Helicopter Add-on?
01-14-2008, 07:30 PM
#1
Blue Light Special
Thread Starter
Joined APC: Jan 2007
Position: Learjet 45 & G-IV
Posts: 637
Helicopter Add-on?
Does anyone know anything about getting a rotor add-on if you already have a fixed wing rating? Like the duration, costs and whatnot?
Actually, if anyone has any info about general add-ons, put that here too.. Gliders, Sea-planes, all that fun stuff...
Actually, if anyone has any info about general add-ons, put that here too.. Gliders, Sea-planes, all that fun stuff...
01-15-2008, 04:56 AM
#2
Flying Farmer
Joined APC: Jul 2006
Position: Turbo-props' and John Deere's
Posts: 3,160
The sea-plane can be done in a weekend. I think the basic requirement is the 3-hrs in 60 days rule, so not a biggy. If I just had $600 laying around I'd do it in a heartbeat, well maybe this summer, hard to do water landings when things are frozen over.
01-15-2008, 05:31 AM
#3
Line Holder
Joined APC: Dec 2007
Position: 121 & Military
Posts: 65
I had my added my Commercial Helicopter onto my Commercial Airplane. No written test. I just completed the "flying" requirements spelled out in the FAR's (add-on rating).
As for the cost, I was flying for a Sheriff's Office (OH-58 A/C & UH-1) so it didn't cost me a penny. Also, I already had 11 hours in a Schweizer 269C and I could hover. As for the cost, it depends on what kind of aircraft you complete your training in. A piston helo will obviously be cheaper ($230-$250 hr avg) or if your independently wealthy $500+ an hour for a turbine helo.
It is important to note that in addition to completing the flying requirements per the FAR's, you have to learn to actually "FLY" the helicopter. Just like fixed wing training, the time it takes to do this is different for everyone.
This is a brief overview.
If you have any more questions, let me know.
As for the cost, I was flying for a Sheriff's Office (OH-58 A/C & UH-1) so it didn't cost me a penny. Also, I already had 11 hours in a Schweizer 269C and I could hover. As for the cost, it depends on what kind of aircraft you complete your training in. A piston helo will obviously be cheaper ($230-$250 hr avg) or if your independently wealthy $500+ an hour for a turbine helo.
It is important to note that in addition to completing the flying requirements per the FAR's, you have to learn to actually "FLY" the helicopter. Just like fixed wing training, the time it takes to do this is different for everyone.
This is a brief overview.
If you have any more questions, let me know.
01-15-2008, 06:25 AM
#4
Blue Light Special
Thread Starter
Joined APC: Jan 2007
Position: Learjet 45 & G-IV
Posts: 637
Originally Posted by Ewfflyer
The sea-plane can be done in a weekend. I think the basic requirement is the 3-hrs in 60 days rule, so not a biggy. If I just had $600 laying around I'd do it in a heartbeat, well maybe this summer, hard to do water landings when things are frozen over.
Originally Posted by INVERTED
It is important to note that in addition to completing the flying requirements per the FAR's, you have to learn to actually "FLY" the helicopter. Just like fixed wing training, the time it takes to do this is different for everyone.
This is a brief overview.
If you have any more questions, let me know.
This is a brief overview.
If you have any more questions, let me know.
01-15-2008, 07:41 AM
#5
On Reserve
Joined APC: Dec 2007
Position: RC-12P Left seat
Posts: 17
I started flying helicopters in my current army career for 16 years and then went to fixed wing. Flying helicopters is something that is harder than fixed wing. The helicopters you will fly have to be flown 100% of the time, no trimming and picking up a sectional and opening it with two hands. To be a safe helo pilot you need much more than the minimums and I would say you are barely safe then.
In the Army we get guys out of flight school with 150 hours in helos. They are marginal at best as far as their abilities. They do not get very good until north of 300 hours. The US Army has the best helicopter training bar none hands down, a civilian operation in my opinion can be good but not nearly as good as what the Army does. One thing you will have already is your "air sense" but you still need to master the helo. Now a big difference is the way we fly helos in the Army is way different than most civilian operators so there are differences.
My opinion and bottom line is it takes many, many more hours to be a safe helo pilot over and above the FAR minimums. There are just too many things that will kill you. Just look at Davey Allison, had lots of money, good training, but still lacked experience and that killed him quick. Now you can say that about airplanes also, but until you have flown both you will not understand.
In the Army we get guys out of flight school with 150 hours in helos. They are marginal at best as far as their abilities. They do not get very good until north of 300 hours. The US Army has the best helicopter training bar none hands down, a civilian operation in my opinion can be good but not nearly as good as what the Army does. One thing you will have already is your "air sense" but you still need to master the helo. Now a big difference is the way we fly helos in the Army is way different than most civilian operators so there are differences.
My opinion and bottom line is it takes many, many more hours to be a safe helo pilot over and above the FAR minimums. There are just too many things that will kill you. Just look at Davey Allison, had lots of money, good training, but still lacked experience and that killed him quick. Now you can say that about airplanes also, but until you have flown both you will not understand.
01-22-2008, 06:25 AM
#6
On Reserve
Joined APC: Jan 2008
Position: H-60 & SEL aircraft...both seats
Posts: 15
I had 50-FW hours when I attended Army Initial Entry Rotary Wing (IERW) training. Hovering and approach to landing is the most difficult part...much different than an airplane. Imagine stopping on the threshold opposed to crossing it at 65kts, or what ever the approach speed for your aircraft. Everything else should be "uneventful" for you. Patterns, instruments, etc is all the same at cruise airspeeds. Rudder vs. tail rotor inputs are slightly different, but other than that it is the same. I would check the PTS and see what manuevers are required for the add-on. I would guess almost ever manuever?
You will find it rewarding and beneficial to your flying period. Your control touch and awareness of pitch & yaw inputs will greatly improve after a few hover lessons. Enjoy! Almost forgot..it took me 8-10 hours to learn to hover. A lot of that time was enroute time..I would guess 4-6 if practicing at your airfield.
You will find it rewarding and beneficial to your flying period. Your control touch and awareness of pitch & yaw inputs will greatly improve after a few hover lessons. Enjoy! Almost forgot..it took me 8-10 hours to learn to hover. A lot of that time was enroute time..I would guess 4-6 if practicing at your airfield.
01-22-2008, 08:22 AM
#7
Line Holder
Joined APC: Nov 2006
Posts: 78
Originally Posted by mcartier713
Does anyone know anything about getting a rotor add-on if you already have a fixed wing rating? Like the duration, costs and whatnot?
Actually, if anyone has any info about general add-ons, put that here too.. Gliders, Sea-planes, all that fun stuff...
Actually, if anyone has any info about general add-ons, put that here too.. Gliders, Sea-planes, all that fun stuff...
I did my commercial add-on training in the EC120. Total of 82 hours before I ready for the check ride. I'm sure I could have cut some of the dual time down if I was flying everyday rather than running my business. I didn't take any passengers until I had 200 hours in type.
The seaplane add-on was conducted on Lake Havasu and required one day-4 hours in a C150 at approximately $ 600.00.
EAHINC
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