Here are links I found interesting on June 21, 2013:
- Latifa Nabizada – Afghanistan’s first woman of the skies – Amazing story of a woman who flies helicopters with her daughter.
Here are links I found interesting on June 21, 2013:
Here are links I found interesting on December 10, 2012:
Helicopter pilots: choose your landing zones wisely, please.
As a helicopter pilot, one of the questions I get asked most often is: “Can you land anywhere?”
In most cases, the person asking the question is referring to the legality of landing anywhere — not the ability to land anywhere. Helicopters have the ability to land almost anywhere, but not every landing zone is legal. I address this in quite a bit of detail in a post titled “Finding a Legal Landing Zone” that I wrote back in 2009. The facts still apply.
Unfortunately, not everyone considers the legality — or even the safety — of a landing zone before setting down on it. This brief news piece linked to by Vertical Magazine’s Twitter account is a good example. The gist of the piece:
A Monticello man has been charged by Nassau County Police with landing a helicopter in a grassy area full of pedestrians near the Nassau Coliseum minutes before midnight on Saturday night.
Nassau Coliseum, in case you don’t know, is an indoor arena where the NY Islanders play hockey and concerts are held. I saw quite a few concerts there in my college days. And hockey games.
On the night in question, there were about 100 drunk kids, aged 14 to 18, wandering around the building when the idiot pilot — honestly, what else can I call him? — came in for a landing in his Bell 407. He had to abort one landing before succeeding on a second attempt. At least 20 pedestrians were walking in the area.
I don’t think I need to tell you how stupid this stunt was. Drunk kids in the landing zone? All it takes is for one of them to walk into the tail rotor to turn a fun night of teenage drinking (yes, I’m being sarcastic) into death and mental trauma. Even if the kids weren’t drunk — and the pilot may not have thought they were — they’re still pedestrians in a landing zone. You don’t have to be drunk to walk into a tail rotor, as evidenced here and here.
And it’s not just the tail rotor that’s dangerous. Although visibility around a helicopter is good, it isn’t 360°. The pilot could have struck a pedestrian on the way down — or even landed on one.
Sure — nothing happened in this case. But the cops came, arrested the pilot, and seized his helicopter. And I think he deserves everything he gets.
You see, irresponsible pilots who pull dangerous stunts like this make all helicopter pilots look bad. People connect his action to the group he’s a part of. Hence, all helicopter pilots are reckless individuals who would land among a crowd of drunk teenagers.
We know better. But does the public? Does the local government?
A few years back, the city of Scottsdale, AZ instituted a town ordinance prohibiting the landing of a helicopter anywhere except at an airport or approved helipad. Why? Because an idiot pilot decided it would be fun to land in a culdesac of his subdivision. Neighbors didn’t think it was such a good idea and complained. It went to the city council and they “fixed” the problem by making it illegal.
(Wickenburg has a similar ordinance, although a pilot can get permission, on a case-by-case basis, by talking to the police chief before landing. And the police chief can deny the request.)
My point: think before you land off-airport. Think about the consequences of your actions. Think about the safety of the people on the ground. Think about the potential for complaints.
And don’t be stupid.
Get what you pay for.
The quality of your training will be determined by your flight school. And believe me, you want the best training you can get.
Here’s a bunch of tips for choosing a flight school; sadly, most of them are “don’ts” because of the kinds of marketing tactics some schools use:
Don’t be lazy and take shortcuts here. Your future starts with your training. Do your homework. You’ll be amazed by what you learn.
There are a lot of people who make a big deal over the kind of equipment used for flying. There are three basic helicopters used for training: Robinson R22,
Schweitzer 269/300 (which has a bunch of other names), and Enstrom F28F and 280FX. News flash: They’re all good.
The R22 is an extremely “squirrelly” helicopter. It really takes all of your attention to fly. Its two-bladed system makes it unsafe for aggressive or low-G maneuvers, but ground resonance is not an issue. Robinsons are widely respected and widely used in flight schools.
I can’t speak firsthand about the
Schweitzer since I’ve never flown one. I know that as a helicopter with a fully articulated rotor system, it’s capable of performing far more aggressive maneuvers than a Robinson. I’m not sure if that’s a good thing. It is susceptible to ground resonance. I have heard that its glide slope in autorotation is steeper than an R22 but can’t back that up with facts and figures.
I have flown an Enstrom and, in all honesty, I wasn’t impressed. The excessive vibrations really turned me off, but that could have been caused by the blades being out of balance or some other maintenance issue on that particular aircraft. It also has a fully articulated rotor system, but I can’t recall hearing anything about one getting into ground resonance. I don’t know enough about its flight characteristics to pass judgement on it.
Most pilots favor the helicopter they trained on. That’s true with me. Not only did I learn in an R22, but I owned an R22 Beta II for four years and put at least 1,000 hours on it. But who knows? If I’d trained in a 300, I might have all kinds of love for it instead.
I’m hoping that folks reading this who have more knowledge about the other two aircraft will comment on their experiences. (Warning: I will not allow an equipment-bashing comment thread to form for this post. Present facts about what you know; not hearsay about what you don’t.)
I certainly don’t think you should pass up a flight school because of the brand of its equipment. The age, maintenance quality, and condition is far more important. You want a flight school with its own hangar and maintenance facility. You might even want to take a look at it to make sure it’s relatively neat and clean and the mechanics look like they know what they’re doing. A place with friendly mechanics who are willing to talk to you when you have a mechanical problem or question will certainly help you get more out of your flight training.
There’s one other thing to keep in mind. Some flight schools have one or two turbine helicopters on hand that they use for charter work or even training. When trying to get you to sign with them, they might hint or even promise that they’ll give you a certain number of hours of turbine flight time. Get any promises in writing. It is not uncommon for flight schools to give students the impression they’d get turbine transition training in a package deal and then, for some reason, not provide it. Either the aircraft was down for maintenance or there were too many other pilots queued up for time in it or there was an additional fee that was never discussed. If a turbine aircraft is dangled like a carrot in front of you, get all the facts about flying it before signing up.
And that brings up the topic of package deals. My advice is this: Do not sign with a school that forces you to enter into a contract for all training and pay them a bunch of money up front. (This was also pointed out by Damien in comments for Part 2 of this series, which discussed funding your flight training.) You do not want to be contractually tied to any flight school (at least not without a contractual way out that won’t cost you anything) and you certainly don’t want them getting money upfront (beyond reasonable prepayments) for services yet to be rendered.
If there’s anything the Silver State debacle taught us, it’s that flight schools aren’t always around forever. If they fold with your money, you’re out of luck.
Equally important is that if you decide after a few weeks or months of training that you don’t like the flight school and want to continue training elsewhere, you have the freedom to do so. And believe me; this happens more often than you think.
I know several aspiring pilots who I have counseled about the helicopter business but I hesitate to recommend a school to them. My usual advice on schools has been pick the best ranked school that provides the greatest possible chance to get that first job.
It is a little discouraging to me to have to tell an aspiring career pilot that all the good grades, excellent flight reviews and mind numbing study may come to not if they don’t make that first job happen for themselves. Perseverance helps but choosing the right place to train and the connections and recommendations that come from certain schools and/or instructors might make all the difference. It is still a small industry where more positions are gained through personal recommendations and associations than any quantity of paper credentials. Your reputation in this industry begins at day one and for good or bad will follow you your entire career.
This is excellent advice for career pilots. I know of at least once school — now defunct — that had a terrible reputation for training. It got so bad that many employers would simply not consider any pilot that had that flight school listed on a resume. That’s a difficult hurdle to jump when you’re just starting out.
But I think what Keith’s saying goes beyond just choosing a flight school. I think it also has to do with how you represent yourself throughout training and your first few jobs. That’s attitude and I’ll cover that next.
The younger you start, the farther you can go.
In the last part of this series, I discussed the financial aspects of learning to fly helicopters and getting the ratings you need to move forward. I’m thrilled to see that a few folks have added comments from their own experiences. With luck, others will do the same. The more real experiences that are shared, the more real information readers can pick up here.
In this post I’ll discuss another important topic: age. Ideally, you want to have all certificates in hand by the time you’re 30 years old. Even better would be 25. This means you need to start young.
Look at it this way: if you were going to college for career training, wouldn’t you want to have your degree so you could get to work in your chosen field before the age of 30? This would give you plenty of time to pay your dues (discussed in another post), get your foot in the door, and work your way up the career ladder to the kind of flying job you want.
I honestly don’t know the minimum age for starting helicopter flying lessons. I’ve seen airplane flight schools offering training for kids as young as 14 years. On the helicopter side, however, I noticed that some flight schools require students to be at least 18 years old. I think that’s a pretty good minimum age for getting on the controls of a helicopter.
But that doesn’t mean you have to wait until you’re 18 to start learning. There’s plenty to learn before you begin taking actual flight lessons. A good place to start is with the FAA’s Rotorcraft Flying Handbook. This free 207-page book in PDF format is an excellent source of information about helicopter aerodynamics and maneuvers. In fact, it’s the book I turn to to brush up on topics like gyroscopic precession and coriolis effect for my annual Part 135 checkride. Start here — no matter how old you are — and get a head start on the basics before you even meet your first flight instructor.
I get lots of e-mail and comments from guys who are in their 40s or even 50s or 60s who claim that they’ve always wanted to be a helicopter pilot. Always? What I want to reply is: why didn’t you do it when you were younger?
Reality check: 40 is not a good age to start training to become a career pilot. I’m not saying it’s impossible — hell, I was 37 when I started learning to fly. (An airline pilot I knew at the time told me point blank that I was too old to start a career as a pilot.) But it won’t be easy to build your career.
Part of the problem is this: although you’d think that entry level employers would be more inclined to hire older, more mature pilots, they aren’t. They want young guys who will do anything they’re told. They don’t want people who can think and reason based on life experiences. They want cheap robot pilots who will stick around just long enough to fulfill a contract that ends with the tour season. I experienced this first-hand at the Grand Canyon, working with guys young enough to be my sons.
If you’re starting to get up there in years, give this some serious thought before diving in. Do you have many financial responsibilities? Are you prepared to give up your current salary and start at the bottom of a helicopter pilot’s pay scale?
I am fortunate in that my other job as a freelance writer makes it possible to work around my flying activities; I’ve been working two jobs since I began flying for hire. I could never survive in without a serious lifestyle change on what I currently earn as a pilot.
Maybe you’re in a similar situation and have an income that will continue. Or maybe your first career has left you with enough residual income that you don’t need to worry about future income. Or maybe you’ll just prove to be the exception.
If you do decide to go for it, don’t wait. The sooner you start, the better off you’ll be.
And here’s one more thing to keep in mind: you don’t have to make flying your career to be a pilot. A man I knew got his private helicopter rating on his 65th birthday. No, he wasn’t a career pilot. He just wanted to fly helicopters.
Next up, an important decision: choosing a flight school.