What is the standard price usually for a PPL(H)?
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I agree
After 25 years of fixed wing I passed my PPl(H) two years ago on R22 the typed on R44, I one of the best things I have ever done 50 hours start to finish over 12 months.
Still fly fixed wing, enjoy both.
Just witten an article for BLADES magazine out this month on fIx wing to Rotory hope you like it!
Still fly fixed wing, enjoy both.
Just witten an article for BLADES magazine out this month on fIx wing to Rotory hope you like it!
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Thanks Whitus!
Im hoping the answer to your other thread is the R22 as that's the cheapest way forward for me although my flying school also offer a Jetranger and a R44!
K77.
Im hoping the answer to your other thread is the R22 as that's the cheapest way forward for me although my flying school also offer a Jetranger and a R44!
K77.
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Ummmmmmm.....
Is the R44 flown from the right... or has that guy got the cyclic tucked under his arm?
Whitus
I was once told by a Testing Office of vast experience:
"Anyone can fly a Robbie 22. Not anyone, however, can fly one well."
Having only flown a Robbie once (R22) I alas cannot comment... but the little things scare me ****less!! Haha!
Is the R44 flown from the right... or has that guy got the cyclic tucked under his arm?
Whitus
I was once told by a Testing Office of vast experience:
"Anyone can fly a Robbie 22. Not anyone, however, can fly one well."
Having only flown a Robbie once (R22) I alas cannot comment... but the little things scare me ****less!! Haha!
Thread Starter
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i think the r44 is a fantatic looking helicopter and will always be fantastic,they look great, they sound great, and hopefuly they fly great, are they relatively easy to control? i have had a on hour in a schweizerand found it very sensitive how is the r44?
Thread Starter
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i dont blame you kiwi they do look incredible scary to fly in the little helicopters compared to oppatunity flights ive had in larger helicopters with air cadets in sea kings s-61s and griffins, the smaller ones look like they could snap haha, but i suppose the smaller helicopters must be the best to train in.
The Original Whirly
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On 100+ hour students...
A couple of years ago, I had a student who was worrying me. To put it bluntly, he seemed to have very little in the way of either aptitude or intelligence. Wondering if it was my lack of experience that was the problem, I mentioned it to the CFI, who flew with him, and then passed him on to the school owner too. We three then had a chat. By this time, the student had about 20 hours, knew himself that he was slow, and was getting incredibly tense and making even less progress. But we three instructors agreed that he was was making SOME progress, albeit very, very slowly. Now, the two things he did have were lots of dosh and lots of determination. He also wanted to go commercial, which meant that he'd need 155 hours before he could do the CPL course. So someone had a chat to him along these lines - you're struggling, it may take you over 100 hours to get your PPL, but you ARE making progress, so does it matter since you'll need that 155 hours anyway. He agreed, relaxed, and started doing better. I'm not at the school any more, but last I heard...can't remember details, but I think he was well on his way to getting his PPL, maybe even had it. Oh, he'd also swapped from the R22 to the Schweizer, and found things much easier.
So for the really slow learners....maybe there's more than one option.
A couple of years ago, I had a student who was worrying me. To put it bluntly, he seemed to have very little in the way of either aptitude or intelligence. Wondering if it was my lack of experience that was the problem, I mentioned it to the CFI, who flew with him, and then passed him on to the school owner too. We three then had a chat. By this time, the student had about 20 hours, knew himself that he was slow, and was getting incredibly tense and making even less progress. But we three instructors agreed that he was was making SOME progress, albeit very, very slowly. Now, the two things he did have were lots of dosh and lots of determination. He also wanted to go commercial, which meant that he'd need 155 hours before he could do the CPL course. So someone had a chat to him along these lines - you're struggling, it may take you over 100 hours to get your PPL, but you ARE making progress, so does it matter since you'll need that 155 hours anyway. He agreed, relaxed, and started doing better. I'm not at the school any more, but last I heard...can't remember details, but I think he was well on his way to getting his PPL, maybe even had it. Oh, he'd also swapped from the R22 to the Schweizer, and found things much easier.
So for the really slow learners....maybe there's more than one option.
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I have a choice of a R22 or an R44 and they do have a Jet Ranger although i'm not sure if it is used for training!
I've plumbed for the R22 as its the cheapest option, although I do love the R44.
I've plumbed for the R22 as its the cheapest option, although I do love the R44.
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whirlybird: That's an interesting story but you say that your 100+ PPL wanted to go commercial. How would his slow progress effect his job prospects? Would a prospective employer see it as a negative, especially since he would almost certainly up against other new pilots from the 'I went solo in 5 hours etc.' school. Just interested...
The Original Whirly
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I doubt it. I've only ever been asked about my total time, total instructing hours (for instructing jobs) and what types I'm rated on. Once you have your qualifications, no-one seems to care when or where or how or in how many hours it took you to get them. Or that's my experience anyway.
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Is there any time scale that one should aim to pass their PPL(H) in?
I collect watches and 70's toys and furniture and have done for years now, however my plan is to start to sell ALL of my collectables and use the funds for my PPL(H).
Just wondered if there's a maximum time scale for the PPL(H)?
I collect watches and 70's toys and furniture and have done for years now, however my plan is to start to sell ALL of my collectables and use the funds for my PPL(H).
Just wondered if there's a maximum time scale for the PPL(H)?
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I would aim for an hour a week if you can.
Long breaks in training can result in wasted time recapping on previous lessons. If you can afford it i found it beneficial later on in my training to have intensive weekends.
In the early days a double lesson was pretty over whelming.
Based on an hour a week average you probably looking at 16 - 18 months ?
Long breaks in training can result in wasted time recapping on previous lessons. If you can afford it i found it beneficial later on in my training to have intensive weekends.
In the early days a double lesson was pretty over whelming.
Based on an hour a week average you probably looking at 16 - 18 months ?
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18 months?????
That's nearly 80 hours...........wow, will it really take that long?????
Its not the duration that concerns me but the cost!
What I don't want to do is start my PPL(H) and then have to pack it in half way through due to lack of funds!
That's nearly 80 hours...........wow, will it really take that long?????
Its not the duration that concerns me but the cost!
What I don't want to do is start my PPL(H) and then have to pack it in half way through due to lack of funds!
Hovering AND talking
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Quite a few people, myself included, have warned that a PPL(H) could take 70-80 hours; if you can't budget for that now plus all the incidental costs which can amount to a few grand as well, then you do need to consider whether you can complete it. And. after you've completed, can you afford to maintain the licence flying, say, an hour a month.
However, your job is such that you could fly for several hours a week and reduce the timescale that way. This may reduce the number of hours to completion but only by a few percent.
If you really want it, you'll find a way but you may well have to reorganise your finances!!
Cheers
Whirls
However, your job is such that you could fly for several hours a week and reduce the timescale that way. This may reduce the number of hours to completion but only by a few percent.
If you really want it, you'll find a way but you may well have to reorganise your finances!!
Cheers
Whirls
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Just a quick post to say I wasn't really sure how i'd be welcomed on this forum being a novice especially as it says 'Rotorheads A Haven for Professional Helicopter Pilots' of which I am not (yet)!
But i'd just like to thank you all so far for all of the wonderful help and advice you are giving me, it is very much appreciated please keep it coming!
But i'd just like to thank you all so far for all of the wonderful help and advice you are giving me, it is very much appreciated please keep it coming!
Hovering AND talking
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Oh don't worry, that discussion WILL come up; usually on an annual basis when some stroppy young commercial pilot wants to get rid of all the wannabees as we clutter up the forum. This is why a lot of the training threads have been collected together in one place and made into a sticky.
There is an awful lot to research about flying training; here is a good place but also look at websites of various training schools - some will be better than others but you may glean something useful from them. Have a look at Griffin Helicopters website; it's been put together by one of our number and contained a lot of very useful stuff. There's also the BHAB and the CAA itself has useful information on say, flying training schools (who's authorised to do what etc) and medical examiners.
That should keep you quiet and off the streets for a few days!!! Enjoy!!! 
Cheers
Whirls
There is an awful lot to research about flying training; here is a good place but also look at websites of various training schools - some will be better than others but you may glean something useful from them. Have a look at Griffin Helicopters website; it's been put together by one of our number and contained a lot of very useful stuff. There's also the BHAB and the CAA itself has useful information on say, flying training schools (who's authorised to do what etc) and medical examiners.
That should keep you quiet and off the streets for a few days!!!
Enjoy!!! Cheers
Whirls
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EOLs & H/V Curve
Hi KC ... How's things down under.
Ref your note and my view on the FM H/V curve.
A couple of points for discussion. The manufacturer is obliged to produce the H/V diagram for the worst flight condition, ie max gross weight ... temp ... and zero wind. So the graph needs to be studied with that in mind. Some maker's produce several graphs for varying weight and flight conditions.
I take the view that pilots must know the published figures for the type they fly and make a personal decision relevent to their particular flying task requirements, type experience, and EOL handling skill.
I don't take the view that overall experience is necessarily important, type experience is. However, it does makes sense to restrict PROLONGED flight in the so called 'avoid curve' whenever the task requirement IS NOT compromised. In my filming days, I can imagine the Director's response if I refused the required shot for H/V reasons!
Filming 'Black Hawk Down' in an MD 500, I recall spending 45 minutes in the hover at 175 feet alongside Bob Zee for the overhead shot Ridley Scott wanted. Now that DID have me concerned!
But I will re-state my view ... when flying privately, I don't believe it is reasonable to adopt a flight profile as a way of life for the miniscule chance of a power failure. Touching wood, I'm still waiting for my first engine failure in over thirty years instruction.
Look at the situation this way. A sudden tyre blow out on a motorway at 70 mph, is likely to produce a major accident. But sudden tyre failures are rare so we don't drive in the slow lane at a constant 40 mph ... just in case.
I have to emphasise, the 'private' aspect here. Public transport flying with fare paying passengers is a different kettle of fish and the local controlling authority's rules are paramount.
Interesting to hear more ppruner's views.
Good, safe and happy flying to all,
Dennis Kenyon.
Ref your note and my view on the FM H/V curve.
A couple of points for discussion. The manufacturer is obliged to produce the H/V diagram for the worst flight condition, ie max gross weight ... temp ... and zero wind. So the graph needs to be studied with that in mind. Some maker's produce several graphs for varying weight and flight conditions.
I take the view that pilots must know the published figures for the type they fly and make a personal decision relevent to their particular flying task requirements, type experience, and EOL handling skill.
I don't take the view that overall experience is necessarily important, type experience is. However, it does makes sense to restrict PROLONGED flight in the so called 'avoid curve' whenever the task requirement IS NOT compromised. In my filming days, I can imagine the Director's response if I refused the required shot for H/V reasons!
Filming 'Black Hawk Down' in an MD 500, I recall spending 45 minutes in the hover at 175 feet alongside Bob Zee for the overhead shot Ridley Scott wanted. Now that DID have me concerned!
But I will re-state my view ... when flying privately, I don't believe it is reasonable to adopt a flight profile as a way of life for the miniscule chance of a power failure. Touching wood, I'm still waiting for my first engine failure in over thirty years instruction.
Look at the situation this way. A sudden tyre blow out on a motorway at 70 mph, is likely to produce a major accident. But sudden tyre failures are rare so we don't drive in the slow lane at a constant 40 mph ... just in case.
I have to emphasise, the 'private' aspect here. Public transport flying with fare paying passengers is a different kettle of fish and the local controlling authority's rules are paramount.
Interesting to hear more ppruner's views.
Good, safe and happy flying to all,
Dennis Kenyon.