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Edward Murphy – pilot profile

Name: Edward John Murphy

Date of birth / place of birth: September / 15/1956, Brooklyn, New York

Hometown: Mix between Ellenville, New York (early years) and Ridgewood, New Jersey (teenage years)
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Names of parents: John Edward Murphy and Janet Elizabeth Murphy

Married? Yes: 31 wonderful years

Name of spouse / children: Jane Ellen Murphy / John Edward Murphy 28, James Patrick Murphy 25
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Education: high school, college, degrees and such: I studied and graduated from New York Military Academy in class 74, after which I entered Valley Forge Military Junior College, graduating with a degree in “Criminal Justice” in class 76. To graduate from college, I entered Elmira College in New York, graduating Cum Laude. with a bachelor’s degree in criminal justice in the winter of 77.
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Military experience: dates, places, positions: All together spent 21 years in active service;
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January 1978 enlisted as a lieutenant through the ROTC in Valley Forge.

In May 1979, he attended flight school at Fort Rocker Al. After graduating from flight school, he stayed another 3 months and took a qualifying course in the AH-1 Cobra helicopter.
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From May 1980 to March 1983, stationed in Fulda, Germany appointed the 11th AKR as platoon commander of First Lieutenant Cobra and then as platoon. I spent all my time flying on border missions and I was very lucky to stay in flight my entire tour. In those days it was very unusual for a commission type.
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May 1983 – September 1985 – Returned to Fort Rucker, Al. Cobra Hall (AH-1 qualification course) as a pilot instructor. After 18 months, I was selected as a flight commander so that I could take a pilot instructor course as a senior standardization pilot instructor, who was responsible for all initial AH-1 pilot instructor training for both Fort Rocker and units.
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From July 1986 to March 1999, he served as an NYARNG Active Protection and Reserve (AGR) pilot instructor in Long Island, New York, instructing UH-1H, OH-6A, AH-1S, UH- aircraft. 60A. Between 1986 and 1989, I was proud to have been the commander of the C 101 Cavalry Squadron, which flew OH-6A and AH-1S aircraft, when the squadron moved from all ground forces to a combination of ground and air forces.
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From April 1989 to December 1995, he served as a pilot instructor for the Aviation Brigade, working directly with the Brigade Commander and the S3 Brigade on aviation training requirements and assisting the unit instructor in training programs.
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From December 1995 to March 1999, he served as an aviation liaison officer / pilot instructor who held this position until his retirement. During this period, the state was reorganized into UH60 aircraft, which dropped out of their UH1 and AH-1 aircraft. During this period, I developed a manual on UH-60 systems to help field pilots better understand their aircraft systems. In all, I have released several hundred copies that have been copied locally and are still in use. My biggest compliment was when Sikorski used it as an additional guild for his international Blackhawk training programs.
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Combat experience: When, where, hours, awards (air medals / DFC / purple heart, etc.) – None

Licenses / ratings:

FAA

The pilot of the airline is a helicopter on planes

Type – BH-204 / SK-92

Commercial privileges – single / multi-engine aircraft

Aircraft device

Flight instructor – helicopter on airplanes

Instrument helicopter

Pilot examiner – SK-92

JAA

Type Assessment Instructor – SK-92

A typical expert is SK-92

Flight instructor on simulator

Flight examiner simulator

Hours: 7145 RW hours, 480 FW hours

The planes you flew: military and civilian. Which of each did you enjoy flying, and why.

UH-1H, OH-6A, OH-58A, AH-1S, UH-60A, U-21A, T-42A, C-172, PA-22, SK-70, SK-92

What I liked most was the difficult question. This will be the link between the AH-1 and the SK-92. AH-1 because it was my first job as a pilot instructor, and every instructor remembers his first flight as an instructor with a young pilot in the second seat. However, I would say that it is the SK-92 that gets my recognition due to the variety of mission capabilities: offshore passenger or VIP, SAR and external load capabilities, not to mention that almost all weather launch capabilities. The SK-92 made me stay strict with both the FIU and the FIU.
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Current work: Please describe this in detail. Do you like it Fun? I am currently the lead instructor / examiner for SK-92 at the West Palm Beach FlightSafety Training Center, located in Florida. As a lead instructor, I assist the S-92 program manager in overseeing the training of new instructors. As one of the flight instructors, I perform both simulator pilots and pilots, performing operations on parts 91 and 135. I also work with the Sikorsky Aircraft Flight Test Center as an S-92 liaison with FlightSafety to gather new information about aircraft to develop training programs as new systems are added to the SK-92. As a connection this allows me to regularly fly with test pilots on pre-production versions of the SK-92 during the final stages of testing the new system just before certification.
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As for the question, do I like it? This period of my aviation career became the most enjoyable experience of my life. As a pilot / instructor I owe a lot to FlightSafety because I got a great opportunity that is enjoyed by very few. This is a chance to get on the ground floor of a new aircraft that is still under development, and work with side test pilots and engineers who study how systems work, directly from the engineer who develops that system. Then fly the plane with test pilots for years before it was even certified. Do I like work? I went past the fun and directly into ecstasy a few years ago and it never changed. I can’t help but hope that this very enthusiasm / passion spills over into my training of my clients / pilots here at the Training Center. So for this opportunity I thank FlightSafety and Sikorski for making this ordinary pilot’s dream a reality.
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Hobbies: Scuba diving, boating, camping on Lake George, New York, family time with my boys and grandchildren.

The most memorable flight: My last flight to the army as a pilot instructor. It was an operation to raise troops from several ships. During the flight, when I didn’t know at all, one of the planes was filming a video of the mission along with pictures of me and my crew. During my retirement, the crews of this training mission presented me with a video presentation that day. One of the commanders of the aircraft on this flight was the CW2 pilot, whom I instructed and sent to flight school, who was a young chief of staff on UH-1H helicopters when I first started working in the unit 12 years before. This video and the memories of that day remind me that the teaching program is very much alive and well in aviation both past and present.
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The pilot instructor who did the biggest role and why: After leaving the Army for the first time, I joined the New York National Guard as a pilot. I met a full-time pilot instructor who saw the potential in my instructor skills, and placed me in UH-1, training me to be a UH-1 instructor. Upon graduation, I left civilian work and joined the unit as a full-time instructor with him, this working relationship lasted 9 years. This person has demonstrated to me the importance of never ceasing to strive to learn and that self-improvement of aviation is a daily practice, not something you have periodically studied for. So he instructed me in many ways. He retired in 1995 and I had the honor of replacing him as head pilot instructor for the last 3 years before retiring.

“If I could consult a new pilot, it would be …. For pilots – never stop learning, today’s aviation is changing, becoming more technical-based and less active. It’s not how well you can control the plane, but how much you can set up and use the information the plane gives you. Another instructor is my advice: your new pilots want to learn, they all crave knowledge. So as a wise instructor in the early years taught me. that if the pilot failed to learn – this is what the instructor failed to find a way to teach them.

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