They do not use pre-employment hair follicle testing that I'm aware of, just the standard DOT urinalysis drug screen. Hair follicle testing is a very expensive procedure, and if they had to do that with 100-200 new pilots every month, it would cost them too much money. Flight attendants take the same drug screens.

Bear in mind that all pilots have to keep current medical certificates as well. When they apply for those certificates, which is every 6-12 months for commercial pilots, they fill out and sign a form asking about any prior medical conditions, including drug use. If they lie on that form, it is a federal offense. There have been pilots who have lied, and there have been pilots who have been caught. The result is immediate termination, revocation of their medical card and license, hefty fines, and the possibility of prison time. Flight attendants don't face quite the same harsh penalty, but I guarantee if they fail a pre-employment or random drug screen, they lose the job.

As far as helicopter pilots go, any I have met received their training in the military. Helicopter flight training is notoriously expensive, more so even than fixed wing aircraft. Even if you can cough up $80,000 to earn a Commercial pilots license, then you need to figure how you'll get turbine helo time, which you will need to fly the helos you mention.

If you are thinking of the military, then military flight training is the ONLY way to do it. You do not train in the civilian world, expecting that the military will credit your training to fly their aircraft.

Your best bet would be to contact a recruiter in the armed forces, who will tell you what the process is. Be advised however, you will need at a MINIMUM of a 2 year college degree in the Army, and a 4 year degree for all other branches, BEFORE you even begin flight training. You will also need to be a rock star in school (grade wise), excellent health, and no law or drug problems. I would say you might stand a little better chance in the Army's WOFT program, as it isn't quite as stringent as the other branches.

If military flying is not an option for you, then you'll need to pay for the flight training yourself, and also a college degree if the employer requires it. To my knowledge, EMS companies like Medstar don't require a degree, but most of their pilots have one.

NO. You cannot descend just because ATC says you can "expect the GPS 12 approach". That is not a clearance. ATC will clear you for the descent, which should put you at BOMTE or AVETE at the published altitude restriction of 2800' MSL. If they are radar vectoring you, you will know because they'll give you headings to fly, as well as altitude changes. The only exceptions come when you have an emergency, or lose radio communications, and in that case, I would thoroughly review Part 91.185 before your flight, as radios do fail sometimes. Or, when you're in VMC and cancel IFR like JetDoc says.

Also, it makes no difference whether you're flying into a controlled or uncontrolled airport, with respect to ATC instructions. Always maintain the last heading/altitude you were assigned, until you are given new instructions.

isn't the examiner supposed to be with you when you do the preflight? in your case it would have made the difference between "fail" and "good catch!"

when i did my ppl flight test the plane was fine at preflight (supervised by the examiner, with some good questions about what i was doing) but failed runup. the examiner was pleased at my decision making, and when we got together again i passed easily and had a great flight.

the fbos will have it or they can get it. if you're *that* low on fuel you have some explaining to do.

expect to pay for the privilege. the fbos at the local big international airport (cyvr) charge around $2.10 a litre for 100ll, while the ga airports charge around $1.80.

if you were flying in the vicinity of lax and needed to make an emergency landing you'd land at torrance or santa monica. it's called flight planning, knowing where facilities are if you need them.