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  2. Members here with significant time on the L1 in utility work? What did you think of it? Never flown one though they show up well priced fairly frequently, could be worrisome, could be a decent opportunity. Yes we'd rather an L3, L4, B2, 407, B3, but they're priced differently, would like to focus on how the L1 fares here rather than scale up the conversation. Is it true most operational L1s weigh about 2200lbs? Should be able to move in the neighbourhood of 1500lbs on the hook at 50% fuel with a 200lb pilot? Any weak points? There's always the inevitable question of what will you be doing, answer is as usual everything, general utility from sea level to 7,500' that the machine can safely accept. Appreciate thoughts from those with L1 seat meat time.
  3. That does it, for sure. Layman's take is if your primary attention has to be on the aircraft, it's flight time. If you're ground idling and able to update your instagram, it's not. At a certain point it becomes superfluous, and generally you'll find more respect reporting air time, as that's the only time you're improving as a pilot. I personally have three columns in my excel logbook; air time, bill time, engine time. Billing time coincides with the TC definition of "Flight", it requires more than my peripheral attention as a pilot to prevent something untoward occurring.
  4. Struggle to come to grips with the aesthetic criticism of the 505, plenty of helicopters are strange looking, that has absolutely nothing to do with utility, performance, or safety. I think the 505 is here to stay and have been surprised by the numbers being adopted globally. Specs, if it lives up to the book are highly impressive. Should prove rock solid too as the running gear is all old hat and shares DNA with a Massey Ferguson somewhere surely as all old Bells do. On the engine, surprised me but was likely a good move, it's a more evolved power plant, support has become very good for the Astar engines this decade that's an old news story the lack of support. Suspect the 505's stove will be easy to support too.
  5. Today
  6. mountainheli

    Mountain flying tips

    The professional passenger... I had a guy say to me once “ I probably have more hours in this machine than you do” our conversation after that didn’t go to well!!!!
  7. DGP

    Mountain flying tips

    What feck said...this can be said with the whole game especially when on finally approach. Don't need useless chat and finger pointing on final. I could tell you a good story about that some day ! Or the passengers that think they know more about flying than the pilot...lots of those around.
  8. Torque Split

    Mountain flying tips

    Never push a bad approach! Go around!
  9. freck

    Mountain flying tips

    Never trust your passenger
  10. Yesterday
  11. I’m just starting a certified mountain course and I’m realizing it’s a whole new ball game up there. For all you experienced mountain flyers out there, what are some tips you would pass along to new folks like myself? Every bit of info helps.
  12. Bee3

    B3e tail rotor spider assembly

    Yellow Helicopters by chance....
  13. Last week
  14. Thank you for clarifying Brian. I’m not trying to read anything into your statements. Despite the fact you loath responding, you continue to bring up the ICAO minimum requirements (multiple posts).. I was just wondering your personal opinion On the matter because of your posts. 1) no comment 2) agreed. then a risk assessment should easily demonstrate an equivalent level of safety (in accordance with TCs own national objectives (and ICAOs)). 3) agreed. That’s why we directly challenged the the Chief of Standards and Director of Standards...the result is this AC. 4) Agreed.. but even the interpretation offered in this AC is a significant change from Flight time = Air time in that respect. Start and shut down for most operators and FTUs is less significant than the time spent on the ground on intermediate landings. I think Fred’s estimate of 10% difference between flight time and air time is at the low end of the spectrum. Start and shut down might account for 10% (as stated in the TC AC). The multiple landings on many flights accounts for a larger percentage. This is really evident when you use something like an Aerodyne system which calculates air time with a squat switch on the skid gear. Given this fact we have increased the difference between ICAO and Canadian licensing requirements with this AC. Have a nice weekend Brian
  15. Donie

    206 Training Manual

    Sven, Thanks for the update. I couldn't manage to download the files with many attempts, but now I can. Thanks again.
  16. Frewheel I don't quite get what you are trying to say (read into what I have said) but, although I am loath to add another line to the 71 pages, just to make sure that no one misunderstands my opinion I offer the following clarification: 1) as President of HAC both Fred and I express(ed) Association opinion not personnal opinions (that is not to say they are different but rather if there is a difference, perceived or real, you can not hold me personnally to opinions expressed by me as HAC President); 2) in my personnal opinion (something I could not say as HAC President even thought it was obvious to me at the time) Canada has long proven that 100hrs (rotors turning to rotors stopped) is quite sufficient to train commercial helicopter pilots; 3) in my personnal opinion, what you are up against is an issue that has always come from within TC Flight Training Standards Branch and “in my personnal opinion” TC opinion has always been well intentionned but misguided, inspirred by the unfounded/factually disproven argument that Canada's minimum flight time for commercial helicopter licensing is already too low; 4) in my personnal opinion, the only support for the opinion of some/most Flight Standards inspectors opinion on this subject is the fact that Canadian flight trainning minimum flight time does not in fact respect the ICAO Standard.
  17. sven

    206 Training Manual

    Donie, I was able to download the few links that I tested.
  18. Icewind

    206 Training Manual

    You are dealing with a 13 year old thread......
  19. Here’s what your successor at the HAC had to say about the new Draft Advisory Circular. http://mediaedgedigital.com/supplierinsights/hac/flight-time-v-air-time The communique was circulated yesterday. and asks for comments from members; apparently the deadline for comments was extended until today. That doesn’t give much time to comment but members are asked to submit comments to fred.jones@h-a-c.ca. No mention of Canada’s reduced licensing requirements vs. ICAO licensing requirements.
  20. Hello treetopflyer,

    do you still have the chapters of the 206 Training Manual that were once available for download in a post by WTF_was_that.

    The links are no longer active and I would love to get copies if possible.

    Best regards,

    Donie 

  21. Donie

    206 Training Manual

    Hello WTF_was_that, Your links to the chapters of the 206 training Manual are no longer live, is there a way I can download copies of the chapters please.
  22. Not quit hbd....hows it going....I have worked on Fh1100 back in the old old days with Klondike.
  23. highbladedown

    406 instead of a 505

    505 looks like an FH1100 to me...😉
  24. robottxt

    Astar MRG and TRG oil

    The letter reflects the current RFM. Mineral Oil and pre heat below -20. Doesn't mention synthetic. Sounds like you need to raise your concerns with OPS and Maintenance.
  25. Never had much down time on 407's other than a couple of #4 bearings in the engine which aint bad after 3000 hrs on 407. On the fuel issue I had to fly an L4 to SA once and we had a very nice plastic fuel cell installed in the back seat area that gave you another hour and a bit of fuel which was nice when I went out of Nassau and didn't see land for 3 hrs and 35 minutes.Landed with 200 pounds of go juice. That tank would fit nicely in the back of a 406 if you weren't hauling passengers. Also you could probably us a tank like the 407 in the baggage area.They also make slider windows for the rear of the 206 which I have used for darting polar bears.Not sure if they have anything like that for a 505. Not sure what the fuel burn is on the C30 in the 406 but it does put out 650 HP so it will be around 300 pph. Would have been an awesome replacement for the 206 but somebody dropped the ball!
  26. Freefall

    406 instead of a 505

    I've often lusted after the Kiowa warrior as a jetranger guy. They are a c30 but it has a fadec. I'd hopet they wouldn't break down just as much as the 407 does which rains on that parade a little bit. Also a C30 without the front fuel tanks that a longranger has, wouldn't have the best range either. Better than a 530F though I'd imagine. I'd agree though that it sure looks like bell missed the mark with the 505. Much of the 206 flying that I do is wildlife surveys, foresters looking at trees or cutblocks, fire fighters looking at fires etc. All of those tasks the customers demand or prefer a 206B with bubble windows in the back. Its a shame, because although its quite ugly, the 505 does seem like an economical option if the back seats had a better sideways view. I guess it will make a good taxi in Brazil.
  27. bh205

    Astar MRG and TRG oil

    Does anyone have a copy of said mystery letter?
  28. Thankfully they are implementing the ICAO definition. That is the whole issue, FROM FIRST IN MOTION, to COMES TO A STOP AT END OF FLIGHT. That. That is the only thing that means anything. And what most people argues has been correct. Except a few stalwarts within TC who just couldn't
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