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Thanks very much. Will do!

Thank you! Cheers!

Hey mate, great question! . It's part of the CAT-A take-off profile, yes you are correct. We are required to follow CAT-A procedures in accordance with BARS (Basic Aviation Risk Standard) and our Operations Manual. We also fly the CAT-A approach as well. So just as steep on the approach angle from LDP (Landing Decision Point).

@@Cleared_To_Land Thanks for the response! I'll have to do some more reading on it, then I'll hit you back with some questions, if I have any left. Also, I hope this isn't a stupid question, but is every takeoff consisted into a CAT-A or CAT-B takeoff? Surely it can't be, but I'm just really making sure. Appreciate the response and the info.

@@RotatingBombWithADogOnIt no. Not all take-offs come under the CAT A or B profiles. We can just fly like a helicopter and do whatever we want. My time in the military we didn’t fly any of those profiles. Because military aircraft don’t have this. Especially in formation. You can’t have like 5 aircraft all backing up! We would consider single engine failures for sure, but we would accept a small exposure time. So more like Performance Class 2 with Exposure. The Black Hawk I flew was extremely reliable. As is all turbines. So practising engine failures really isn’t necessary according to the statistics. But something we just still do.

@@Cleared_To_Land Really appreciate the answers. I'll store this info and add it onto more research. Thank you.

Sorry. No.

It’s VH registered. Currently in Moth balls though. Not sure what the company with do with it.

Welcome 😊

Many thanks!

About 300/year. The VTOL backup allow us to keep the landing area in sight, so that if we lose an engine we are on an OEI profile to reject back to the hatch without doing too much. It’s called CAT-A operations. That way we can guarantee we will not crash.

Thank you!

Thank you so much. 😎

Probably a lot do yes in the GA world. But in the commercial world or EMS, if you need to go somewhere, go IFR! It’s safer and easier than VFR. IFR is just procedural. You must have an autopilot, so that makes flying easier. Too. In this case, at night, we don’t really have a choice. NVFR is just not usually an option due to cloud.

G’day! Good luck with the CPL. The 135 is also an awesome machine to fly. Yes it does take some nerves of steel when you first start out. Especially with turbulence in the cloud bouncing you around. Trusting the autopilot. You’ll have to hand fly an approach, so trusting your instruments against avoiding the “leans.” The candidate I was training in this video has almost 2000 hours and ex-military, and even now I have to reassure him about all this trust. 4-Axis autopilots are great though. When I was teaching Black Hawk, I would often show bloggs to take their hands and feet off the controls in flight. Coming from Bell206 Kiowa, they’d freak out thinking the controls would fall away and we’d all die. 😂 Good times. Good luck and if you have any questions let me know. I don’t know anything about UK operations though. Only Australian CPL and ATPL. Cheers.

@@Cleared_To_Land Ahh thank you so much, insight from guys with the amount of experience you have is absolutely invaluable! I have only 160 hours at this point and all on the R44 and R22 so there's a whole new world of aircraft out there waiting for me, the idea of a 4-Axis autopilot absolutely blows my mind given that the idea of letting go of the cyclic in a 44 is just unimaginable! 😂 I've literally just finished my ATPL theory exams, we have 13 of them here in the U.K. and they must be completed before the CPL practical course can be done. A ton of hard work whilst working full time to fund everything, but plenty of valuable and essential knowledge building at the same time. I had to learn a lot about complex systems that I've never even seen in real life at this point! 😂 I am hoping to eventually land a copilot job early next year flying offshore Oil and Gas ops in the AW169. Videos like these are both informative and inspiring so thank you again for uploading them!

@@nizza594 no worries mate. More to follow. I was lucky enough to train and have it all paid for “by the Queen” as we used to say. Lots of hard work and sitting in freezing mud. But worth it! You’ll get your head around it one day. I promise. It’s very very daunting to begin with. I am currently flying 4 different types at once. Now that’s confusing! 🤣

@@Cleared_To_Land Incredible! I was 36 when I started flying and will be just shy of 40 when I become "employable", I really wish I'd have started much younger but it's so expensive to train privately that I was just never in a position to do that, plus I've had a wonderful career in music which has given me lots of great experiences and paid for my training so I'm trying to see the positives even though I know I've got maximum of 25 years to experience as much of the flying industry as possible! 😂What types do you fly? It must be so much fun, does it ever get boring?! As it happens I'm currently undecided on what aircraft to choose for my MEIR, the options here are the AW109 and the EC135, I'm trying to figure out which type rating would put me in a better place career wise but I guess it doesn't really matter if I'm planning to work offshore for a few years, because that will definitely be in the AW169, S92 or H175 I think!

@@nizza594 the types I am flying, well not all now! We finally just got rid of two literally last week. AS350, A109E, EC135(P2+/P3/H) and H145D2. Thankfully I’ll be down to just flying the 135/145 variants. But the 3 variants of 135 and 145. At one stage two years ago I was still flying Black Hawk too! Sad to see that go. And probably won’t consider going back fulltime Army to fly the Mike models. You’ve listed some nice machine. They are all good whatever path you follow. I am a musician on the side too! Never my fulltime income. But hard to commit to gigs as a solo singer/guitarist with my job! Too many cancellations due to flying. I hope you get what you want soon and live that dream for as long as you have a flight crew medical!

Will do Janet!

Yes and no. We have to fly a circling approach once a year for your Instrument Proficiency Check. The circling approach can be well managed and flown safely everytime if you maintain the rules and procedures. A straight in approach is much more safer yes, but doesn’t mean we can’t do a circling approach. For us on this particular sortie, we don’t want to fly all the way out just to lineup with the runway. But this is good weather fully agree that if weather was really poor, we’d join the RNP runway approach.

We had them in the Air Force but the airline I flew for eliminated them. Normally ws would fly an ILS, back course ILS or a vor approach.

Thanks Dusty! Yeah I thought it was time to bring some new videos of what my new career brings.

Thank you! It certainly is a nice office to lookout from.

Thanks bud. Thought I’d better get into posting some of my latest flying life! Now to get an NVG mount for a go pro. 😉

Cool. That’s awesome! I hope one day you get up in one. Best fun ever. Like a magic carpet ride when you first pull up into the hover.

We were on the RNP RWY 14 via LUMVA

Great pickup!😎🤣 yeah it’s gets boring going 120Nm off shore. Alternative is I have Bluetooth music in my ANR for my helmet. 😉

Affirm. I dropped back from full time to reserves after the retirement of the S-70A-9. So still in, but not in anymore. Australia is soon to acquire UH-60M. Maybe entice me to come back. But hey. Anything can happen.

@@Cleared_To_LandNice, I have never flown the Lima because I am a Mike pilot, but I will say that the Mike is a lot of fun to fly.

@@ArmyAviator I hope that one day I can! let's see. Currently flying civilian offshore and instructor pilot. Enjoying instructing again after doing in the Military.

@@Cleared_To_Land Nice, I hope that you can fly it someday as well.

Thanks Ryan! Yes. Some of the perks of the job! 😊😎

Rockspoon definitely! Technology has certainly come ahead in leaps and bounds.

NITEWALKER you’re most welcome!

iaidoman thank you very much. Cheers!

@@Cleared_To_Land As a vet myself, you are more than welcome Sir.

iaidoman and thank you for your service too sir! Glad you loved the video. It’s a good piece of my past/present. Unfortunately will not fly the real thing again, but still have the privilege of flying and managing the simulator. I fly civil now. Love the flying no matter what really. 😎

@@Cleared_To_Land I fly DCS now. check out Matt Wagner's channel. full VR. first time I flew VR was in F18c low over the CVN Stennis at about 100 feet over the centreline and rolled 3 or 4 times and then went vertical. I felt sick. lol

Aden Webster best fun ever!

Good luck!!!! never lose sight of that dream... it's the best job in the world mate! let me know if you need any help with recruitment etc....

Thank you for all good words. That's true, it's the best job and i will aim for this job. When I will be ready I will ask you where should I apply. All the best and I wish you good winds during flying :) , (nice movies)

Flight idle for a helicopter is engines at operating RPM and flat pitch. IE collective full down. As supposed to ground idle whereby the engines are "wound down" to idle. In the Black Hawk it's controlled by the Power control levers (PCLs). Flight idle is also called "PCLs at fly."

Just to clarify too, engines at operating RPM implies the main rotor is turning at 100% or at operating RPM too! So in other words you can take off if you "pulled pitch." Pulled pitch is pulling up in the collective.

We do single pilot except for PCL manipulation. All ground runs here are single pilot. Just getting track and then balance. After about 4 runs track is less than 6mm. Then adjust for ground roll below 0.2 IPS.

140mm track!

It's not impossible! hey I did it :-)