A: Initially, an airplane is easier to fly. A helicopter is less stable and will not fly if the pilot takes his or her hands off the controls. However, once you get the feel of it, it's like riding a bicycle - you do it without thinking.

A: NO! If your goal is to fly helicopters - fly helicopters! Some people feel they will save money if they learn airplanes first, not so. This applies equally to those seeking a Private Pilot Certificate and those who wish to make a career in helicopters.

A: This is a difficult and common question. You need to evaluate your goals and discuss them with a school that operates both helicopters and airplanes. Ultimately the decision is up to the pilot trainee.

A: The United States. California is the most competitive due in part to its excellent year round flying weather. This is just a guide - shop around!

A: Technically speaking, in the US you can fly any helicopter less than 12,500 lbs (that is BIG!). However, the insurance companies call the shots. They will assess each individual depending on their total helicopter time and their time in similar type of aircraft, e.g. turbine or piston. Once you meet the minimum requirements, they will usually insure you if you get 5 -10 hours of instruction in the type of aircraft you wish to fly. In fact, all the controls work the same in flight. It is the start up and shut down procedures that differ. It is really a fun challenge to fly different helicopters.

A: Nothing! As you proceed, you will need to get an FAA medical certificate - it's a good idea to do it early to make sure you are going to meet the requirements before you spend too much on flight training. Books and supplies, reference materials and equipment may be purchased once you enroll.

A: Yes. You have to pass a fairly straightforward written test and an oral exam. But the most important ground instruction you need is that which will keep you safe in the air. Your flying will also progress faster if you understand how your aircraft works. Most ground instruction is done on a one-on-one basis. Your Flight Instructor will also act as your Ground Tutor. The more studying you do at home, the less time (and money) you need to spend with an instructor. Most students will need at least 20-30 hours of Ground School before they get their Private Pilot Certificate.

A: The school carries all necessary insurance as required by the State of Alaska for liability and hull coverage.

A: This is how our policy reads but we discuss this in full detail before someone begins a course:

"Renters insurance must be purchased to cover the non-insured deductible portion of the physical damage aircraft insurance policy. Student/Renters shall obtain their own renter's and or non-owned aircraft insurance policies with appropriate coverage limits. Helicopter deductible waivers are purchased through Group 3, with very limited coverage and only apply to aircraft damage. This must be in place prior to flying as PIC/Solo. Please discuss your options and the required coverage with Peter or Claudia Lowry."

To be honest, it is very hard to find an insurance company that will underwrite a policy for a renter in a non-owned helicopter - period. I know you are probably scratching your head, but this is one of the reasons why costs are so high for helicopter operators. We created a renter's waiver that offers basic protection for our student/pilots at $575 for one year and can be renewed if necessary after that. This waiver protects the renter from having to cover the cost of the 10% deductible on the hull's value if any damage to the aircraft should occur.

While training at Group 3 Aviation Anchorage, AK or Van Nuys, CA you are covered under our insurance policy.

However, it is recommended that any pilot who rents or borrows someone else's aircraft should purchase a non-owned policy if one is available. Even if you are receiving dual flight instruction and not acting as pilot in command in a non-owned aircraft, you may be held responsible for any damages or injuries arising from your negligence. Do not make the common mistake of assuming that you are covered under the owner's (flight school or aircraft owner) or FBO's insurance policy, or that not being pilot in command relieves you of liability if you contribute to the cause of an accident, or that you won't be sued in any event.

Please do your research and do not rely on what a flight instructor might tell you - in many cases they do not know the details of coverage.

A: Successful graduates of our program go on to become flight instructors with Group 3 or at one of many flight schools across the U.S. All of our past flight instructors have kept in touch throughout the years and have gone on to work for Helinet, Papillion, Temsco, Evergreen, Air Logistics, ERA and PHI. Many of our graduates became foreign commercial pilots flying in their countries like Australia, Austria, Canada, Central America, China, Japan, Ireland, German, Greece, Brazil, Italy, Saudi Arabia and so many more.

A: All Group 3 Aviation helicopters meet the requirements of 14CFR 141.39. Each helicopter is equipped with at least one 360-channel transceiver radio and a 4096 code mode-C capable transponder. Our helicopter fleet consists of Schweizer 300CBi's and Robinson R44II's.

Group 3 Aviation's flight school currently operates five Schweizer/Sikosrky's 300CBi's. The CBi's design allows for a stable and forgiving training platform. The Schweizer's training capability allows the student pilot to make a mistake and still have sufficient reserves for the student or instructor to recover the helicopter. With the 300CBi's large power reserve, the kinetic energy available in its rotor system, and an engine over speed range greater than the normal operating range, the 300's exhibit safety margins equal to or better than those of any other piston-powered helicopter's.

Responsive handling characteristics provide pilots with smooth, vibration-free stick forces that facilitate learning. The cyclic control is well-balanced under all flight conditions, making piloting the 300 a true pleasure and a great foundation for students who advance to larger helicopters.

If a particular aircraft is not available for some reason, the student may be permitted to train in a different aircraft provided the aircraft substituted adequately meets the training requirements for this particular phase of the course.

A: As much as you can handle! Actually, as a full time student you have full access to the schedule for both ground and flight via Schedulepointe, an online scheduler - and we are available 7 days a week. We open at 8am and can stay open based on our flight schedule. In the wonter months, we are available on Sundays by appointment only.

With the exception of Thanksgiving Day, Christmas Day, and New Year's Day, we are almost always here. As a full time student, you will be flying at least 5-6 days a week for about 4-6 hours per day of ground and flight as necessary.

A: Student attendance varies from month to month. We offer training of all sorts to all level of pilots including Private initial, ATP, Foreign Pilot Conversions, Recurrent Flight Training plus the Pro Heli Pilot Course. Student enrollment varies. We would say that we have about 40 students throughout the year at various stages.

A: We have both part-time and full-time instructors. Currently, we have 2 flight instructors.

A: Each Flight Instructor holds at least a Commercial Pilot Certificate with a Rotorcraft Category and Helicopter Class Rating, and a Flight Instructor Certificate with a Rotorcraft Category and Helicopter Class Rating. Each Flight Instructor meets the requirements of 14CFR 141.79 Our Flight Instructors are kept on an annual company training schedule with the Chief Flight Instructor. This keeps our training consistent and safe. The training focuses on all emergency maneuvers as well as teaching techniques. Group 3 also participates in an Anti-Drug and Alcohol misuse prevention program because of the nature of what we do. Group 3 also carries the proper worker's compensation coverage as required by the State of Alaska and State of California for every employee in case of a work related injury. Safety is our priority.

A: Currently, we have 9 Helicopters at both locations available for training and other flight operations as needed by the company.

A: Yes. As members of Medallion Foundation, our school has access to the FAA Approved FLY-IT Rotorcraft Simulator. The Medallion Foundation is a non-profit organization promoting aviation safety through systems enhancements by providing management resources, training, and support to the aviation community. Although we believe that flight simulators have come a long way and do offer a benefit - it is far better to experience actual flight time in a helicopter.

A: Our flight training schedule and program can be flexible but we do recommend sticking to one flight instructor. The school plays a big part in choosing a flight instructor for each student based on instructor availability as well as personality matching! But we want the student to have the ultimate say on who he or she feels the most comfortable with. We do have an open door policy, so if you have any questions or want to try different instructors, just say the word and you have our support.

A: We recommend Lasergrade. Please go to www.lasergrade.com for locations in Anchorage or other parts of the U.S.

A: Upon satisfactory completion of the necessary ground and flight courses and after you receive the proper recommendation from your flight instructor, we will arrange an appointment for your oral and practical exam. The Practical Exam will be carried out on-site by Hon Kinzie, FAA Designated Pilot Examiner. This offers our students the convenience of scheduling their final exam without delays as well as familiarity with the aircraft flown and the flight environment.

A: All ground is one-on-one. It saves cost and time for most students. This also allows us to focus on each student's needs. We also recommend heavy studying outside of class for cost savings!

A: Yes, you will be working with one flight and ground instructor. In the future, as the school grows, we will be adding more lectures for basic subjects. But for now, all ground and flight lessons are done by same instructor.

A: We offer both. As a business, we strive to teach all levels of pilots, from those interested in flying for pleasure to career-focused pilots. Therefore, we can offer Part 61 for those that are non-career and 141 to career-focused individuals and foreign students as mandated by Homeland Security for issuing a student visa. Our courses under Part 141, require fewer hours in most cases. Please consult with Group 3 and see what is best for you.

A: Yes. But as far as we are aware, none can sustain inverted flight. There are many remote-control helicopters that fly upside down for prolonged periods so it is aerodynamically possible. It requires a lot of power and a lightly loaded helicopter to even loop a helicopter. Aerobatic flight is prohibited in most normal helicopters - most pilots are more comfortable with the fuselage firmly suspended from the rotor system.

A: No. helicopters can land at the first sign of trouble, even if the engine stops it can be safely landed by a proficient pilot. A properly maintained helicopter flown by a pilot who knows his own limits as well as his aircraft's, is in a much safer environment than a car on a crowded freeway at 65 mph.

A: In the event of an engine or drive system failure, a helicopter can glide to a landing. The term for this maneuver is "Autorotation." The air moving up through the rotor blades causes them to rotate and provide lift. Although they can't glide very far, a safe landing can be accomplished in a parking lot or any clear area. The same maneuver is employed to land in the event of a tail rotor failure. Autorotations are practiced regularly by pilots of all levels with their instructors.

A: Yes. As a licensed pilot, you can exercise your privilege of renting from Group 3 Aviation strictly for the purpose of carrying passengers for pleasure. We require that a rental pilot purchase renter's insurance and stay current per company policy and the FAA Rules and Regulations. There are limitations for all rentals and we can discuss those in detail - please call.

A: Helicopters are so versatile they can be utilized in numerous roles. Here are some examples:

• Fire Fighting
• Law Enforcement
• News Media
• Traffic Reporting
• Wildlife Protection
• Crop Spraying
• Cattle Mustering
• Oil Exploration
• Offshore Oil Support
• Mining Support
• Aerial Survey
• Executive Transport
• Sight Seeing Tours
• Aerial Photography
• Flight Instruction
• Film and Production

A: You can achieve a Commercial Pilots Rating in 150 hours. Many of the operations listed in the previous question can require 1,000 hours or more. Again, insurance companies often dictate the hour requirement. Most civilian pilots start out as Flight Instructors. You can log the time you spend teaching. Once you have built up hours and perhaps some turbine time, you may be considered for employment outside of flight instruction. Most determined and dedicated pilots do not fail to find employment once they have achieved their qualifications.

A: Many of those that successfully graduate from our program go on to become flight instructors with Group 3 Aviation in Los Angeles or Anchorage or at one of many flight schools across the U.S. Be wary of any operation which makes a blanket promise of a job if you train with them. The market for pilots is healthy and there are more openings for well-trained flight instructor's than there have been in past years.

Former flight instructors have kept in touch throughout the years and have gone on to work for Helinet, Papillion, Temsco, Evergreen, Air Logistics, ERA and PHI. Also foreign commercial pilots have gone on to fly in Australia, Austria, Canada, Central America, China, Japan, Ireland, German, Greece, Brazil, Italy, Saudi Arabia, United Arab Emirates, and many more.

Flying is a fascinating and enjoyable experience, whether done for business or pleasure. Flying has the potential, however, for serious consequences if not done properly and carefully. Just as it would be foolish to fly in an aircraft that is not airworthy, it would be foolish to fly as, or with, a pilot who is medically compromised. Annual inspections are performed on all aircraft to assure that they meet minimum safety standards. Routine medical exams accomplish the same goal for pilots. When an aircraft successfully completes an annual inspection, the inspector endorses in the logbooks that the aircraft is airworthy. Similarly, when a pilot successfully passes the flight physical, the physician endorses the medical certificate, and the pilot then carries that endorsement with him/her each time he/she flies. This serves as evidence that the pilot has met the medical standards for aircraft operation.

Any person acting as pilot-in-command or other required crewmember of an aircraft (except for free balloons, gliders, and ultra lights) must hold a current and appropriate medical certificate. This includes student pilots in solo flight, as well as private, commercial, and airline pilots.

A: A first-class airman medical certificate is required to exercise the privileges of an airline transport pilot certificate.

A first class medical certificate is valid for the remainder of the month of issue plus 6 calendar months for operations requiring a first class medical certificate if the airman is age 40 or over on or before the date of the examination, or

• 12 calendar months for operations requiring a first-class medical certificate if the airman has not reached age 40 on or before the date of examination, or
• 12 calendar months for operations requiring a second-class medical certificate, or
• 24 calendar months for operations requiring a third-class medical certificate if the airman is age 40 or over on or before the date of the examination, or
• 60 calendar months for operations requiring a third-class medical certificate if the airman has not reached age 40 on or before the date of examination. *
• A second-class airman medical certificate is required for commercial, non-airline duties (e.g., for crop dusters, corporate pilots) and is valid for 1 year plus the remainder of the days in the month of examination. Those exercising the privileges of a flight engineer certificate, a flight navigator certificate, or acting as air traffic control tower operator must hold a second-class airman medical certificate.

A second-class medical certificate is valid for the remainder of the month of issue; plus

• 12 calendar months for operations requiring a second-class medical certificate, or
• 24 calendar months for operations requiring a third-class medical certificate, if the airman is age 40 or over on or before the date of the examination, or
• 60 calendar months for operations requiring a third-class medical certificate if the airman has not reached age 40 on or before the date of examination. *
• A third-class airman medical certificate is required to exercise the privileges of a private pilot certificate, recreational pilot certificate, a flight instructor certificate, or a student pilot certificate.

A third-class medical certificate is valid for the remainder of the month of issue; plus

• 24 calendar months for operations requiring a third-class medical certificate, if the airman is age 40 or over on or before the date of the examination, or
• 60 calendar months for operations requiring a third-class medical certificate if the airman has not reached age 40 on or before the date of examination. *

A: The FAA has designated over 4,000 private physicians (called Aviation Medical Examiners or AMEs) around the United States (and the world) to take applications for, give exams for, and issue FAA medical certificates. Please visit http://www.faa.gov/pilots/amelocator/ OR http://flightphysical.com for a searchable database.

Applicants simply contact the physician's office for an appointment and upon arrival, complete an application form, and undergo the physical examination. If the applicant meets the appropriate medical standards, the AME will issue the medical certificate.

A: The FAA does not set fees for the performance of the medical exam and issuance of the medical certificate. The AME is allowed to charge the applicant appropriately, as long as it is not more than his/her usual fee for similar examinations for other purposes. If you are concerned about the cost of the exam, please discuss this with the doctor you are thinking about seeing. The FAA has no additional fees above what the physician charges.

A: If you have been caught driving under the influence (DUI) or it happens to you in the future, you should know that the DUI/DWI Enforcement Program requires airmen to report alcohol and related motor vehicle actions (MVA) to the FAA. It also provides authority for an enforcement action to be issued against airmen who receive multiple MVA's within a 3-year period. The final rule can be found in Title 14, Code of Federal Regulations (CFR), Part 61. For more detailed information on this subject visit http://asi.faa.gov/duidwi/

A: Civilian private or commercial pilots are permitted to wear glasses or contacts. For first- and second-class certification, the FAA requires distance vision be corrected to 20/20, and near vision corrected to 20/40. Third-class certification requires that your near and distant vision be corrected to 20/40. Near or distant vision is not usually a permanent disqualifying issue since lenses or surgery correct most pilots to the FAA standards; waivers may be obtained if one has only one good eye. It is important to note that surgery will not give you better vision than contact lenses or glasses and while these procedures are commonly performed with success, there is that chance that you may permanently degrade your vision beyond FAA standards. As with any corrective surgery, be sure you are a good candidate for this type of procedure.

A: The medical standards for each class of medical certificate are set forth in 14 CFR Part 67

http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=d918e2b1dc7b5486e62d5aca5b6b0c69&tpl=/ecfrbrowse/Title14/14cfr67_main_02.tpl