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  1. Mr. FREDDIE I am sure that your knowledge of the Canadian Aviation Regulations is adequate for your current position in the aviation industry. Perhaps reviewing the CAR’s prior to commenting on flight training operations would have been prudent. You should start with CAR Standard 421.31. Since the CAR’s can be wordy & difficult to follow, I recommend Phil Crouchers excellent book “CAR’S in plain English”. You could also spend a little time on the Transport Canada website and have a look at TP4818E Flight Instructor Guide-Helicopters, pay particular attention to Part II - The Ground and Air Instructors Syllabus, Exercise 28 - Sling Load Operations. If you did not receive any slinging instruction during your initial flight training, it may have been because you required the whole 100 hours to reach the flight test standard for the basic maneuvers. Most student’s reach that level earlier in the training program, thus having time for more advanced training. You may want to take your computer in for a service, It appears your “M” key is sticking a little bit. Wendell
  2. Two bits, buck fifty, five bucks, talk about inflation! To tell the truth I don’t usually spend much time reading these forms it was only after Cole had me read the post by Heli Jay that I read the entire Cole tire fire thing or was that that light the tires, something like that. Anyway, I am not of this new generation that posts their life in pictures on face book and blogs their daily life on the internet for the world to read. I am not judging them, but it seems to me that sometimes they can type faster than they can think. What in my day would be a good story at the pub to a couple of classmates becomes trial by internet with an anonymous judge and jury. By the way, why doesn't everyone use their real name in these forums we are all adults and should be responsible for what we say. Or at least the people reading your post would be able to consider the source. I have trouble deciphering the code of who belongs to what handle. Having trained a few students in my time, I have experienced cockyness and over confidence in some of them. Often I deal with a skilled but overly self assured student by giving them a more difficult, not easier task. A task that will result in some level of failure in a controlled environment. Perhaps, a frozen water bucket head! In my experience every successful person has an aspect of cockyness and confidence. I would not want a heart surgeon that has ANY DOUBT in his ability, perform my quadruple bypass. A good pilot should have no doubt in his ability to perform the task he/she is about to undertake. But he should be very self critical and honest in his assessment of his abilities and the risk involved. Never forgetting that people entrust their lives to them every flight and that those people deserve to see their families at the end of the day. As flight instructors our commitment to our future pilots should be to help them to see that being a good helicopter pilot is not about thrills and showing off, but about constantly developing the skills and judgment needed to transport people and goods in a safe and efficient manner. I believe that exposing my students to as many operational situations requiring them to use good judgment, in a controlled flight training environment works toward this goal more effectively than just lecturing. I am not sure how introducing vertical reference skills and experiencing flight in 1 mile visibility can be construed as cowboy flying. Wendell
  3. Well, now that I am drawn into this whole cole training thread. I feel compelled to add a little of the instructor side to balance things out a little. Today I decided it was time to include a little training on some skills Cole will need to survive his first years as a pilot. He has been observing me perform this almost every day since the start of training so I thought it was time to send him solo. Now I’m not going to say he didn’t do well, but I think I may have to demonstrate the skill one more time for him. For the benefit of any low time pilots or prospective pilots reading this I will go over the briefing now. Open lid then remove old filter by pinching between thumb and index finger deposit in trash, if you drop it on the floor and spill the old grounds all over the place, you then say the appropriate word or words under you breath and clean it up. Insert new filter Now the important part, put the coffee in. As it was explained to me when I started flying IF YOU ARE GOING TO GO WRONG, GO STRONG. You can always add more water, but if in is too weak it goes down the drain. If it is just a little weak everybody will whine and moan but still drink it, although you will hear about it all day. So if you even THINK you might not have enough grounds add at least one more good scoop. You will know you have it right when you see the secretaries adding hot water to their cups and the cranky old pilots start to acknowledge that you even exist. I know I should not have to go over this but this younger generation seems to think that caffeine only comes out of a can of Red Bull. Tomorrow we will start with how to clean a toilet. The one at the hanger is starting to look a little like the rotor head of a sky-crane after a hard day of logging.
  4. Wow, Two bits that was more like a buck fifty! So here is my buck and a half. As Cole's instructor I feel your comments about his over confidence are out of line. I make the decisions about when and what type of training my student’s receive. Therefor your opinions should be directed at me. When I put Cole in a situation in which he must make a decision he always uses the most conservative rule and makes the correct decision. Cole flies the aircraft with the understated confidence and skill of a much higher time pilot. When he graduates from flight school you should give him a check ride. I am sure you will be pleasantly surprised with the skills and maturity a young man like this can possess. He will quickly become an asset to any company that hires him, as have all my student’s. You are right about one thing though, having long line experience will not GET you that first job. But becoming confident and proficient with all aspects flying a long line will certainly affect how quickly you advance after you start flying. Just ask my former students who are heli-logging with Sky-crane's, S61”s and Kamov’s or flying seismic with 212’s, 205,s , a-star’s, and 500’s if they should have spent more time flying circuits at the airport after they had become proficient at it. If we increase the flight time requirement to 200 hours as you suggest we would move the price of flight training out of reach for most student’s and deny them of a very rewarding career. In the US they have a 150 hour requirement and I don’t think there low time pilots are any better than ours. When I send Cole out solo with my JetRanger, a 120’ spectron line and a BRAND NEW bambi bucket I have a lot more at stake than your average chief pilot with a fleet of helicopters at his disposal. I take the responsibility of that decision very seriously and I have nothing but confidence that Cole will bring himself and my helicopter back in one piece. It is my philosophy that a student should complete flight school having experienced what is acceptable and legal operational flying. It is irresponsible to have students fly only in good weather at flight school then send them out to work in low visibility conditions and expect them to make good decisions about flying conditions they have never experienced. I guess that was more like a buck seventy five http://www.verticalmag.com/forums/style_em...fault/blink.gif
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