As one of the lucky ones, I agree that helicopter pilots have more fun. I enjoyed Ian J. Twombly’s article in the November issue (“Go Vertical,” November 2014 Flight Training), but—a big but—although the FAA doesn’t care where you land (the restriction is basically to have the owner’s permission and be safe), local governments can and do restrict the ability to land a helicopter” just anywhere.” In many areas east of the Mississippi, restrictions can make a helicopter an airport-only machine, which takes away most of the benefit. Penalties can be very expensive.
Ernie Betancourt
Lascassas, Tennessee
Tough choices
Thanks for putting together an awesome magazine. I enjoy the articles and wealth of information that arrives every month.
I wanted to mention a slight difference I noticed in November’s Flight Training “Career Advisor: Tough Choices” answering a question about a CFII/MEI contemplating USAF Reserve undergraduate pilot training (UPT).
I am a second lieutenant who just graduated from the Air Force Academy, so I am active duty (not reserves) and will attend UPT in 2016 after I complete my master’s degree. Despite my Air Force experience, I was on a civilian pilot training track at the University of Central Missouri before the academy, so I have seen both sides of the coin.
Some of the downsides quoted were the commitment, relocations, deployments, and becoming obsolete. If the writer went with the reserve unit, he would not be required to move assignments every three years (or so) like his active-duty counterparts. In fact, he wouldn’t change assignments unless he had to move for his civilian employment, in which case he would be allowed to transfer to another reserve (or perhaps guard) unit if they had an airframe available for him.
He would also be allowed to commute in for his one weekend a month and two weeks a year of trainingMost pilots in the reserves will fly much more frequently and there usually are hours available, and he can usually request more (for currency's sake).
Naturally, he will be paid for all days of duty and make progress toward a retirement package.
Since he will be in the reserves, he can either be a full-time reservist or part-time. It is true that he would have deployments and would have longer trips, but they would be comparable to the time away as an airline pilot on longer runs.
As far as obsolescence, being a C-130 or C-17 pilot, those airframes are likely going to be in our inventory for the next 20 to 30 years plus, so I do not think he will have to worry about becoming obsolete. In fact, pilots (specifically fighter pilots) are in deman in the Air Force, and the reserves often take cargo aircraft after the active duty is done with them.
I think what he should be concerned with about Air Force flying is that it is a whole different ball game, and civilian flight hours do not equate to military proficiency. Many people with 1,000-plus hours find it hard to let go of old habits and fly the way the Air Force demands.
Many CFII and MEIs have washed out of UPT because they were unwilling to “be the student” and abandon old habits that were incompatible with military flight; humbleness is key.
Dan Cook
Dayton, Ohio
Leveling off
I once heard—and am convinced I read it somewhere as well—about a leveling-off procedure that goes like this: Continuing at cruise climb, over-shooting the target altitude by 300 to 500 feet (I suppose depending on aircraft type), and then easing the aircraft back down to the correct altitude. The advantages, as I recall them, were decreased fuel burn and increased time over the same distance (“Technique: Leveling Off,” Flight Training November 2014).
Philip Haynes
Spring Lake, Michigan
There's more than one way to properly level off, although this isn't one we would generally recommend.—Ed.
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