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Subject: helicoprter flight school or private helicopter
 
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roberto79User is Offline
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04/25/2008 10:39 PM  
looking for a school or a private helicopter for rent... i would like to fly 10 hours looking san diego, calexico, yuma and nogales, az areas... thanks... to fly now! fly and be free!!
pilot135pdUser is Offline
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10/29/2005 7:23 PM  
Let me try this by parts. "...competing for an entry-level in EMS in a SIC position..." I don't know of many if any SIC positions in EMS because of the extra weight a SIC would pose on an already overweight helicopter. What I mean by overweight is that in EMS there's always that MAX weight problem where you have to manage fuel weight due to all the extra equipment on board. I won't get into the issue of med crew weights, I'll leave that to those in the other forum to blast at. I think that Keystone has SIC positions in the Northeast. :...Left the Army in '02 with 1800 TT, 1200 in H1s, H58s, and H60s and my CMI in airplanes and helos but haven't flown rotary since '94...." You WILL find EMS companies out there that will take you as PIC of a Bell 206L. Insurance companies might want you to get a few hours under your belt first but you can do that in a few weeks or they might just ask for you to go to BELL Factory School for a refresher in type, and that would be enough for them. Would you want to do that ? It's up to you. Please do a search first on the life of an EMS pilot in the Articles section of this website. EMS is a job that involves many different scenarios that, since you aren't proficient right now due to the lack of flying for a while, could get you in a heap of trouble. Have you considered a job flying Tours or in the Gulf of Mexico ? The Tour job would get you up to speed and you'd build recent hours real fast while the GOM job would do the same but would put you in situations where you'd get more experience for later flying EMS if that's your final goal. "...Other than buying some block hours in a 206, getting my ATP seems like a prudent first step back. Even then, with 10+ recent hrs and a still-wet ATP, will the lack of recent time be a showstopper?..." I think that getting your ATP would definitely give you an advantage. It looks better to the insurance companies because it demonstrates that you put in that extra effort to become the best you can be. You'll get many pilots now that will attack the ATP rating as useless (most of those attacking won't have the ATP rating) and although for these positions you don't need it and you can go your entire career without needing it, you'll get extra pay in most jobs for having it. I'll stop here and let other pilots give you their opinions. There are many pilots here with a multitude of experiences that can help you and there will be others that are just starting that will repeat what they have heard somewhere. Take every one of them, including mine, with a grain of salt. Before you put anything into them, like with every opinion you get in life, take a look at who's giving it to you. You'll get who everyone is and their experiences on their profile. Welcome to the Forum, Good luck and Be safe, Carlos

Self discipline is when you do something that you know is right even though you don't want to do it. As a professional and safe pilot you have to maintain control over your desires & emotions. Have INTEGRITY and great WORK ETHIC and you'll succeed in life.
ColoradocopterUser is Offline
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10/29/2005 9:48 PM  
I my self had not flown since 1994 and just recently went back to flying EMS. If you were comfortable flying in 94 it should comeback fast. I did have 8 years EMS experience and a few more hours than you. I would suggest, for confidence purposes, find a Bell 206 and go fly for 30 minutes or so and see how confident you feel. There are operators will train you if you have the right attitude and a willingness to learn. Good luck
FlightsoffusionUser is Offline
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10/29/2005 11:29 PM  
If I may, let me give you a similar (in some ways) example of a good friend who recently decided to again pursue a career as a helo pilot. He is 47yrs old, had a comm. VFR helo license. He was actually the first company I flew for in a TH-55. After he accumulated about 540 hrs of helo time with about 1000TT with fixed wing time, he longed for the simpler life, left aviation and headed to the mid west. after he was out of flying for 12 years, he went back and obtained an IFR and came out to here to visit. At which time I was able to give him 8 hours of 206 time with duals while flying ENG. I just received a call last weekend that he was hired in the gulf flying an 206L and passed his 135 2 days ago. His original intent was to go down their I hopes of obtaining an SIC position with anyone. I told him to forget about the SIC thing and that he was a good pilot lacking self confidence. Evidently he got the message and is digging on his new job. Where I am going with this I do not know other then, anything is possible with the state of the shortage. Get current and apply in person. It seems to work. Best,

Kyle

ATP-Helicopter, SEL/MEL-CE500
CFI-Instrument,Helicopter,SE/ME Airplane
Comm. Single Engine-Sea
http://www.linkedin.com/in/flightsoffusion
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WalterUser is Offline
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10/30/2005 9:01 AM  
First, any 135 operator has to train all new-hires, and train them to the same level of proficiency. The mechanical skills of flying do degrade without recency, especially with an 11 year intyerval. Your stick skills will come back pretty quickly, and probably within the 135 mandated minimum requirement. A more serious issue is the mental work of flying. A lot of what we do is situational analysis and short-term maneuver planning. If you've taught, you've talked students through this process, and had some experience breaking tasks down to discrete elements. The most obvious example to me is confined area ops. With experience you see stuff and plan around it almost subconsciously. The commercial level of this skill takes much longer to return. If you're well founded, that is well trained, as most military guys are, you'll be slower than initially than somebody who's current and skilled. My experience is that it takes a few months to approach a previous level of proficiency. To the real germ of your issue- civilian aviation is very different in philosophy and execution than military aviation. The physics governing flight don't change, but the language of the information and decision process, and the priorities driving it, do- especially in EMS, a very, very different world than any other civilian flying I've done. (Never done corporate, but the stories I hear from corporate ghuys make me think we EMSers are "corporate" without the bennies.) How serious this issue will be will depend on your personality and the operator's issues. Visit bases with the operator, and try to determine the culture. Caveat, bases vary, and people at the bases vary, so "actual mileage may vary". Me, I'd probably opt for the ATP, although it doesn't make any economic sense. I'm an old flatulence, and I believe in preparing to excess of any realistic need- but the ATP is practically a requirement, at least for EMS PICs. My experience is that an SIC is a PIC in all but pay, if the operator's any good. It'll get your feet wet, too, and frankly 1800 hours is kind of lowish, to medium flight time- in my opinion- for "the job". Again, "actual mileage may vary".
SupremoUser is Offline
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10/30/2005 2:31 PM  
I looked at some of the other replies to your post and thought I'd toss out my own. Age is NOT a factor yet! I'm still going strong at 69 and may elect to quit after next year. You haven't been THAT far out of the loop and you should have no problems getting back into the swing of things. Anyone you go to work for will give you training for their particular ops in 95% of the cases. Not only for FAR reasons, but most likely for insurance too. I'd say your best bet for the moment is to hit the offshore market first and get a year or so in the GOM. You'll get some good recurrency training and plenty of flight hours to wonder about your decision to return to flying... Your past experience puts you in a good light with the insurance companies, and your company training will make you acceptable for their coverage. I would not go out and spend money for 206 block time. You'll get plenty when you get hired. The ATP will make you more attractive to employers AND the damned insurance companies. I've had the ATP since 1971 and know that it made me look better than someone with only a commercial license. In some cases it helped to reduce our corporate insurance rates. Going to Bell for factory training really makes you acceptable to the insurance people, gets you really current, and shows your willingness to do what it takes for the job. That counts with employers big time. On top of that, it is a great tax deduction because you already have the license and its considered recurrent training and a professional expense (including your travel and expenses while there in Alliance). Attitude , attitude, and attitude has gotten more pilots hired than any other factor I can think of. You have a good pool of experience here to draw on and I'm sure you have your own particular if not peculiar experiences to offer in return. I certainly offer any help I can as will many others here. Keep us informed as to how it works out will you? Rocky

Risk is the price you pay to avoid a dull life.
BirdstrikeUser is Offline
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10/30/2005 3:21 PM  
Gentlemen: My thanks for all of your excellent replies. I hadn't considered factory training for recurrency and appreciated everyone's perspectives. The fact that nobody laughed me off the board for considering coming back at this season of life is a big encouragement. Not an easy decision; thanks again for your shared wisdom. Jeff
WalterUser is Offline
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10/30/2005 7:12 PM  
Jeff, EMS is aviation's... "difficult" personality. It's the best aviation job I've ever had, except for pay, bennies, hours, and any other sane measure of a vocation. It's a little different every time, and I get a major kick out of working with the volunteers, and the medics on the team. Awesome people. I quit flying professionally for 10 years once, and 4 the second time, so I can identify with your apprehension. Taught flying for while, and saw a few in our situation- not to worry: The personaility traits that make a good aviator are the things that lead to judgement and attention to detail. I know pilots who're safe as houses, that jar my teeth every landing. Wish you well in EMS. Wally 56, which I guess makes me a senior citizen, by cracky!
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Forums > JH Alternate Forum > General Helicopter Discussion > helicoprter flight school or private helicopter



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