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perfect okay let’s crack on go so thank you very much for joining us and for the next sort of half an hour or so will be our talking about how to fly a helicopter and what’s involved in getting a look at the license so again welcome we’re recording or broadcasting from the office here at Wrigley at the hangar and I’ve got Rob with me here so say hello Rob okay guys there you go so the pictures of the two of us so Rob and myself Mick Robert see CFI here at the school and he’s also deputy chief pilot for the the company Robert you want to leave about how you got in the final just roughly your fine background oh yeah well I started learning flying when I was 11 years old two cushions couldn’t reach the reach the pedals barely see of the – of a cessna152 mold me as a private pilot so I got onto it that way was flying fixed-wing for a little while until I went out to a station in 2003 and a feel the helicopter boys took me for a fly and I haven’t been back in a plane since it’s it’s all been helicopters for me yeah it’s only only there for skits and stuff like that through school and did little fixed-wing aircraft but then I was lucky enough to get picked up by the army did all my flying training through the army so your records Blackhawks and now out teaching folks and mainly here at school we’ll go through our helicopters later on but this quickly before we actually kick off into the into the content in the training if you can just drop us a note in the questions there and just give us an idea about what you well some the thing you’re most want to get out of today and I guess the reason why you’re on the on the call as well so just after their feedback and get an idea of you know what sort of experience levels you come from and and yeah basically what you’re trying to get out of today the most if not used to the webinar controls you should have a little floating panel there somewhere and there’ll be a question section maybe our top things in and as you type those we’ll see them come up so just drop the any questions you’ve got into that section all right so no one’s got any questions at the moment so we will keep cracking on rather than hold that up so the first thing is that life is pretty short and you want to get the most out of it and it’s now used to being seeing a job that you don’t enjoy and there’s no shortage of people out there in the world who are singing in cubical jobs in an office somewhere and just purely existing whereas there’s so much more to life out there now how look at the wise there’s operations around the world all different types of things you can think of so this one here pretty sure is a either Papua New Guinea or you may or Solomon Islands this one here is a camera ship chasing cars and the Dakar Rally in Africa yeah and tell your father’s looking for help like mine one day get in position where he actually save someone’s life so that’s the type of jobs that are there out there let me move in pretty quick today now just purely because it is lunch and we’ve got flights after this but also you guys are you got other things you need to do after your lunch break so let’s check that and equipment get to the end basically obviously we’re going to try and show you the quickest way of getting through the training and what we recommend the best way to go and so we’ll give you guys I guess the natural next step there so objectives today we want to go through learn the different names of the flight controls what they they actually do and then a quick chat about what’s involved in getting a helicopter license and the steps you need to go through for that so Rob I might hand over this next bit here if you want to take you through the the flight controls no worries alright guys so we’re going to just learn about the the flight controls here and the primary effects of those controls in forward flight so first of all we’re gonna look at this cyclic and as indicated on the graph there the cyclic that’s in the Robinson is actually specific for the Robinson it doesn’t look like that in in any other helicopter that you’ll experience so the cyclic is free to move in in any direction 360 degrees what that does is control the disc attitude therefore controls the fuselage attitude so when we talk about an attitude we talk about where something sits in relation to the horizon the cyclic is very very sensitive and it’s it’s used in the natural sense which means that if you push the cyclic Ford the noise will go down and very importantly again with the Robinsons and

some other helicopters as well with the cyclic you cannot let it go all right so with the cyclic and if we move the cyclic forward and aft will change our attitude and our airspeed as indicated there so forward cyclic as you can see in the nice pictures down which means the horizon will move up the windscreen and the airspeed increases we pull a cyclic back or aft the nose will pitch up which means the horizon moves down the windscreen which will cause the aircraft to slow down okay moving the cyclic left and right will cause a roll either to the left or to the right so next we move on to the the collective and the collective it’s called the collective because it collectively increases and decreases pitch on the main rotor blades and also controls lift by the generated by the main rotor blades and used in the natural sense so essentially if you want to climb the aircraft you raise the collective up if you want to descend you push the collective down toward the floor and aircraft will this end oh there we go so we raise collective the aircraft climbs and if we lower the collective it’ll go back down and with all of these control all’s you just need really really small inputs the collective controls power and we measured that on the manifold pressure gauge it’s a measured in inches of mercury so as we raise collective we’re demanding more from the engine the engine has to work harder so what will happen is on the manifold pressure gauge the needle will increase so when we climb the aircraft we raise collective the needle come up to 24 inches and that’s it’s around the power setting we used to climb and for a normal straight and level flight anywhere for around 21 to 22 inches of power when we descend anything down to around the 15 inches of power we’ll get the aircraft descending okay and there’s a limit on that as well which is imposed by the manufacturer Robinson and it is to make sure we don’t exceed 24 point seven inches of manifold pressure okay so next we’ve got the throttle now the throttle is a twist group it’s just like an outboard of or an outboard motor on a boat or a motorbike however it is the opposite so what that means is if you want to roll the throttle on you need to wind the throttle away from you now that says it says there for the throttle it’s a twist grip that’s located on the end of the collective the throttle controls our engine and our rotor rpm it is very sensitive so you only need to – we say it’s a gentle squeeze – to change the RPM the Robinson like most helicopters has a governor so essentially what that means it’s it’s a device which is which is put on to control the throttle for the pilot so as long as that governor is working in flight we don’t have to watch the RPM very closely we don’t have to manipulate the troll as much as we would okay and finally we’re moving on to the pedals now the pedals are located at our feet and they control the tail rotor in the back there so the pedals are used to maintain the nose direction in the hover and when we’re flying say cruising in Affairs on feet and about 80 knots it’s we use a term called balance so it’s used to the pedals are used to balance in forward flight and maintain those direction in a hover so once the pedals are applied and set they they must be held in that position as well so they way we won’t need to move the pedals unless we start changing our power settings okay as indicated there when it apply left pedal the nose yours around to the left

and right pedal the nose will your around to the right okay so just gonna have a look here and see if we have any questions on on controls and there’s nothing no questions yet on on the controls and their operations so we’ll we’ll move on okay so we’ll talk about a few topics here and that is on how we get a license first one is a trial flight now it’s it’s called the trial introductory flight it’s basically it’s very well as the name suggests an introduction onto the very first lesson so generally what we do is we get get student in and we’ll show them around the aircraft around is the Robinson or the the Schwartzel and we’ll just point out just different different parts on the machine well then have a about a 20 to 30 minute brief just similar to what we’ve just done there on the just the primary effects of controls in forward flight flying that we then go for a fly where we head up from Red Cliff we tracked north up around to Bribie Island where we’ll do a little bit of low-level flying around the trees will do a confined area landing which is essentially just a landing away from a prepared surface head back to Red Cliff and if the student is game enough will demonstrate it’s a simulated engine failure where we don’t actually turn the throttle off or turn the engine off but we just wind the throttle back into the the idle position and we glide back to the glide back to earth it’s what I use common misconceptions that if the engine fails in a helicopter that that always is lost and it’s you know the aircraft crashes and it’s that’s not true it is it is very safe okay so that’s a trial flight next we have aviation medical so there’s two medicals that need to be done to obtain a license we have a what we call a class one and a class to medical and now that really depends on what license you want to achieve if you want to get a commercial license you have to get what’s called a class 1 medical now the class 1 medical is subject to a little bit more stricter conditions and then a class 2 medical one for private and is valid for 12 months a class 2 medical as I just said that is is for a private license and is valid for four years under the age of 40 and when you’re over the age of 40 you’ve got to get renewed every two years student licensed social license is obtained obviously while you’re a student before you go solo essentially its its forms we have to send down to takasi and pay some money to obtain a license to obtain a license you’ve got to get some documents sent off to a zero and get a get basically a check on you to make sure that you’re an upstanding citizen next we have theory exams so there are seven theories subjects that need to be completed now if you’re obtaining a commercial license if you’re obtaining commercial license the seven subjects are done on seven individual exams then we’ll have a look at that I think it’s on the next slide actually lists exactly what subjects if you’re doing a private license you it’s still the seven subjects to study they don’t go into into the theory as in-depth as a commercial but instead of doing seven individual exams you study the seven subjects and it’s just one exam to set practical flying training so the flying is is done for a commercial license over a hundred and five hours it’s actually done over a hundred twenty-five hours but if you conform to three three conditions then you can do it under one hundred and five hours of training a private private license is subject to a 50 hour course and now these are minimums we generally tell students that plan for a little bit more and we can’t say exactly how much more training you know for a commercial pilot you may be and a standard to sit a test at 105 hours or you might be 150 hours or 160 hours it really depends on how quickly you pick up on things throughout your training finally we have a flight test now the flight test obviously is at the completion of your training where we get called an independent ATO is an authorized testing officer who will come in and and generally spend a full day

with you asking you well first of all going through what we call KD Oz which are knowledged it’s a knowledge deficiency report which means that anything you got wrong on your exam you still need to make sure you know on those subjects so you get asked about some theory get some questions then you’ll get asked to plan a navigation exercise and then then it’s a the flight test of about 2 2 to 2.5 hours so theory exams here we go that’s what I was talking about the theory subjects we have is listed in France we got navigation meteorology human factors air law aerodynamics aircraft general knowledge and another one we call ops performance and planning which is essentially just weight and balance now we do run courses here with the Michael Scott who is our theory instructors actually an ex student of ours who we’ve we’ve employed and he gets a little bit of flying as well but Michaels I think he’s 26 years old and he’s an ex structural engineer say he’s pretty switched on bloke and he’s a very good explaining the theory topics so he’s a very good very good theory instructor with a very good pass rate as well so the course we have runs over eight weeks and the next course we have is on the the third of November so if you want any information on that as well you can send us an email or give us a phone call okay so next slide heads talk about the flying training hours are quite depending a license type so I’ve gone through most of that stuff there so age requirements to obtain a student license and to go solo you must be a minimum of 16 years of age and as indicated there 17 years old for a private license and 18 years old to hold a commercial license now as I said I started learning fly when I was 11 years old so you can start flying at any age but again there are just requirements for when you can go through milestones like obtaining going solo or obtaining a license once your favor once you pass a flight test in our flight school here we’ve got what’s called a blade of fame and it’s where we get our guys or the students who have passed the test to Tucson their name as you can see here this is a guy called arrow who’s now flying in Thailand and he passed his test with us we’ve been about October November last year well guys that’s that’s pretty much my briefing done so I’m just going to hand back over to Mickey yeah a couple of questions come through so I’ll grab those short leave it just as we finish up I guess it’s just thinking about where you’re currently at as far as looking at fine training guys or just you know where your career in general is and look we’re not sure exactly why you turned up today there could be a number of reasons it could this be you know you see a significant job or you in a situation where you know that could be something just better out there that you want to be doing or it could be that you’ve just always been an aviation crazy person tend to keep and you just love the flying side of things or maybe just curious if that’s sort of what goes on in involve of flying a helicopter so be in those reasons and that we’ve gone through the how the controls work in the helicopter and then Rob’s taking you through via the process of how to actually get a license the different steps involved so the obvious question here is and really start that and you know if you’re interested trying to the the quickest way to go through and what’s the next topic is step loopy and rocks from taking you through with what the the trial flight involves a trance structure and flying and it can takes about two hours like the time you come in here and we tell you the the briefings and the aircraft walk around and show you through the aircraft and then we actually do the fly and then at the end of it will have a photo and actually do it first certificate for you so look normally that’s three and sixty five dollars that’s the price here at August 2014 at the moment but all going to do is when you mention this webinar because you’re taking the time out to actually come along and show you interested in learning out to fly a liquid and a bit more about what’s involved the admission this webinar will take ten percent off that price and look for the people who are already the sort of moves straight away and and take action be fast action takers will also throw in a palace logbook for the first two people who’ve actually booked in for our chief so if you interested in that the phone number there’s the bottom of the screen or we can go through the website at aero power flight school comm dot are you all right so yeah we’ll just move into the questions now so there’s a couple there will answer shortly they’re being queued up but if you want to use your chat box there and just start having any questions you’ve got about helicopter

flying about careers about what Rob’s taking you through will just fixed five minutes or so we’ll just go through and our answers on these questions yeah we’ve got here I’m just just reading this okay so the first question is is one from Scott and that is how to start the aircraft well every aircraft varies and it depends whether it’s a piston or turbine aircraft but every aircraft has a checklist and on that checklist obviously has a sequence of star procedures the the starting sequence will be depicted by the aircraft manufacturer so the sequence of how to do things and when to turn things on alright so I hope that answered your question Scott so I’ve got no one here it says what kind of work would you be looking at when you’ve just finished your CPL now this is probably that the toughest part of once you obtain a license is is now finding a job the industry in Australia has never been like it is in some parts overseas so the getting a job is going to be is going to be very very tricky getting your first job I things we do here to try and give you a bit of a boost in the right direction is is we pay for HR manager who’s used to be HR manager for one of the big airlines she’s now got our own company and Weavin we pay her to go through when you obtain it weights when you’re getting toward the end of your license she’ll sit down with you and build a resume as well as going through some interview coaching techniques and we’ve also given her a list of prospective employers that employ low time pilots and guys fresh out of training and so what you’ll do is she’ll then start advertising the fact that you’ve done your license and and you’re you’re looking for a job no one is is the class 1 medical for the helicopter is same fixed-wing now short answer yes it is so if you have a class 1 medical if you say training in fixed-wing and you’ve got a class 1 medical coming over and you start training in helicopters the class 1 medical is the same all right another one here from Mike Lai’s when you set the pedals does that mean you only change the pedals when you change your speed or attitude that’s one of the reasons to change pedals your pedal setting will change when either you speed up or slow down so you need to change the attitude first to obtain different speeds but you’ll also find when it comes through if you change a power so when you raise collective what happens is that the we’re increasing the power from the engine and the torque from the engine will trying your the aircraft to the right so therefore as we raise collective the aircraft yours right we need to apply left pedal so changes in speed and also power setting will require us to change pedal inputs pray at that time for one more is one more question there okay so the last ones just come through is will I be more employable if I have a fixed wing license as well as a helicopter again look it’s one nice questions it depends on the employer now there’s some of the mustering companies will have say a Cessna 210 that will do some ferry runs between properties but they’ll they might own a couple of helicopters on the station as well so very rarely do we get get guys that will be able to jump into both roles us as a company we only have helicopter or helicopters therefore the the fixed-wing side doesn’t apply to us we don’t look at that we look at a helicopter experience in the helicopter license anything explained first the problem is you then come out with about you know 6070 held for three hours and you’re competing with people who have you know 110 120 and I helicopter hours and it doesn’t seem like that many hours but when you go into that first job you know they’ve always got double the experience on helicopters that you’ve got so it’s just yeah it’s not cut and dry pretty might come and talk to some folks and in coming chapters about that but yeah you gotta can do the fixed-wing in it and then reduce you ask for the helicopter but if you go for a helicopter job it’s kind of not so helpful to have no reduce day hours that’s probably one of the things I didn’t mention as part of the part of the air requirements as if you’re doing a conversion so if you already hold so a fixed wing license we

want to go to a rotary wing that’s one things I didn’t go through but if you shoot us an email at therapy our flight school comedone au we’ve got a training brochure here which has all of the required information and prices on there as well we can send out to you you’ll be at cedar peach to the brochure and be autograph that off the off the website probably easiest but otherwise we’re out of time they first goes wrong is to jump back out and go flying again so thank you very much for that’s been some time with us and going through if you’re getting more questions we didn’t get to answer please shoot through an email or through the website we’ll just bring up and give us a call and if there’s anything at all we can help you with we’d love to good we just we love flying and we’d love to share it with as many other people who want to be involved so thanks very much folks and Cheers thanks guys

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