lefttoelow

Also at HAI in Atlanta. I took it a few years, learnt a few things for sure. But it's pricey for what you get out of it. Cheers and good luck!

Where does 'Disco Dean come from"? Thanks

The R22 was never designed with training in mind. It was built for personal transport use only. Why is it so popular at FTU's? Cost of course. As long as it continues to be used for training there will always be accidents. The "T" style cyclic set up when duals installed is far less than ideal for training/transfer of control and follow through techniques. I read somewhere once, that one has roughly 0.9 of a second to reduce to flat pitch post engine failure before potential catastrophic NR decay occurs. Just ask any instructor how much they enjoy doing autos in an R22....? Wrong aircraft for the job......imho.

Sorry, no copies as they just showed me them on their iphone.......

When I used to leave a machine overnight in a remote "unsecured location" I would always carry some simple every day magic tape (the opaque stuff that goes on clear when applied) I would use it on doors, gas cap and engine cowls. You could at least tell if something was opened so you could have a more thorough look if required. The worst incident I remember was back in my early days flying sight seeing tours at fairs in a long ranger where we slept right beside the machine in campers. Later the next day two passengers (female) showed me naked pictures of themselves sitting on the dog house from the previous night. I flew it 9+ hours that day!! I was dumbfounded (even though the pictures were great!) but WHAT did they grab onto while climbing up drunk onto my machine!??! Did they haul on the pitch tubes!?!??!? Why didn't we hear them? Anyway, all was well luckily.

There have been several times that I wished my machine had a "horn" or PA to warn someone. As goofy as it sounds, there have been many times it would have been super handy to get someone's immediate attention!

Where I work it's a little different as the person writing the cheque is the public (or Government) and it happens to be a world class training facility. All emergencies here are done to touch down/full on. That includes stuck pedals, left/right or neutral, hydraulics off to landing, hover and taxi engine failures and auto's to touch down. we do straight ahead, 180's, 360's zero speed, range variations and low level from 250' both turning and straight. I even got to do a couple form skids clear of ground ( maybe a meter or so...) at 100 kts! to full on touch down ( I didn't even know it was possible when I went through school?). Now that was cool! Mind you some of the senior guys here have done so many to touch down that they stopped counting after 5000 or so....!?!?! One guy I work with could put a 206 in the bed of your pickup truck, he's that proficient....... seriously! We also do multi-engine emergencies to TD, not auto's (upper air only) but governor change overs, hydraulics failures and OEI landings. The standard is consistent here and the proficiency flying is irreplaceable.

I honestly think that the Canadian industry as a hole is in the dark ages when it comes to both pay and what is expected from us or what has become the norm in Canada. I work with a bunch of guys that now have permanent residency but come from the same industry just different parts of the world. They are in complete awe when it come to bush work in Canada and what is expected or the norm and when they see the pay involved they just roll their eyes. Now, most of these guys are very high time qualified IFR multi engine, off shore, actual IMC , testing officer, instructor and military background guys. They keep reminding me that this industry of our is like no other on the planet when is come to recurrent training, exams, PPC, low vis, hover exit, medical etc etc etc and what we need to keep current just to work. What does a physician do to keep current!?!??!! When was the last time your company paid for your medical? ……… never. Anyway, their point is……. we are all grossly underpaid for the pure skill, knowledge and re-current training required to safely execute any mission especially with humans on board in a single engine A/C. …. my 2 cents

PM sent

There was a good artical last week on Vertical Mag on exactly this topic. Worth a read.

I too had a similar experience to "Skidz" On a ferry flight to our next gig in an L1 around 8 years ago. Two on board, me (low time guy) in the right seat another higher time guy in the left. Thing was no dual controls. It was getting late, it was raining and we were GPS scud running maybe 75 to 100' above trees (ceiling was another 200' above but vis was better where we were). Stupidity (one of them anyway...) was.... the terrain ahead was (as Skidz scenario) rising and we were balls to the wall trying to make skids down before dark. Flew right into the goo! Complete loss of reference...... gone that fast! I got on the intruments ( VFR- but working) and proceeded with a right hard turn with back pressure and ball centered......... interesting thing was I was most concerned with my VSI. If it was indicating up I was in some kind of a climb!?!?..... accuracy delay (didn't care) crossed checked my AI and Altimeter and rolled out on my reciprocalish heading........ finally the trees reappeared. The guy on the left was freaking out the whole time as there was zero he could do. I kept repeating... we're good...we're good......... What did I do next...... slowed down and found somewhere to spend for the night. Lesson learned (for me anyway): when terrain following, pick a max Altitude and stick with it-let the ground come to you not the GOO! and you'll know when to turn around and/or land. This was in flat land not the rocks.......

Me too please! If one surfaces I been more than willing to have copies made for others.

C-FYAP....... Hope all are well.

If the first point of contact is properly managed or under control (level attitude)......... tings tend to work out for the best. I'd take the trees 'cause I don't know too many places in the Great White North where the water doesn't offer some kind of gasp reflex....regardless the time of year. 2cents

Too true...... I am in a similar situation. A Canadian Pilot at a very specialized position here in Canada finding out there is going to be a contract change and foreign Pilots will be replacing us as the only $$ available to continue the program needs to come from another source......a foreign exchange program..... or as I would say another pocket of $$...... bloody government contracts!!! What am I doing about it......, writing my MP...... may or may not help but it's all I can honestly do unfortunately.