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snowedin

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snowedin last won the day on June 4

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  1. Know the flight training manual and instructor manual (particularly the first half) and know your instruments, particularly VOR and ADF (god knows why) and compass errors and that stuff Whomever is recommending you should be able to fill in all the gaps Good luck!
  2. Com Com Com...know your authorizations and training requirements as set out in your COM....Also good to know pilot training tracking systems and emergency protocols, your company should have a published "what to do if..." document. Good luck!!
  3. What Heizenberg said...instructing in helicopters is not for time building. Get a job and some experience so that you have something to pass on to your students. If a school is suggesting you get the instructor rating they are just trying to separate you from your $$, unless in the US, where things are more like fixed wing? But your 100 hr CPL comment suggests you are in Canada
  4. I guess I meant more from the student perspective. Should be same or just a bit more than 22, and cheaper than 44 by a good margin. Def more expensive to purchase, but of no concern to a student. fuel bladder 15 yrs basically mgb and trgb and engine still at 2200
  5. So by dual hours I mean the number of dual hours on instruction required to meet the licensing/flight test standard. You need 17 hours of dual instruction, and if you can meet the real flight test standard in 17 hours you are well ahead of any curve I have seen. So quite often the dual number goes up as a result of getting through all the flight exercises to a safe level. Typically students finish private in 60-70 hours, which makes the 45 number a bit unrealistic. If you do ppl first and then Cpl you will need to convert your ppl, which is 60 hours minimum I believe, so even if you got it done in 50 hours you now need 110 to obtain the cpl. Everything is deductible but you added 10 hours (or more) to the 100 hour requirement. R-22 can be a deadly choice, but in my experience the 44 is a great machine and quite safe, the only hurdle for you will be that everything is going the wrong direction from the Cabri Good luck!!
  6. I should ask what machine are you training on. You should expect 60 - 70 hours to do a good private ride....just to reference where the 35k number came from?
  7. So I assume you intend to buy a machine or rent? Entirely correct the private is not tax deductible and commercial is....and often people spend upwards of 40 to get to a safe flight test standard. The required and actual for dual hours never line up, you will have more training, be safer and perhaps a better insurance rate if you decide to purchase? Should be no problem to change course at this point in your training
  8. in a great way....by all accounts it is everything the 22 is lacking....roomy, autos fantastically, digital display. same engine, same fuel burn...should be close to the same price making it a great initial training helicopter
  9. So for your first question the big debate in our industry now relates to flight time, which the aircraft running til the aircraft stops....this is usually how customers get billed in our business. The blades are turning, fuel is being consumed, a pilot has to be at the controls...but the maintenance only pertains to air time....the time the aircraft is airborne. Right now you need 100 hours of flight time, and your rate reflects that the operator may only do 85-90 hours in the air during your training. If the rules change and you need 100 hours of air time you can expect the rates to go up correspondingly....15% ish In your training you are expected to master the art of auto-rotations....the simulated engine failure. The procedure should be carried out to the ground, with the engine at idle...maybe not all the time but you need to be trained on how this feels. It is supposed to be a flight test item....but many schools are not doing them, and as a result there are graduated pilots out in the industry who have never completed any autorotations to the ground. I recently did some training with an instructor who had never done one...which is truly frightening. You need to ask your school if you will do them, and hold them to their answer. If they talk around it, you need to run away fast Prices will vary from school to school but in my experience the schools are giving you a competitive rate. I would be surprised if they would negotiate. It can be problematic with students when one student is paying x and another y.....not good from a pr perspective. Prices will also vary depending on type of aircraft...your choices are primarily the 22, the 44 or the Cabri, which seems to be making inroads in the Canadian market and by all accouonts is a terrific trainer
  10. If you can find a school that does that yes for sure you should go there, but as we found out recently no schools do this, see airtime flight time thread and HAC newsletter. At some point this may happen but the rates charged by the school will reflect that. Experience of instructors is huge, aircraft used for training, and ask if you will do any full on autos....it seems less and less do them, which is frightening for the industry as a whole. What "extra" training will you get inside the 100 hours. By extra I mean something other than the flight test minimums. Will you sling/longline or is that beyond the 100 hour course?
  11. Hey Blackmac...while we are not in the same realm as the fixed wing world, we are in a position this year where we will have more placement positions than we will have grads available. Some are actually flying jobs and some are groundcrew initially. We generally do 10-12 per year and they seem to do well getting jobs, just don't always do a good job keeping the jobs...some of that is industry related in terms of how they were treated, some of that is self induced if you know what I mean. We have some excellent relationships with companies that like our grads, so it works well for everyone. I would question the rate you quoted...we are more like 70 on average (which is still a lot), and I would have to think the fixed wing is more expensive than that, unless I am missing something on the hours required. Have a great weekend
  12. Let me start by saying that I work at a flight school/charter company. The question we ask people most often who approach us is what kind of person are you, do you prefer bigger cities or smaller towns, are you comfortable in the outdoors etc. Generally the less inclined to the outdoors and all that comes with that tend to lean towards airlines and flying airport to airport. The people who enjoy spending time outdoors tend to be better suited for a career in helicopters. \ So for the original poster that would be a question to ask yourself? I hold both licenses but I prefer helicopters vs the airport environment. That's just me. This can be one of the biggest determining factors for someone trying to decide between the 2 choices. Yes there are float opportunities on the fixed side and IFR options on the rotary but generally in lieu of someone actually getting out there to try it out this can help them trying to decide a path. Good luck in your choice
  13. Tiger performance can as well, both good companies in my experience. They will even overhaul your lid for you if you send it to them. Good luck
  14. For H60 Yes it does absolutely...sometimes simply going from 100% rrpm down to 93-95% can be the difference between making a spot and not...adding speed helps as well...you may not be in the sky as long or be as comfortable, but you will go farther
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