maybe not the phrase I would have used but, cocky, overconfident, and jack of all trades master of none comes to mind. I have recommended 50 pilots for their flight test now, so I do speak from some experience. We are entitled to our opinion and all of the above comments were posted for all members to read, so here's my input. Take it for what it's worth. Jay's comments seem to be posted out of genuine concern, yet now it seem that some think it's funny If we study accident statistics it is easy to see that the driver is usually the problem. Sometimes its the machine, but more often then not we cause our own problems. And at the end of the day "WE" are all we have control of. Pilot decision making is taught by a student watching his/her instructor make decisions. Do as I say not as I do, doesn't work. Our industry has a horrible"cowboy image", which will never change until our crews become, as a whole, more professional. To hear a wet behind the ears 50 hr wannabe using the above cockiness scares me as much as it does my friend Mr. Heli Jay. Who is an ops manager, TC approved check pilot, and chief pilot. I am reminded of my 18 year old son coming home with my car all smash up and saying, " I didn't know it would get away so fast"!! He still owes me 2 grand for the bumper. I didn't come in here to point fingers, but I guess thats what I'm doing. Brazen and irresponsible, maybe. Only those involved know for sure. All I know for sure is I'm an 11,000 hr pilot and I can't remember the last time I said "NO PROBLEM". I fly with one thought in mind, " WHAT AM I GOING TO DO IF I'M WRONG"! My students are shown every day how a guy who's been around for a while now makes decisions, they get pissed sometime when I say no, but my job is not to entertain them, my job is give them a good solid foundation in skill, and for them to FULLY understand it's not out hands and feet that are the problem (given enough time I'm sure someone could teach a monkey to move the controls)it's the decisions we make that get us in trouble. I know what Cole and Wendel are up to is none of my business, but unfortunately my students read his blog. AND THAT IS MY BUSINESS! They don't say it, but I know they wonder whats wrong with the school they go to when I wont send them out with a 150' line and a bucket that is sure to freeze up in the hills and hope it all goes well. If you read this guys, and I'm sure you will, when you MASTER EVERYTHING I HAVE TAUGHT YOU SO FAR WITH "NO PROBLEM",YOU CAN DO WHAT EVER YOU LIKE, until then get back to work, because this industry needs you to be a problem solver not a cowboy!! Oh and remember boys, I've been at this a long time now, and I still haven't found NO PROBLEM, because the problem is right around the next corner. So get ready for all the what ifs to come!! The problem is not how we fly the machine, it's where we fly it, when we fly it, how heavy we fly it, what weather we fly it in, etc. You haven't been in anywhere near enough situations to figure out half of what can go wrong!! And rest assured, if you fly long enough something will go wrong, and your job will be to make it right!!! It's all between the ears, not in the hands and feet. Well I guess that turned into 5 bucks by now, go ahead let me have it, as I've said many times, the only thing worse than having an opinion is being to afraid to say it out loud, and this is mine!! I applaud Mr. Heli Jay for showing his concern for the future of our industry. Patting a wet behind the ears kid on the back for being cocky, as so many of you are doing, would only be ,Brazen an Irresponsible! Rob
  4. Bleepo, I don't understand the question??????? Rob
  5. Hey Cole, Sounds like things are going well, you have been dreaming about this for so long, you must be flyin even when you're on the ground. You show the same enthusiasm that drives a good instructor, and I hear only good thing about yours. It's the success of the student that makes us do the job. Good luck, go slow and welcome to the club. By the way, I was just voted in as the union leader for the BC region. It was a secret vote so don't ask for details!!! I hope you have budgeted for your dues!!!They are due in an unmarked envelope handed to me discreetly ( cash ), or a couple of cold ones if you get to Pitt Meadows. ( note to the forum gremlins-----please do not read more into this than there is, just kiddin not a HAC or HEPAC reference) Just curious and not second guessing Wendel in any way, but have you short lined or are you going strait to vertical reference. How long of a line? Good luck on your flight test!!!! Did I mention, go slow? Rob
  6. Phil's book is mandatory for all of my students. Rob
  7. I'm kinda old so I use a map! My map moves, but only if I maove it around!!!!!! Kids, whatch ya gona do! Rob
  8. Hey Cole, I'm glad to hear everything is going greaat, I hear " wendy " is a great instructor. Be smooth, be carefull, and slow control is where is where it's at. Congrats, you are on your way. Rob
  9. Helilog, I got your back!! :angry: I hate seeing such a nice guy getting so riled up. Hepac is a great organization, and all at PHT support their efforts. How can I help? "AS350" you remind me of the guy who doesn't vote and then ****** about government. If you aren't a member what business of yours is it how they operate. Rob
  10. I'm glad to see this thread, we should always be thinking about our skills!!! So lets think about this one, the engine's only job is to turn the rotor. Lets use my G4 as the example, thats a total of 260 hp when at 100%. For every action there is a equal and opposite reaction, so 130 hp will be acting to rotate the fuselage. ( I can't imagine the rotational power of the 214 Rick had to deal with, experience is worth it's weight in gold. good job man!! Thats why old pilots all have beer guts!! ) When air flows over the horizontal stabilizer and airframe it creates a force. How fast would you have to go to overcome your current power setting. Speed does so much more then weather ****, it allows us to lower the collective. A half loaded 206 will sustain level flight at 60 mph with a power setting of 50 - 60 % torque. That reduces the rotational torque by 40 - 50% !! Effective translational lift gives us approx a 20% increase in lift and allows us to lower collective. The T/R drive system is most likely to fail at full power, and no air speed. Because it requires the largest power output. So pull it into a high hover, Kick full right pedal ( left for the Europeans ) and see if you can get the collective low enough and the air speed high enough to equal out the force. You must react instantly, a strong wind sure helps. One of the biggest advantages of instructing is being able to go out and experiment. One truth comes out again and again, the same basic principles that apply to a pedal failure also apply to an approach to a confined area, air speed controls power. There is more power in your right hand than you will ever find in your left. LEGAL DISCLAIMER: This is me in front of my laptop sippin' a beer, this in now way constitutes the approval for you to go try it. If you do, don't tell your boss I told you to... Rob
  11. 875 lbs empty, hahahahahahahahaha lmao. Thats close to the weight of my remote control toy! Oops was that my outside voice. My bad Rob
  12. Nice lid Cole, Good luck with your training. Rob
  13. what exactly did you plan on learning is 3-4 months? good luck! rob
  14. Skidsup, I agree with you completely, in my first season I had a plant operator tell my he would rather fly with a guy who uses 110% as his limit because that guy know the limits of the machine better. But that "pressure" comes from the desire to please others. I've never pursued heli-skiing for that reason. I have told more than a few customers, " you can call my boss but if he finds out one of his pilots lifted that load into here he'll get fired. I can only lift to the red line. I'll pull to 100% if it comes off the ground I'll move it, if it won't, you have to make it lighter or call the last guy, here's my phone. Poor weather, to the surveyor in the ice fog, "I'm not going, but there is a book under the front seat, it tells you everything you need to know. Just wait till I get out of site till you pull pitch ". Or, "If I'm scared, do you really want to go ". They always want to get there job done, but their emergency is theirs. My job is to bring home the machine in one piece. My safety briefings Begin with this line. I have three responsibilities: 1 The safety of everyone working around the machine 2 I am not allowed to abuse the machine 3 Help the client get their job done in a cost effective manner I will do all I can to accomplish #3 as long as 1 and 2 are never compromised. (and if there is a juggy anywhere in site) Have a good look down the side of my aircraft, no where will you see the words ford Chevy or dodge, this is not a pickup truck, this is an 1 million dollar aircraft and its mine, so if you break it, you are not allowed back in it!!! You can walk home!! As an instructor of 100 pilots I spend every spare moment talking about decision making. My hope is the industry guys will continue to demonstrate the need to think it through before committing themselves, as the young ones are watching. PS: There was a 30 kt wind the day I slung in the propane pig, honest!! Rob
  15. The pressure felt from a customer or employer is all self induced. If a customer told you to jump off a bridge would you? No you say, then why would you consider flying in an unsafe situation to satisfy them. The pressure you feel is to "satisfy" the customer or employer, so therefor self induced. The pilot is the person who sets up the situation, therefor you have total control. our responsibility is to the license that says we are "pilots" ( note the word pilot, not equipment operator) safety is our number 1 job. If your customer has an emergency, it's theirs not yours. You have one if the hydraulics fail low level in 1/2 mile vis. Be smart and "always" have a back up plan!! The machinery we fly today is fairly reliable, but if you fly long enough something bad will happen. The only control you have is how much time you spend exposed. PDM and human factors are serious issues, and all pilots should have a system to control our mistakes, as we set up the situation. If we put the machine in a situation that " it " does not have the ability to handle, or is above " your ability" then you are essentially crossing your fingers and hoping it all works out. The one hour of training we receive yearly is not enough, the responsibility is on our shoulders to continue advancing our skills. I personally believe it is possible for this industry to achieve a much better safety record and that education is the answer. There will always be risk involved with flying. Flying a helicopter is not inherently dangerous, but is absolutely unforgiving. Rob
  16. The private career training institutions act is a law. There have been numerous layers and a few judges involved. The Private career training institution agency has legal authority to lock the doors of any school that does not comply with the act. Rob
  17. We have been dealing with this in BC for years. PCTIA!!!!! 1% of training revenue goes into a fund to protect student tuition. Last time I looked $1.6 million in BC's fund to date. Education is non taxable, so you call it a student completion fund instead. The hard part is having to deal with another regulatory body. Rob
  18. The answer to your question is simple, find a school where they: 1 focus on getting you ready for work. ( the job is so much more than flying ) 2 focus on giving you the tools to get a job. ( hanger, maintenance, etc. ) 3 offer the tools that will allow for work preparation not only licensing. ( an instructor can only teach you what the machine will allow, IE: all emergencies to the ground, solo slinging, altitude landings, etc. ) 4 don't blow smoke up your @## with promises of guaranteed employment. ( instead they offer you the tools to sell your self ) Make sure you visit as many as possible, there are a lot of great instructors out there, just make sure the organization is set up for them to give you a thorough education. Last but not least, make sure they are focused on you education, not just selling you flight time. Good luck Rob
  19. It never seems to matter to me, I just do the best job I can with what they give me. Lighter = slower, heavy = faster. Steel flies better. Moving drills I prefer a non electric hook. I like a 130 ft line, but 100 is fine, trees get tall add another 50. It seems to me after a few hours I get used to the length and speed at which I can fly empty. Lets not forget not everyone takes care of thier ops gear, Kevlar lines break after someone lands on it or spills fuel on it. Electric hooks break when you slam them into trees. Ops gear is expensive, and all you can do is the best you can with the gear they give you. A steel line is tougher, if it has an easily accessible electric cord, it's easier to fix. Fast turns require an electric hook, if your company won't give that to you let them explain the bill to your customer. A pro always takes care of his gear, but not every one does so. I saw a net sitting for a week at MAYS KITCHEN beside Canadians drums, again ops gear is expensive. So if they are changing to steel it must be because someone isn't looking after it. After all you do work for them, its their money.
  20. i think we should take away thier digital watches!! And how do you explain " your on my left " doesn't help! I love that line KFC!! I worked a sysmic job years ago, 2 machines, the crew set up this great staging area, both the A-Stars would fit, but too small to lay down a line with the second ship running, so standard for the job was one of us on the radio saying "I'll just circle while you finish your shut down", wish I'd have heard "KFC" before that.
  21. There is so much more to a mountain course then the mountains, advanced confined areas, advanced emergencies ( whens the last time you did a full right pedal to the ground), ETC. I find most mountain course students need emergency procedure training. Full right pedals to the ground are always fun!!! All those power recovery "fake" auto's and pedals are catching up with the boys. I love the rocks, makes everything just that much more fun!!!! No collective means all is in your Right hand! Get it right or fall !!!!! Rob
  22. Cap, The next time you want to PUNCH some one in the mouth make sure of your aim. If you would like to know how different a flight training program can be, call me any time. 1-866-9Bell47 ask for ROB. Your comment was painted with a wide brush. Not all FTU's belong in this category. Some do a better job than others. Some care about the students success. Some schools turn down students who don't have the right attitude. Some of us work our A S S E S off to ensure our students stand out from the rest. Some of us do it because we love it. If a CFI doesn't trust a student enough to sling into a confined area solo, then how can the industry use them. A low time pilot with out a mechanical background and doesn't know how to put the wheels on is useless. The education should be how to be a commercial PILOT not get a commercial license. You are right, thats a lot of wet behind the ears pilots out there. Schools are accepting everyone, and no one is ensuring the standard. I have said it before and I will say it again, you can build a better 100 hr pilot. The problem is simple, you don't get paid when you are teaching in the hanger, But some of us do the extra to ensure we can take pride in their abilities! Every student who has graduated from Premier can take my grandkids into a confined area any time. Most FTU's sell there machines with the line, underpowered is good for you, ( even though it can't lift anything )or how about a CFI lobbying Ottawa to remove full on auto's from the curriculum. If students would demand a better education and our industry will continue bring in the guys who do the extra, then you will see the bar rise. I would love for a CP to give me a qualifying specification, then all his low timers would be at HIS standard, Which would be great because there doesn't seem to be a standard. Hepac should make this their first priority. I take pride in every Premier graduate, they work harder, put in longer hours, see more, do way more, and are ready for the next phase of their career. Rob CFI Premier Helicopter Training!
  23. KNQ, my first solo, I was glad it had 3 hours of fuel because on the down wind I was tryin to remember how to land Rob
  24. Tender, Get the best education you can, don't listen to the sales pitch, look at the facts. Go to the school that does the most realistic real world training. Rob
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