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Cost To Buy a Helicopter: 15 Most Popular Models

Written by Rick James in Financial,Helicopters

Helicopters are known to be an expensive vehicle that only the rich & famous or the world’s military and government agencies can afford to buy and fly. You may be surprised to know that there are helicopters on the cheaper end of the scale that make them available to those without deep pockets.

The average used helicopter can be purchased for $1.5M but many used helicopters can be purchased from as little as $50,000. A helicopter can range from a $50,000 home-build, single-seat, kit up to a $30M ultimate luxury helicopter that even comes with a bathroom.

There is such a huge range in helicopter prices for both new and used helicopters that there is a helicopter for every budget. The bigger and newer the helicopter, the more it is going to cost.

Here is a typical pricing scale for 15 of the world’s most popular civilian helicopters:

HELICOPTER MODEL# of SEATSNEW PRICE
$USD		USED PRICES
$USD
Composite-FX
XE		1$51,000$20,000 – $45,000
Safari Helicopters
Safari 400		2$152,000$130,000 – $155,000
Robinson Helicopters Company
Robinson R22 Beta II		2$318,000$50,000 – $300,000
Hélicoptères Guimbal
Cabri G2		2$385,000$250,000 – $360,000
Robinson Helicopter Company
Robinson R44 Raven II		2 Front
2 Pax		$500,000$180,000 – $450,000
Bell Helicopter
Bell 206B III		2 Front
3 Pax		Production
Ended 2010		$280,000 – $1M
Airbus Helicopters
H120 Colibri		2 Front
3 Pax		Production
Ended 2018		$600,000 – $1M
Airbus Helicopters
H125/AS350 Astar		2 Front
4 Pax		$3M$500,000 – $2.5M
Bell Helicopter
B407		2 Front
5 Pax		$3.2M$1.2M – $3M
Leonardo S.p.A
AW109		2 Front
6 Pax		$5.5M$500,000 – $5M
Airbus Helicopters
EC135/H135		2 Front
6 Pax		$5.7M$2M – $5M
Leonardo S.p.A
AW169		2 Front
8 Pax		$8M$6M – $8M
Sikorsky Aircraft
S-76		2 Front
12 Rear		$10M$600,000 – $8M
Leonardo S.p.A
AW139		2 Front
12 Rear		$11M$5M – $10M
Sikorsky Aircraft
S-92		2 Front
19 Rear		$27M$5M – $25M
All links to Wikipedia

What Effects The Cost of Buying a Helicopter?

Helicopters are a complex machine with many precision parts. Most of these parts have a lifetime limit to them. The more life there is on each part, the more valuable it is. The cumulative cost for these parts and the availability of the helicopter type dictate the purchase cost of a used helicopter.

A cheaper helicopter may seem like a great deal, but when the component times are looked into, the buyer may soon realize that a major component like an engine or main transmission may be coming up for overhaul soon and the replacement cost of that item would soon make the ‘Deal’ not very good.

The Agusta/Leonardo AW109 – A Popular Used Helicopter – Source: James

When there is an abundance of a certain helicopter in the market there is a lot of competition to pick from which drops the price because owners who want to sell need the aircraft off their hands. Bargains can be found and deals can be struck when there are lots of that model on the market. When the market is dry, then sellers can use this opportunity to create bidding wars which keeps the prices high.

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When looking to buy a new helicopter the manufacturer will set the base model price and then list dozens, if not hundreds of optional extras that the purchaser can pick from to be fitted onto the machine. By doing this it allows the manufacturer to adjust each airframe to suit the many different roles that helicopter type can fulfill.

For Example:
An Airbus H125 Astar can be configured for :

  • VIP & Luxury Charter
  • Police & Security
  • Medivac & Search and Rescue
  • Utility
  • Tourism
  • Training

Learn More…
Try These Articles:
* Buying a Helicopter? Which is the Best?
* Helicopters: Why Are They So Expensive!?

What Is The World’s Cheapest Helicopter?

The cheapest DIY kit helicopter you can buy is the Helicycle for around $67,000. It is a single-seat, gas turbine-powered helicopter.
The cheapest factory-built helicopter is the Composite-FX XE at $51,000. This is a single-seat, carburated piston engine helicopter.

Composite-FX’s XE helicopter with floats – Source: FlugKerl2

If you require more than a single seat, then the cheapest 2 seat helicopters start around $180,000 for a kit like the Safari 400 or if you wish to get a fully certified, factory-built helicopter with proven pedigree then a Robinson R22 Beta II will cost around $300,000 brand new, or you can find them from around $50,000 for a well-used machine with little time left on its components.

For a helicopter that you can take your family of four flying, then one of the world’s most popular helicopters, the Robinson R44 Raven II is a great option. You can get them brand new for $500,000 but there is always a tonne of them on the used market as people buy them and then decide it’s not for them.

Finding a good helicopter broker will allow you to get a great used R44 for practically half the cost of a new build. They are smooth, fast, affordable and have lots of great information on the running costs. For more information on the R44 check out the Robinson Helicopter Company’s website Here.

(Links to Manufacturer’s Websites)

Learn More…
Try These Articles:
* Can Anyone Build a Helicopter? Top 5 Kits
* Learning To Fly Helicopters – Is it really that hard?

What is the World’s Most Expensive Helicopter?

The world’s most expensive civilian helicopter is also the world’s largest helicopter, the Russian Helicopters Mi-26T at $30M. The most expensive military helicopter is the Sikorsky CH-53K King Stallion used by the U.S. Marine Corps at $95M each.

Russian Helicopters Mi-26T

The Russian Helicopters Mi-26T is an absolute behemoth of the skies. Manly used in the commercial sector for construction and heavy-lift services this helicopter’s size matches its price tag. With a capacity to lift 20,000kg/44,000 lbs or carry 82 passengers and its 5 crew this helicopter is well worth its price tag!

The Sikorsky CH-53K King Stallion is the latest edition in the CH-53 bloodline from Sikorsky. This helicopter is also one of the biggest helicopters in the world but with updated avionics, engines, fuselage materials, and counter-measures this makes it the world’s most expensive military helicopter by a long margin.

Sikorsky CH-53K King Stallion

Used as a heavy-lift and troop-carrying vehicle this helicopter has been purposely tailored to the needs of the U.S. Marine Corps to provide the ultimate helicopter for the next 20 years of service

Is it Cheaper To Own an Airplane or a Helicopter?

When looking at the cost of similar-sized airplanes and helicopters an airplane will always be cheaper to buy and run. Airplanes contain fewer moving parts which reduces the initial build cost, maintenance costs, and insurance cost but need a runway on which to land & takeoff.

When budget is the main consideration for getting into the air an airplane is always cheaper. When flexibility on where to land is the main factor then a helicopter is the better option. Helicopters are always more expensive to buy, maintain and run when compared to an airplane but they serve two very different roles.

You Can’t Land an Airplane Here!

It is like trying to decide whether to buy a sports car or a motorcycle. They both get you from point A to point B but the mode of transport is totally different. Helicopters are a great vehicle if you wish to go between locations without runways and you can afford the additional cost.

If however, you wish to explore the country or commute via easily accessible airports then an airplane is a great alternative. When looking at buying an aircraft whether it be fixed wing or rotary wing, the use of a good broker can help find you a great aircraft for your budget, and sometimes that budget can be enough to allow to you choose between owning a plane or a helicopter, especially if it is used.

Learn More…
Try These Articles:
* How Much Do Aircraft Hangars Cost to Rent?
* Is it Cheaper to Own an Airplane or a Helicopter?

Why Do Aircraft & Pilots Have Call Signs?

Written by Rick James in Airplanes,General Aviation,Helicopters,Rules & Regs

After watching many movies and seeing air traffic controllers call planes different names and numbers, then you get the military movies where the pilots have nicknames, it all starts to get a little confusing as to what exactly are these names and why they are used. How do air traffic controllers know the name of all the aircraft in their sky and who decides what these call signs are?

Call signs can be the registration number of an aircraft, an airline company designated name followed by their flight number, or a military nickname bestowed upon a pilot by their peers. Call signs are used by pilots and air traffic controllers to easily differentiate each aircraft from one another.

There are numerous types of call signs used in aviation and numerous ways in which these call signs are selected and issued. If you would like to find out more then please read on.

What is an Aircraft Call Sign?

An aircraft call sign is a way of identifying an aircraft to differentiate it from other aircraft operating within the vicinity. Think of it like a person’s name. When a person is trying to reach a member of a crowded room, the best way is to call them by their name. This is the exact same principle the air traffic controller uses to pass on information or instructions to a single aircraft flying in a crowded sky.

For all aircraft there are two ways in which it can get its callsign:

  1. Its registration number issued by the FAA
  2. Its company name and then flight number

Let’s look at each of these:

Aircraft Registration Number

When any aircraft is registered with the FAA it is given a registration number. This is sometimes referred to as a Tail Number. This is a number that must be displayed on the fuselage to identify the aircraft. For the U.S. all aircraft start with the letter N and then contain a mixture of letters and numbers. For Example: N8072X, N63YS. For Canadian registered aircraft, their aircraft start with C and then contain four letters only. For Example C-GGLF, C-GFJY.

The first letter is the country designator for that aircraft. Here are some examples:

  • N – United States
  • G – Great Britain
  • D – Germany
  • F – France
  • C – Canada

These registration call signs or tail numbers are what most private and commercial aircraft use when being piloted. These registration numbers can be seen on all aircraft no matter if they are an airplane or a helicopter.

These are the call signs I use when flying in a helicopter. Each time I get in a different aircraft I have to initially call the airport tower using the aircraft registration number. For the duration of my flight in that aircraft, any calls between myself and air traffic control will be initiated with the aircraft tail number.

The helicopter that I am flying today is C-FORS (Foxtrot Oscar Romeo Sierra). The C is omitted as its a Canadian aircraft flying in Canadian Airspace. If I were to fly down into the U.S. then I would have to say “Charlie – Foxtrot Oscar Romeo Sierra” to make the air traffic controller aware that I am a Canadian registered aircraft.

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Company Name & Flight Number

When aircraft are flying scheduled routes or their companies wish to have a particular call sign they can apply to the FAA to have a name registered to all of their aircraft. To then differentiate each aircraft within the fleet the flight number for that flight will then be added to the name during any communications between the pilot and air traffic control.

These are in addition to the aircraft registration number that ALL aircraft must have, but it allows for easier differentiation of aircraft especially when at large and busy airports.

Here are some examples of airline-specific names:

  • Delta Airlines – Delta
  • JetBlue Airways – JetBlue
  • Midwest Airlines – Midex
  • Virgin America – Redwood
  • United Airlines – United

As you can see, some are obvious and some have been changed. An example of a flight using this type of callsign would be Delta232. There could be other Delta Airlines aircraft operating in the area but only the pilots on flight Delta 232 would respond to a call from air traffic control.

Additional Call Signs:

In addition to the two types of call, signs are a few specific additions to call signs that help to instantly differentiate aircraft that are doing specific jobs in that airspace. For instance, over a busy city, the airports’ tower controller can be dealing with the large airlines touching down and taking off but then there are other common aircraft that need to weave their way around the ‘Big Iron’ on a regular basis.

TV can be issued to TV helicopters – For Example: TV12 for a Fox News Helicopter, or Air 1 can be issued to a Police Helicopter. These allow for quick calls to be made to get these aircraft in and out of the ‘Big Iron’s’ way.

Also commonly used is the term ‘MedEvac’. This is added to the end of a medical aircraft when performing medical duties. For example: When a medical helicopter is dispatched to the scene of an accident, when they are transporting blood or organs, or when a patient is on board and en route to a medical facility. When the pilot/s add this term to the end of their call sign it instantly tells air traffic control not to provide any undue delays to this particular aircraft.

For Example: A medical helicopter could be LifeFlight1 MedEvac when departing for a road accident. When that same medical helicopter is repositioning from the hospital back to the airport, is doing a training or maintenance flight, or anytime there is no medical rush, then just its regular callsign of LifeFlight 1 would be used by the pilot/s.

Military Call Signs

Military aircraft will also be issued a call sign similar to a commercial airliner depending on the military base to which they belong. When flying in commercial airspace, military pilots must talk to civilian air traffic control just like every other aircraft in the area.

The aircraft call sign will usually consist of its selected base name and then the last three numbers of its tail number.

For Example: Atlas902, Bandit202

Again, this allows for easy differentiation for the air traffic controller and the other pilots when a military aircraft is flying around among civilian aircraft.

When I hear any call sign with beginning with ‘Atlas’ I know it is a C130 Hurcules from the nearby military base conducting training. This allows me to keep an eye out for this goliath as they are usually dropping paratroopers out for Search & Rescue training.

What is a Pilot Call Sign?

A pilot callsign is a nickname given to military pilots by their peers. Their name is usually selected because of their physical appearance, an act of stupidity, an event, or their name rhymes. They can be humorous, descriptive, or an abbreviation, and may take some time for the name to be assigned.

The name usually gets selected once they arrive at their unit if they have not been issued one during training and may only take hours or days to select a name to be selected or it can take weeks. Many pilots can get stuck with some pretty terrible call signs, but if they complain then the unit will come up with a new name that is usually far worse!

The main reason behind pilot call signs is for security. By using the call sign over radio communications the pilots’ true identity is kept secret preventing it from being used against them if captured in an unfriendly location.

Here are some great examples of pilot call signs:

  • Banana – Their last name was Hammock
  • Dingle – Their last name was Berry
  • Duck – This pilot could not get the hang of evasive maneuvering, hence they were a ‘Sitting Duck’
  • Ghost – Their last name was Casper
  • Hurricane – A female pilot named Katrina
  • Intake – A pilot with very large nostrils
  • Legend – A pilot that failed an exam that no one had EVER failed

By far the most famous pilot call signs are Maverick and Goose from the movie Top Gun. Most call signs are issued to pilots of fast tactical jets rather than crews of transport aircraft that work as part of a crew. Their call signs will be sewn onto their flight suit badges, printed on their personal lockers, hung on their chair in the briefing room, and painted on the side of the aircraft fuselage next to their pilot seat.

To Finish

Aircraft call signs are used to allow easy and efficient identification between pilots and air traffic control. In busy airspace, pilots need to be addressed quickly and clearly and the more unique the call sign, the less chance of misunderstanding takes place.

The pilot will initiate the first call to air traffic control with their assigned call sign and from that point on, the call sign will not change until the aircraft lands. This is particularly true for airliners traveling into other countries too.

For military pilot call signs the security of using a nickname provides for a great bonding into a unit and fellow peers but also provides the security of that person’s details from being intercepted and used against them.

Can Pilots Have Tattoos, Piercings, or Beards? It Depends!

Written by Rick James in Airplanes,Careers,General Aviation,Helicopters,Medical,Rules & Regs

With over half of the U.S. population now owning a tattoo, the question arises about whether pilots can have tattoos, piercings, or even beards, especially those who wish to become a pilot and are still in the dreaming, planning, or training stage. Pilots are the face of an aviation company and the responsibility they hold is significant so a professional appearance is a must for the majority of aviation companies. So how do tattoos, piercings, or beards fit in today’s modern world of aviation?

Tattoos, piercings, or beards on pilots are at the discretion of the company when the pilot is applying for a position. Tattoos that can be hidden by clothing or makeup are generally allowed but visible tattoos can be against most airline company policies. Piercings can easily be removed when on shift.

I personally know many pilots who work in the utility sector that have full arm tattoos and have no issue, but each company is different and the type of flying and location of the flying may dictate much stricter personal appearance policies that if you are unable to comply with may lead to an unsuccessful job application.

Can Pilots Have Tattoos?

Generally, airlines do not allow any visible tattoos but may allow tattoos hidden by clothing. Smaller aviation companies are more lenient on their tattoo policy and if you fly utility aircraft then tattoos are very rarely a problem. Facial and visible neck tattoos are almost always forbidden.

Most large airlines have strict policies on visible tattoos, for example: on the forearms, biceps, neck, face & hands. Any tattoos in these areas will almost always end up with a denial of a job application. This may come to light during the interview when the interviewer can see the tattoos without any need to adjust clothing.

Most airline pilots wear short sleeve shirts and the option to wear a long sleeve shirt while in uniform may be an option, but again it will be down to the airline to decide as many of them pride themselves on ALL of their pilots wearing the same uniform. Some airlines have the long sleeve option in their uniform and some do not.

If you are wanting to become a pilot and have forearm tattoos, take some time while waiting for your next flight and have a look at the pilots that are walking around the terminal with no blazers on. See which airlines allow long sleeves to be worn and take note. These may be your best option when looking to apply for a pilot position and then keep your tattoos hidden during the testing and interview process.

“Body Piercing and Tattoo Adornments Will Not Be Visible While in Uniform.” 

American Airlines – Aircrew Personal Appearance Policy

If you find there is no way you will be able to cover your tattoos then other options to pursue could be into the corporate jet sector, cargo, medevac, or utility sector. Many aviation companies that do not operate out of the world’s large airports will have more lenient tattoo policies.

You may not be able to secure the dream airline pilot job you had hoped for, but if your tattoos are presenting a problem, then looking into companies that are out of the limelight may provide you with a pilot position.

If You Are Planning to Become an Airline Pilot – Do Not Get Any Visible Tattoos!

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Are There Solutions For Pilots With Tattoos?

If you already have a lot of visible tattoos and are planning to become an airline pilot head to an aviation career fair and speak to the airline representatives BEFORE you begin flight training. They will be able to advise you on their latest company policy and if your tattoos are acceptable.

Spending tens of thousands of dollars on flight training only to then find out no one will hire you without laser removal would be heartbreaking!

If you have tattoos that are in areas that are visible when wearing a pilots uniform, there are only really three coverage options:

  1. Coverage Makeup
  2. Coverage Sleeves
  3. Laser Removal

Be aware though that coverage sleeves and makeup may still not be allowed by the airlines and if found at a later date you could be liable to dismissal.

Coverage Makeup

For small tattoos on the wrist, forearms, or ankles a concealing product can be applied to hide the tattoo every time you are on duty and for the pilot interview. These take time to apply and experimentation with different brands will be needed to find the one which matches your skin tone the best and covers the tattoo.

You can find a good selection of well-reviewed tattoo-covering makeup Here at Amazon.com

Coverage Sleeves

Although not as discreet as coverage makeup, sleeves can work well if you have tattoos that show through white company shirts. Dark tattoos can sometimes be seen through a shirt and the application of a coverage sleeve under the shirt may be an option. Coverage sleeves generally are not discreet enough to be worn on short sleeve shirts for example, unless you are able to find something like a latex sleeve, but then wearing it for hours on end may become uncomfortable.

You can find an example of tattoo coverage sleeves Here at Amazon.com

Laser Removal

Laser tattoo removal is a big decision and may not be available for everyone. Your tattoos are a personal statement or may contain very sentimental value so having them removed may be out of the question. If however, that tattoo you had placed on your forearm during a drunken spring break at Cabo in your twenties is something that you could lose, then laser removal is an option.

Laser removal is not cheap, can require many sessions, and leave a scar so it is something that will need to be given some serious thought and have expert consultation with an experienced laser removal surgeon in your area. To give you some idea of the costs and process involved please see these links:

For an example of costs for Laser Removal see here at eraditatt.com
For questions on Laser Tattoo Removal see here at FAQ’s at eraditatt.com

Can Pilots Have Piercings?

Most airlines will not allow facial piercings to be worn while on duty. Earrings may be worn by female pilots, but not male pilots. Piercings that leave large holes in earlobes for example will not be allowed. Pilot positions outside of the major airlines are far more lenient.

During the interview process when 50 applicants for example are being interviewed, the panel notices EVERYTHING about each applicant as it is easy to see when so many come through the process.

Small things like piercing holes are easily noticed and if this is thought to contravene the airlines’ dress and grooming policy it can be enough for the job offer to be denied.

Just like tattoos, the airlines can be very strict on their personal appearance policy but when you begin to look at smaller employers in different aviation sectors the piercing policy may be very relaxed in comparison.

Just this week I was on a wildfire with 20 other helicopters and 2 of the pilots had their ears pierced or eyebrow pierced and was sporting jewelry.

Every company is different, but if airlines are your dream, then remove your piercings and allow them to heal if you are unsure. Again, seek advice from the airline representatives at a career fair.

Can Pilots Have Beards?

Generally, most airlines do not allow beards. Mustaches are allowed. Oxygen masks need to be tight-fitting and beards were thought to prevent this, although new research has proven otherwise. Some airlines are starting to allow beards providing they are less than 1.25cm/0.5” in length and kept neat.

For decades, most airlines had banned beards because if pilots were to wear an oxygen mask during an emergency the beard was supposed to prevent the mask from making a tight seal on the pilot’s face. However, a recent study performed by the Simon Fraser University (SFU) in Collaboration with Air Canada proved that beards did not prevent the pilot from receiving enough oxygen to prevent the onset of hypoxia.
To see more on this see the SFU Press Release Here

The study recommended that pilots should be able to wear a beard no longer than 1.25 cm or 1/2” in length and be neatly trimmed. Because of this, many airlines are starting to review their facial hair policy which also helps pilots whose culture requires facial hair. I think this is a great step forward!

For pilots wishing to fly in sectors outside of the airlines, the rules on facial hair are far more relaxed and it will come down to company-specific policies as to if and how much facial hair will be allowed.

To Finish

Every aviation employer has differing requirements for the personal appearance of their pilots. The airlines hold some of the tightest requirements, while some of the small utility operators have some of the most relaxed. For most pilots wishing to prepare for a career in the airlines the only way to know exactly what is acceptable and what is not is to seek out the exact policy for that employer and/or talk to one of their recruiters.

Discreet or hidden body art does not usually pose a problem but obvious markings, piercings or large beards may prevent the employer from offering you a pilot position within that company.

Once employed as a pilot, then you may be able to test the water a little more as to what is allowed and what is not. As society becomes more accepting of personal branding the airlines may begin to relax their policy over time, but for the professional look that most airlines seem to require, the clean-shaven, clean-skin look of their employees will always rule.

How Are Helicopters Used To Fight Forest Fires?

Written by Rick James in Helicopters

We have all seen on TV the helicopters working on wildfires to help put them out or get them under control but what other roles do helicopters have on a wildfire? Do they use them for moving firefighters? Do they use them to coordinate? or, are they just used to drop water?

On wildfires, helicopters are mostly used for water dropping, crew & gear transport, fire detection, aerial mapping or survey, and aerial ignition. Helicopters serve many roles on a wildfire and depending on the fire size, many helicopters can be used in multi-purpose roles as the tasks arise.

As I write this article I am sat at a wildfire base surrounded by smoke from adjacent wildfires. We have two helicopters here, my Airbus AS350 Astar and a Bell 212. The roles of the helicopters are different but can be utilized to do the same jobs if required by the forestry management team. I thought this would be a great time to tell you what helicopters can be used for when working with the firefighters on the ground to detect, fight, control, and hopefully extinguish a wildfire.

My Astar and a Bell 212 Heli-Tanker

What Do Helicopters Do On Wildfires?

There are many roles that helicopters are employed to do when they are hired by the forestry service to fight a wildfire. Each country, state, region can fight a wildfire completely different from one another, and the way they utilize helicopters can vary too. These are some of the general ways that most helicopters are used to help fight wildfires:

Water Dropping

By far the most common sight on a wildfire are the helicopters dropping water. This can be accomplished by using a water bucket hooked to the belly of the helicopter, a water bucket attached to a ‘Long Line’ underneath the helicopter, or via a belly tank attached to the underside of the helicopter.

An Astar Dropping Water From a Belly Bucket

Each method has the same objective: Pick up water from a nearby source, fly it to the fire, and drop the water onto an area of open flame, burning tree, approaching line of fire, smoldering trees, or any other target the firefighters on the ground wish for you to assist.

Buckets and belly tanks are controlled by the pilot allowing the pilot to drop all the buckets’/tanks’ contents in one go or in multiple drops depending on the design of the water-dropping device.

For more information on how a water bucket works check out this video I made for you:

Helicopters can be utilized to not only drop water but can scoop out of portable reservoirs filled with fire retardants or they can insert a foam or gel solution into the bucket to help suppress the fire if requested by the forestry service. The majority of the time though, the pilots are just scooping water out of a nearby lake, pond, pool, stream, river, ocean, or portable reservoir and get it onto the fire.

Most helicopters from the size of an Astar or Bell Long Ranger and upwards are utilized to bucket on a fire. Any helicopter smaller than these just can’t carry enough weight in water to really be of any use. The smaller helicopters, like a Bell 206 Jet Ranger are used for other roles.

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Crew & Gear Transport

Wildfires can be started by lightning, humans, or trains in the most inaccessible places. To be able to fight a wildfire you need crews on the ground to be able to work over the ground material, smoldering trees and hotspots while the aerial assets assist them. To be able to get those crews and their equipment out onto a fire helicopters are used to move them from the airports and fire attack bases into the area.

Some helicopters can be loaded up with a full attack crew and their gear, this is called the IA (Initial Attack) helicopter and is on an immediate launch standby. Other helicopters can be loaded with just cargo and act like a delivery truck. Once a crew is on the fire they may be called upon to cut a helipad out of the trees nearer to the fire so more helicopters can quickly move more crew and gear onto the fire if it begins to spread.

A Bell 212 ‘Medium’ Heli-Tanker Loaded with Fire Crews Gear ready for IA

The job that my Astar currently serves is to take out water, food, hoses, pumps, spares, and pick up garbage from the fire crews’ camps around the fire. Here our fire crews camp out on the fire so my helicopter is tasked with daily resupply runs as well as any other role required.

As the crews begin to near their days off, or the fire is out the helicopters are utilized to pick up the crews and their equipment from the helipads and bring them out. The medium category helicopters like the Bell 212 are great for this as they are like a big pickup truck. Just load them up and off they fly.

Helicopters are also used to sling out net loads of equipment from staging areas to help the fire crews from carrying it all back to the helipads. Backpacks of wet hose can weigh around 80lbs each and there can be dozens and dozens of them used on the fire! Slinging is easier than carrying!

Overwatch/Bird Dog

On large fires where there are many aircraft, a smaller helicopter like the Bell 206 Jet Ranger can be used to fly an Incident Commander around. This Overwatch machine will circle high above the fire and other aircraft and command all the working helicopters in the area and sometimes the crews on the ground.

A Bell 206 Jet Ranger

This helicopter can be referred to by many names:

  • Bird Dog
  • HelCo – Helicopter Coordinator
  • IC – Incident Commander
  • FC – Fire Commander

Essentially, they are providing some form of fire and/or airspace control. When a lot of aircraft are working in a small vicinity with reduced visibility a Bird Dog machine will usually be overhead controlling everyone. This increases safety, and just like an air traffic controller at an airport, this is the fires version of that.

When the ‘Heavy’ category of helicopters are working on a fire they may have their own Bird Dog looking after them. In this situation, the person sitting in the passenger seat of the Bird Dog helicopter will be giving directions to the heavy pilots on where they want to concentrate their drops. Because this person is able to see the fire, or area of a fire as a whole, they can work out the strategy on how to best fight it and relay that strategy to the heavies. 

Two Super Puma ‘Heavies’ with their Bell 206 Long Ranger ‘Bird Dog’

Fire Detection

During peak fire season helicopters can be used to scout areas looking for new fires. This is especially important after a thunderstorm has passed through. The pilot and an observer will fly over areas of concern looking for ‘Smokes’. This early detection allows the fire crews to quickly jump onto a small fire before it has the chance to build.

The other type of detection that helicopters are used for is thermal detection. When a fire appears to be extinguished small helicopters are sent up at first light with a thermal imaging camera and operator to scan the fire looking for hot spots. When any hot spots are found fires crews can be directed into those locations and deal with them. The root balls of fallen trees are usual culprits for hiding smolders!

This detection is limited to the first hour of sunrise because once the sun is up the ground soon heats up and makes it difficult for the thermal imaging cameras to display any contrast in heat. Because of this, drones are now gaining traction in their use to scan the fire during the night allowing for a full scan to be completed while it is cold.

Aerial Ignition

One way that fire crews use to try and get ahead of a fire is to purposely set lines of fire in the approaching path of the main fire. By doing these controlled burns they are able to burn up all of the fuel before the main fire gets there so once it does reach the line it can no longer spread.

Helicopters are used to create these lines of fire using two methods:

  1. Drip Torching
  2. Ignition Spheres

Drip Torching is using a barrel of gasoline/diesel slung under the helicopter that the pilot controls. When the predicated area is reached, a button press releases a stream of fuel from a valve which is then ignited to create a rain of fire. By controlling where this rain of fire is placed the pilot can create these controlled burn lines with the press of a button.

In the video below you can see the helicopter creating a prescribed burn line above the main fire. This is to prevent the fire from cresting and crossing the hilltop.

Ignition Spheres use a delivery device that is mounted inside the helicopter. The device has a hopper on top loaded with plastic spheres filled with Potassium Permanganate. When actived by the operator, the spheres drop down a chute where they are injected with glycol. This creates a chemical reaction that causes the sphere to catch fire approximately 20-30 seconds later.

The spheres drop from the chute, ignite then land on the ground creating the controlled line of burn.

Aerial Mapping & Surveying

To be able to accurately measure the size of a growing fire helicopters are used to fly the perimeter of the fire. While doing so the fire crew onboard will be recording the path flown with the GPS to ‘Draw’ the fires’ perimeter. This data is then sent back to the operations control center so new maps can be drawn up and distributed to all the fire crews, pilots, and management on a daily basis.

This mapping is usually done first thing in the morning before the management meetings so they have the latest data to be able to form their plan of attack for the day’s work. This is a job that the smaller helicopters like the Jet Ranger or Astar are usually tasked with.

To Finish

Helicopters are like any tool available to the forestry service, are used for what they are good at. By having a range of helicopters that are small and cheap to operate, all the way through to the large helicopters that can move lots of water or cargo, the wildfires can be attacked more efficiently.

The roles of the helicopters on the fire can be changed on an hourly basis that’s why flying a helicopter like the Astar is great fun as it can be used for ALL the roles mentioned above. Each day is different and working wildfires can be a very challenging but rewarding time.

How Hard is it to Become a Pilot? An Instructor Tells All!

Written by Rick James in Airplanes,Careers,General Aviation,Licensing,Training

Becoming a pilot is one of the most fulfilling accomplishments any person can do but it is not an easy task for some. There will be times of pure joy, but also times of frustration but the feeling of taking off into the sky by your own hands is one that more people need to experience!

Becoming a pilot is hard work. Flight training, ground school & homework all require full commitment to complete & gain a pilot’s license. Each pilot certificate requires different amounts of effort, time & budget to complete. The student’s abilities will dictate how difficult they find the training. 

During my flight training, I had periods of no progress and times when I just could not fly. If your dream of learning to fly is starting to become a reality then this article will help you understand what is involved with gaining your pilot certificate.

Are All Pilot Certificates Hard to Obtain?

When anyone first begins learning to fly it can seem like they are standing at the foot of the mountain with no discernable way up. The type of pilot certificate they are looking to obtain will dictate how high that mountain is!

On the easier end of becoming a pilot is the Sport Pilot Certificate. Training for this certificate requires the least amount of flight time, no medical examination, and no mandatory ground school. The student only needs to study the appropriate material to pass the written examination. A typical Sport Pilot Certificate is usually completed in around 25-30 hours, costs around $4,000 – $6,000, and can be completed in a few weeks.

On the other end of the scale are those students who enroll in a full Airline Pilot Program. This is an intense, full-time training program that will proceed through structured ground and flight training, many stage checks, written exams, flight tests and can take anywhere from 7-12 months, cost from $70,000 – $90,000, and will take a serious commitment to complete.

No matter the pilot certificate you are looking to obtain the difficulty you may face can vary dramatically to the person standing next to you. Learning to fly can be accomplished by anyone but some may take longer for the skills to reach the required standards or you may require extra studying to try to understand the theory that must be learned to pass the written and oral examinations.

If You Want it Bad Enough, You Will Find a Way to Achieve it!

What is Involved in Learning to Fly?

Learning to fly is not just getting in an aircraft and piloting it around the sky. Theoretical knowledge, practical experience, technical understanding, planning, management, self-assessment, and critical thinking are all part of learning to become a pilot.

There are many areas that a student will need to learn to become a pilot no matter which certificate they are training for. The amount of information and skills they must acquire will increase as the pilot certificates become more professional.

Here are some of the areas that all pilots will need to learn:

Flight Training

Learning how to handle and fly the aircraft in many, many different maneuvers is the primary part of becoming a pilot. Each aircraft type will have its own procedures and limitations on how it should be flown. Flight time consisting of time with an instructor sitting next to you and solo flight time is required and proficiency of each flight maneuver must be learned and demonstrated to the required tolerances for a flight test to be passed.

The larger and more complex the aircraft the more flight training is required this is why when first learning to fly the simplest and cheapest aircraft are used to learn the fundamental flying techniques that can then be built upon as training progresses into the higher certificates.

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Most students will find difficulty mastering a particular flight maneuver which will cause them to plateau in the training. This is completely normal and it just requires a little patience to keep practicing the maneuver until it can be flown to meet the applicable standard.

During my helicopter private pilot certificate, I really struggled with autorotations. We just kept practicing and practicing until I figured it out. Each student is different, some may seem to breeze through flight training but struggle to pass the written exams!

Learn More…
Try These Articles:
* Flight School: Full-Time Vs Part-Time Training
* Pilot Medical Exam – What You Need To Pass Each Class

Ground School

For many flight students, the ground school or theory side of learning to fly can be the most difficult part of learning to fly by far. Coming into the world of aviation can be a completely new world for most students and the amount of knowledge that must be ingested, understood, and then utilized can be staggering.

The students that I found struggled the most with this part were those that are older and have not been in a school or learning environment for many years or even decades. I had been out of school for 8 years and it took me some serious schedule and mindset changes to be able to set aside the time and area to study. For those students with families and a full-time job this part of learning to fly can be the hardest.

Ground school covers many areas that must be learned:

  • Air Law
  • Aerodynamics
  • Aircraft Technical
  • Navigation
  • Weather
  • Aircraft Limitations & Procedures
  • Human Factors
  • Crew & Aircraft Management
  • Communication
  • and many other subjects!

To help pilots pick their way through the mountain on theoretical knowledge there are some fantastic books and online/software-based training programs perfectly tailored to take you step-by-step through the material. I used many of these during my own training and can tell you that without them I would have really struggled!

If you are looking to start flight training then I highly recommend the Private Pilot Ground School Training Course by Rod Machado.

Rod is a highly experienced flying instructor and his training material is excellent, although may appear a little cheesy in the graphics, but the content is perfect.

If you wish to find out more about his course please Click Here.

Communications

Talking to a complete stranger on the aircraft radio terrifies many students and this can be one of the most difficult parts for many students to overcome. I too had this fear during my private pilot certificate as my school was right next to a major international airport, to which we had to talk with. I was petrified every time I had to key the mic!

To overcome my fears, I used a software-based training tool to practice what I had to say and what the calls were supposed to contain, I went on a course run by an Air Traffic Control Instructor and then the best thing I ever did was to spend an afternoon in the airport’s control tower and approach radar control to see how it all worked.

By doing these things my confidence grew, I found out the people on the other end of the radio were human and would not shout at me if I asked for help or told them I was a student pilot. Since that day I have tried to pass on these findings to as many students as I can with great success.

Radio work in an aircraft is a language that must be learned and it is all about knowing what to say, what to expect back, and then practice. To get the practice you can do it while flying and then you can train using a software training tool.

The one I like to recommend is by Plane English. It is an app-based training tool that teaches you how to talk and then allows you to practice your calls over and over again so that next time you get in the aircraft you are a confident talker!

You can find out more information on Plane English HERE

Why Do Pilots Quit Flight Training?

As you may have figured by now that flight training is hard and takes serious personal commitment, but sometimes a student doesn’t make it and there can be several reasons why.

Most student pilots quit flight training due to poor instruction, personal conflict, lack of aircraft availability, lack of motivation, lack of finances, lack of time, medical issues, or having lost the determination to succeed. Some pilots will even complete their training but never fly afterward.

Poor Instruction

Selecting a school and an instructor is a very important step in learning to fly. Personal conflicts can really dampen the fun of learning to fly and having had several instructors that I hated flying with, I can tell you that a little bit of time in finding the right person you ‘Gel’ within the cockpit will make your training so much easier and fun.

Go and visit each school and talk with the students as to who they like and who they would recommend flying with. This is a great way to find an instructor, meet them, and see what is your gut impression. I have seen many students quit because they clashed with their instructor and lost the motivation to carry on!

Lack of Aircraft

As a school becomes busier, the demand for aircraft rises. There becomes a point where there is no aircraft available for when you wish to fly. If your time is limited, or you are only available to fly on weekends for example, then this can really slow your progress.

I have personally seen this happen in my flight school and many students left to fly elsewhere or just stopped showing up for their lessons. When looking for a flight school, be sure to check out their aircraft, and again ask the current students about aircraft availability and how they schedule a lesson.

Regular flying helps keep the difficulty factor down and if you begin to plateau or reach a sticking point in your training you need regular access to an aircraft to overcome that issue.

Motivation

Motivation is by far one of the biggest factors in a student completing their training. When times begin to get tough it is the motivation that will keep them on track and push through the lull. There are two types of motivation and I have seen first-hand how each of them work:

  1. External Motivation – The student is learning to fly because their family are pilots, their family is paying, they think it might be a fun career. Basically, external factors are influencing their decision to go to flight school. Many of these students are the ones who give up once the initial excitement is over.
  2. Internal Motivation – The student is learning to fly because they have wanted to fly since a child, their dream job is to be a pilot, they love aviation, they are paying for the training themselves. These types of students usually always complete their training. They have the passion to succeed and when they need to put their heads down and work, they do it.

Duration

Flight training can take a long time depending on your availability to train. When training can only be completed once every few weeks the learning curve can be a slow process. I could only fly one hour every second Saturday during my private license and it took me 2.5 years to gain the certificate, but that was the only way I could complete it.

It is much better to do all of your training full-time as your progression will be so much faster. The longer it takes, the harder it becomes and you will spend more time ‘getting back up to speed’ than actually learning. For students that have irregular and long durations between training flights, it can be easy for them to find an excuse to quit.

Learn More…
Try These Articles:
* Flight School: Full-Time Vs Part-Time Training
* Pilot Medical Exam – What You Need To Pass Each Class

Financial

Learning to fly is not cheap! Even a sport pilot certificate is expensive, then what about when you have your wings? Do you have money to continue training or flying regularly for pleasure? Improper budgeting and planning are one of the major factors in students quitting training because their money runs out. Plan for all of the training you wish to do, then add in some extra!

No students ever complete their flight training in the minimum amount of time the FAA sets forth for its certificates, so be sure to set your budget higher.

To Finish

There is no doubt about it, learning to fly is hard, challenging but well worth it! Some people will find the training harder than others and some will quit. If learning to fly is something you just have to do then go for it, but be prepared to put in the hours and give it your best shot!

Is Learning to Fly a Helicopter Hard?

Written by Rick James in Helicopters,Training

When you first take the controls of a helicopter the aircraft will seem to be all over the place due to your lack of training and skill. This is normal for a new student helicopter pilot because learning to fly a helicopter is very difficult and challenging. With time and practice, the student will begin to get a feel of the aircraft and go from chasing it around the sky to placing it where they wish.

Learning to fly a helicopter is difficult, but becomes easier with practice. It requires hand and feet coordination, looking where to go, talking to air traffic control, and planning ahead. The average student takes between 50 – 80 hours and costs between $15,000 – $25,000.

If you have ever looked into learning to fly a helicopter you may have heard many people say that it is very difficult, and while it is difficult and challenging, I would say it is no more difficult than first learning to drive a car, learning how to surf, or learning to play the drums. Anything new to us can be picked up easily by one person, while the person next to them struggles. Learning to fly a helicopter is no different!

Having been a student pilot myself, a flying instructor, and now a full-time helicopter pilot I can share some great insights into what it is really like to learn how to fly one of these remarkable machines. If this is something that interests you then read on…

How Hard is it to Learn How to Fly a Helicopter?

During your first few lessons, you will be sweating, tense, and absolutely exhausted by the end of each lesson – Why, because you will be trying to control something that is like nothing you have ever done before, and you are in the air which adds some terrifying factor to it. The fact is you are always safe provided you do your training with an experienced helicopter instructor in the seat next to you!

I used to love teaching people their first few hours in the helicopter as it reminded me of when I was in the exact same position and wrestling with this flying thing. It’s tough! Your first lesson will have the instructor take off and get you up into the air and show you how all the controls affect the flight of the helicopter. One by one they will let you have a go on each control and before long you will find yourself controlling all of them.

Both hands and feet are needed to control a helicopter:

Right Hand – Controls the Cyclic. This makes the helicopter pitch up and down and bank left and right
Left Hand – Controls the Collective. This makes the helicopter go up or down
Both Feet – Controls which way the helicopters nose points

When you move any of those controls it affects ALL the others and because of this, it makes the helicopter very difficult to fly when you first start. It is a coordination game between your hands, feet, and brain. Until you master what you need to do with the other hand and both feet when you make a control input you will feel all over the place!

Then when you just start to get this coordination thing figured out you will find that you are constantly chasing the helicopter around the sky, rather than telling it what to do – This is down to two things:

  1. Over Controlling
  2. The Pendulum Effect

Let’s take a look at each of these…

Over Controlling

Every student will climb into the helicopter and move the flight controls waaaay too much. Everyone is the same because they do not realize just how little the controls of a helicopter need to be moved to achieve a reaction. Each control is not moved with your body, but more of a pressure is applied to the control. If you go onto YouTube and watch a video of a good pilot, you should hardly see their hands and feet moving. This is because they are applying pressure to the flight controls rather than a movement.

When a student is in the helicopter they will make a movement on a flight control which will be too much. There is a slight delay in the helicopter reacting so they put in more movement, then the helicopter moves and it goes way past where they wanted it to, so they try to compensate and move the control in the opposite direction. The helicopter then swings back and before you know it the helicopter is swinging all over the sky!

The trick to moving the controls of a helicopter is to apply a small pressure on the flight control and then wait. Let the helicopter catch up and then adjust again. Until the student learns to do this they will be over-controlling and sending the machine all over the place. This is why watching a student learn to hover is a great pastime!

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The Pendulum Effect

If you look closely at a helicopter you will notice that the main weight of the helicopter (cabin, engine, transmission, passengers, crew, cargo & fuel) hangs below the main rotorhead. This creates a pendulum, and what happens to a pendulum when you give it a push – it begins swinging back and forth. The more you push it, the further it swings.

A Helicopter is a Pendulum

This pendulum effect is what contributes to the overcontrolling of the student and makes their inputs worse the longer they chase the helicopter.

I still remember on my third flight lesson when my instructor let me have a go at hover-taxiing back towards the hanger. The helicopter started to go one way, I put in a control input to go the opposite, the helicopter swung back and I moved the control to compensate. Before I knew it we were 20 feet off the ground with the two of us pointing straight down at it.

My instructor was laughing his head off as I told him to take control. His words were “Nope, you got us into this, you get us out of it!”. Well, now I really started sweating. He finally took control and brought the machine under control within approx. 2 seconds! This was my first experience of the Pendulum Effect, and to be honest it scared the crap out of me!

Learn More…
Try These Articles:
* How Much Does it Cost to Become a Helicopter Pilot?
* How Long Does It Take To Become A Helicopter Pilot? – Your Guide

Why is Hovering One of the First Helicopter Lessons?

The most unique feature of a helicopter is its ability to hover. Every flight begins and ends in a hover, even a helicopter with wheels and because of this, it is one of the fundamental maneuvers to master. The problem is that it is one of the hardest maneuvers to master because of overcontrolling and the pendulum effect.

I found that most of my students took on average around 10 hours of flying practice to begin to figure out the hover. With time, the student begins to make smaller control movements and starts to anticipate how much the helicopter will move with the amount of control input they have just made.

By the 10 hour mark, most students can keep the helicopter within a space the size of a ball diamond without too much trouble. The more practice they get, the smaller that space becomes until they can keep it in one spot – Oh, then the wind has something to say about that!

Learning to physically control a helicopter is only a small part of the process of gaining your private pilot certificate and becoming a pilot. There is so much more you will need to learn before you finally get your wings!

What Is Involved In Learning to Fly a Helicopter?

This is the part that many people underestimate and knowing exactly what is involved allows you to make the decision to commit to becoming a helicopter pilot. Learning to control the aircraft is one thing, but many people will find hurdles along the path to their wings outside of the aircraft. Here is just a brief summary of the other things you will have to learn to pass your written exam, oral exam, and flight test with the examiner:-

Learning to Fly the Flight Maneuvers 

There are many, many maneuvers that are used in both normal flight and emergency situations with a helicopter. They all must be practiced until the student is able to meet the required standard for each maneuver.
The maneuvers consist of:

  • Level Flight
  • Hovering
  • Turns
  • Take offs
  • Approaches
  • Confined Area Landings
  • Engine Failures
  • Tail Rotor Failures
  • Vortex Ring State
  • and many, many more.
My Student & I During a Takeoff Maneuver

The average helicopter flight maneuver syllabus can contain upward of 50 maneuvers that must be shown, practiced, and be able to be flown by the student.

Learning the Helicopter and its Documentation

The aircraft comes with a flight manual published by its manufacturer. It contains all the limitations, procedures, performance data, and legal notices that the pilot must learn and know where to find in the manual. There will also be the aircraft logbook that the student must learn how to fill out and complete. Any Airworthiness Directives that are issued by the FAA or manufacturer that are applicable during the daily inspection of the helicopter and its flights must also be understood by the student.

Learning to Communicate

Learning to talk ‘Aviation’ is a whole new language and one that can terrify new students. This was one of my own stumbling blocks when I began my training. Learning how to talk to and not be afraid of air traffic control can be a huge challenge to many students. The art of forming a mental 3D picture in your head of where other aircraft are in relation to you takes time to master. Even though it is a big sky, aircraft seem to attract one another like magnets!

Learning how to talk, listen and understand radio communications can be the one task that slows a student’s training. To overcome my barrier I went on a course run by an Air Traffic Instructor and I used a software-based training tool to help.

This was before the advent of online learning but now, one of the training tools I highly recommend is PlaneEnglish. It’s an online and App based tool that will really help you master aviation communications.

You can find out more about it HERE and use the coupon code Pilotteach for 10% off.

Learning To Navigate & Flight Plan

Getting from Point A to Point B in a helicopter may seem pretty easy but when you have only seen the world from street level it’s a very different sight from 1000ft above it. There are no street signs, and places you thought were miles apart are actually right next to one another! It can be very disorientating!

Learning how to fly the aircraft while reading charts (aviation maps), looking for landmarks, and using navigation beacons are all part of your training. Being able to understand your position at all times and know where you are is paramount to flight safety and developing the skill of navigation takes time, all while flying the helicopter and talking on the radio.

Leaning the Helicopter Theory

As you are trying to master the physical art of flying the helicopter you will have to be learning the theoretical knowledge of aviation, helicopters, and the environment. This in itself is a huge undertaking, especially for those of you that have not been in a learning environment for years or even decades.

Some of the areas of knowledge you must learn are:

  • Air law
  • Aerodynamics
  • Weather
  • Human Physiology & Psychology
  • Aircraft Weight & Balance
  • Helicopter Flight Theory
  • Navigation Principles
  • Aircraft Management
  • and many, many more…

All of these subjects will have to be learned to pass the written examination as well as training stage checks and the final oral examination as part of your final flight test. Books and online training tools will help guide you through the material, give you practice exams, and give you the knowledge you will need to gain your wings, but it is a lot of work.

You Will Soon Become Familiar With These Terms!

There will be some math, both mental and on paper, science, especially physics, and the conceptualization of aerodynamics can be really tough. I had an engineering background and I like physics and it took me a while to be able to visualize how it all worked.

But, like anything, it will begin to all make sense the more you study and with all the different forms of training material available to you it is now easier than ever to learn!

To help steer you to some of the best products, tools, and training aids you will need in flight school I have put together the ultimate guide for student pilots to help you pick the right gear you will need when you begin your flight training. You can find that guide here:

Starting Flight School? Essential Gear For Every Pilot

Do Helicopter Flight Simulators Help To Learn How To Fly?

Absolutely, but only so far! There are many different kinds of flight simulators from desktop-based devices to full-motion aircraft replicas. Each can be used to aid in learning to fly, but each type does have its limitations.

Simulators are a great tool when learning to fly and to remain current. By allowing the user to develop muscle memory, cockpit scans, and procedural familiarity they allow the pilot to have more cognitive ability in the aircraft as less time is spent dealing with items memorized on the simulator.

A Simple Home-Based Simulator is a Great Training Tool

For the student pilot, a small desk-based simulator is a great tool for practicing checklists, procedures, and learning to fly instruments. By having a simulator at home a student can return home from their flying lesson and jump onto the simulator to further practice the days’ lesson. The more they practice, the better their skills become.

I saw a noticeable difference in students that had a home simulator compared to those that didn’t. The students would learn at a faster rate and be more confident in the cockpit.

If you would like more information regarding flight simulators you can set up and use to further your training please check out my article here:

Computer Flight Simulators: Can You Really Learn To Fly On Them?