Too heavy to fly?
Joined: Oct 2002
Posts: 321
Likes: 0
From: UK
That machine in Chichester might be a very reasonable cost option as it will give you something to fly after you qualify and if you can use the machine for training, it will really cut your costs down.
Not mine by the way, I don't share mine. You will find there are very few groups for helicopters unlike fixed wing.
Not mine by the way, I don't share mine. You will find there are very few groups for helicopters unlike fixed wing.
Joined: Jul 2002
Posts: 503
Likes: 0
From: mostly in the jungle...
Cormac,
a) Check and decide whether going non-EU is an option.
14 years ago Versatile Aviation in Ardmore,OK, USA was my choice, because they where the cheapest all out - Bell 47. Today they seem to have Robinsons too. NO personal interest in the place.
Note: That is French Fries + Hamburger, ribs + barbecue country. You will have to make an effort on your own to stay clear of that.
Another option is Bristow International at its US facilities, but it is not cheap, you have to do the maths and compare to the UK, but they do JAR in the US.
b) I learned on Bell-47. Transition to R-22 after about 700 hrs in the 47.
c) IT does not matter in which helo you start out! In the beginning you are lost anyway.
If you got the dough you may start in a Super Puma....
Seriously, I have just about 10K hrs in all kinds of "interesting" environments. If I had to start today, I'll do it in a R-22.
d) Not much choice, but if you have a chance get a hightime instructor with lots of DIFFERENT (evironment, jobs) experiences...
Personally I would prefer the R-22, because it is sensitive!! By the time you get to hover and then autorotate, you are ahead of the game to any other helo you will trade up to later.
Talk about more hours needed with the R-22: Compensated with the lower price. DO NOT GET STUCK with having to have your PPL at the minimum legal time possible!! It takes what it takes. Forget what other need or needed. Everyone is different. For some it takes longer to "click".
It still takes me at least 50 hrs to get comfortable in a new type...
Today, the average to PPL is at least 55-60 hrs.
What you need longer in the R-22 for its sensitivity you get back in better skills!
If you don't have the finances to go at least 30% over the minimum possible, wait, save and then go for it. Or you are running danger that it will cost a lot more than that:
Don't quite make it, get desperate, tense up, bust it, out of money. Get to work, and pay to recover lost skills, etc...
e) Lately I do not see that as often anymore, but it was that companies would limit their pilot-AUW (All up weight, ready to fly) to 200, 205, even 195 lbs.
So, make a plan and stick to it - suggestion:
1) Assemble a weight crush program and start immediately (I may be wrong, but what I read between the lines - you're not just "heavy bones and muscle" but also have some " Energy reserves", otherwise how would the "caveman" work - STBC...)
2) While you are crushing weight, get enrolled and do as much of the theory as possible.
3) Hit the flightline when "crushed",.....
4) I know you want to be in the air RIGHT NOW!! Make a plan and stick to it.
While you find out your options, you could be crushing. Take your time finding the best solution - IF you are thinking Commercial in the future you want to be able to go back to the people that got lots of money from you (PPL) already. You want them to give you a chance when you spent it all.
CFI, no money - "All right now, let's give you some money back while you make some more for us!!"
Good Luck,
3top
a) Check and decide whether going non-EU is an option.
14 years ago Versatile Aviation in Ardmore,OK, USA was my choice, because they where the cheapest all out - Bell 47. Today they seem to have Robinsons too. NO personal interest in the place.
Note: That is French Fries + Hamburger, ribs + barbecue country. You will have to make an effort on your own to stay clear of that.
Another option is Bristow International at its US facilities, but it is not cheap, you have to do the maths and compare to the UK, but they do JAR in the US.
b) I learned on Bell-47. Transition to R-22 after about 700 hrs in the 47.
c) IT does not matter in which helo you start out! In the beginning you are lost anyway.
If you got the dough you may start in a Super Puma....
Seriously, I have just about 10K hrs in all kinds of "interesting" environments. If I had to start today, I'll do it in a R-22.
d) Not much choice, but if you have a chance get a hightime instructor with lots of DIFFERENT (evironment, jobs) experiences...
Personally I would prefer the R-22, because it is sensitive!! By the time you get to hover and then autorotate, you are ahead of the game to any other helo you will trade up to later.
Talk about more hours needed with the R-22: Compensated with the lower price. DO NOT GET STUCK with having to have your PPL at the minimum legal time possible!! It takes what it takes. Forget what other need or needed. Everyone is different. For some it takes longer to "click".
It still takes me at least 50 hrs to get comfortable in a new type...
Today, the average to PPL is at least 55-60 hrs.
What you need longer in the R-22 for its sensitivity you get back in better skills!
If you don't have the finances to go at least 30% over the minimum possible, wait, save and then go for it. Or you are running danger that it will cost a lot more than that:
Don't quite make it, get desperate, tense up, bust it, out of money. Get to work, and pay to recover lost skills, etc...
e) Lately I do not see that as often anymore, but it was that companies would limit their pilot-AUW (All up weight, ready to fly) to 200, 205, even 195 lbs.
So, make a plan and stick to it - suggestion:
1) Assemble a weight crush program and start immediately (I may be wrong, but what I read between the lines - you're not just "heavy bones and muscle" but also have some " Energy reserves", otherwise how would the "caveman" work - STBC...)
2) While you are crushing weight, get enrolled and do as much of the theory as possible.
3) Hit the flightline when "crushed",.....
4) I know you want to be in the air RIGHT NOW!! Make a plan and stick to it.
While you find out your options, you could be crushing. Take your time finding the best solution - IF you are thinking Commercial in the future you want to be able to go back to the people that got lots of money from you (PPL) already. You want them to give you a chance when you spent it all.
CFI, no money - "All right now, let's give you some money back while you make some more for us!!"
Good Luck,
3top
Joined: Jul 2002
Aviation Qualifications: ATPL(H)
Posts: 3,052
Likes: 56
From: UK
Joined: Jan 2007
Posts: 11
Likes: 0
From: Colorado
300C is a good option
I fly a Schweizer 300C from KBJC near Denver (fld elev. 5670). The 300C has a max cabin wt. of 600 pounds. I'm only 155#, but I often fly with an instructor who weighs in at 240. When the temps top 35C (9400+ Density Altitude) we have a pretty limited fuel load, but we can still fly!
I've actually never flown an R22 so can't speak about the type, but I've been very happy with the 300C.
Down near sea level the 300CBi would be another good choice with lower costs than the straight 300C. All depends on whether you can find a school you like within easy commuting distance- you'll want to fly at least 3 or 4 times a week (or more) to make best progress (least outlay $$$)!
I've actually never flown an R22 so can't speak about the type, but I've been very happy with the 300C.
Down near sea level the 300CBi would be another good choice with lower costs than the straight 300C. All depends on whether you can find a school you like within easy commuting distance- you'll want to fly at least 3 or 4 times a week (or more) to make best progress (least outlay $$$)!
Joined: Sep 2004
Posts: 698
Likes: 0
From: Australia
I concur with Whirlybob - I trained in a 300C, 300CB & 300Cbi - lovely machines! Like a nice little truck compared to those tiny Robbies
(Having said that, I've only done a couple of flights in an R22...
but I had the opposite problem to Cormac, hence Whirlybird's comment re ballust - I only weight 50 kg!)
(Having said that, I've only done a couple of flights in an R22...
but I had the opposite problem to Cormac, hence Whirlybird's comment re ballust - I only weight 50 kg!)
