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  1. 3 points
    One of the few people that seem to care about the Helicopter Industry in Canada, is the JUDGE who laid the blame for the accident, seems to have a better understanding of the cause, than most of the Industry. Transport Canada should be taken to court for not carrying out their MANDATE under orders of PARLIAMENT and the Minister of Transport. Not being a lawyer as any body can see, WHAT THE **** IS WRONG WITH H-A-C, their owners club has a LAWYER as president and could rock the boat as required. GET TO IT!!!!
  2. 2 points
    Apparently you...the one-post wonder
  3. 2 points
    I believe both pilots were IFR rated. There are Helicopters and Fixed wing that depart nightly with pilots only holding night ratings and a lot of them depart into the dark away from lights. Almost none of them us our have access to NVG. They all depart and return There is this thing called CRM for 2 crew environment. First thing they teach you is in every pre flight briefing you need to decide in the event of an emergency who will fliy the aircraft and who will trouble shot the problem. I can’t help but wonder if both pilots got fixated on a problem and forgot to fly the aircraft.
  4. 2 points
    Wasn’t speculating with this incident/accident, pilot is a good friend who sent me a photo same day it happened. He said they were practicing engine failure at the hover and that things ended really bad and that it was all a blur as it all happened so fast. Don’t know that TSB get involved as there were no injuries and they know what the cause was. Just my .02 worth
  5. 1 point
  6. 1 point
  7. 1 point
    So, I made a mistake on the name of the company ( I am thinking of buying one) I apologize To Mustang. What is being said by me applies to the Industry as whole and from now on I will call the plaintiff, Simpleton Helicopters.
  8. 1 point
    I loved flying it on fires this summer. It's a wonderful little machine if you know its limits. A perfect Helco/Admin platform if you ask me... But yeah, a beefed up drive train would work wonders. Having said that, I medevaced 3 folks off the fire line with 50% fuel on a fairly average day and we verticalled out no problem. To me, it's just so damned stable in the hover you never spill any lift. I've yet to fly it in a truly hot or high environment though. It's disappointing no one came up with a solution, but like GrayHorizons said numbers are numbers.
  9. 1 point
    this topic makes me puke, who cares.
  10. 1 point
  11. 1 point
    There is still 48 registered in canada. Some fly alot of hours. some fly very few. http://wwwapps.tc.gc.ca/saf-sec-sur/2/ccarcs-riacc/RchSimpRes.aspx?cn=||&mn=EC120|&sn=||&on=||&m=|| Personally I liked the aircraft, but numbers are numbers and it wasn't selling. Its a no brainer that Airbus would cancel it. Had they made an effort to add power, and reduce O/H costs while keeping overall operating costs low, then perhaps they would have continued selling.
  12. 1 point
    I don't think there was any ongoing issue noted. I think they just started their turn too early and were trying to use visual cues that were not there. Trust me, we do a LOT of this stuff in the dusk/dark/white-on-white stuff, and it takes all you got to get you up the first 500 feet. you have to be on the ball 100% of the time. These 4 guys got unlucky and 1 moment of inattention probably was all that was needed. If you google Night VFR accidents you'll find a few. Even in this case it was agreed upon that it was anything BUT Night VFR...
  13. 1 point
    I comprehend just fine BM. Don’t mean to burst your bubble, but you actually sound an awful lot like TRANSPORT CANADA. Or at least headquarters in Ottawa. When it comes to regional authorities and inspectors: it depends which one you ask. Which is an issue. That’s the only position I have. Fyi i have no issue making ends meet or covering COSTS. Consistent application and enforcement of the Regs relates to many areas of compliance and safety is reduced when they don’t fulfill their mandate of enforcing Regs consistently. I think we both agree on that.
  14. 1 point
    Thanks for keeping the wheels greased and the Court Documents. I do believe quite a few organizations need to take a refresher course in "Risk Management", including Transport Canada and their so-called inspectors and ORNGE should have their Operating Certificate cancelled and turn the operation over to the private sector, who have to answer to the insurance companies to keep things inline. Any other operator, operating in the fashion that ORNGE does, would have had their OC cancelled. I'm still amazed that the industry is not talking to their local MP's and or the NDP. GO TRANSPORT CANADA
  15. 1 point
    Hello I am Rod Crossley's daughter. He taught helicopters at the missile base/Canadore in North Bay. He is still around if you would like to contact him. Email me at buckwheatz@hotmail.com.
  16. 1 point
    When I flew jet rangers I was taught not to fly lower than 20 gallons but only because that was your 20 minute reserve with 10 gal unusable with failed boost pumps. Which should be a 40 min reserve with boost pumps working. If I flamed out at 20 Gal or even 15 gal I’d be pissed.
  17. 1 point
    So if you lose one boost pump, unusable fuel is ten gallons. Having an engine quit at 20 gallons without having a boost pump light on (or flickering at least) would be very unusual in my opinion. 10 or 12 gallons indicated while in turbulence or out of trim could be nerve racking but flying at 20 gallons in a 206B should not be a worry. The optional fuel low light comes on at 20 gallons so Bell must feel some comfort that the aircraft will continue to run for a little while after that light illuminates.
  18. 1 point
    When I was flying the 206 I was told that 20 gals was acceptable fuel some old timers would say 15 was good. Just like in the Astar be on the ground at 20%. So who are we supposed to listen to? The fact of the matter is the 206 fuel gauge is famously inaccurate and should be regularly calibrated (for lack of a better word) I can see how this type of accident will be blamed on the pilot but in reality why hasn't bell come up with a better system? I feel for Helicopter who was PIC in this accident. I was told a long time ago that PIC stands for Punishment Is Coming. Also if the new standard is 30-40 Gal min you might as well sell the old bird as scrap metal or take out the back seat and have a really nice 2 seater.
  19. 1 point
    Lol, you don't fly an aircraft low on fuel out of trim or in turbulence. It's not a JetRanger "thing"....it's an "all aircraft models" thing. All aircraft can un-port fuel at a certain point.
  20. 1 point
    There was also this one in 2003: http://www.bst-tsb.gc.ca/eng/rapports-reports/aviation/2003/a03w0194/a03w0194.asp " Fuel unporting is a phenomenon whereby fuel flows away from the fuel pick up in the fuel tank, and will result in a power loss or engine failure due to fuel starvation. Unporting is a function of the amount of fuel available (usually very small quantities), the attitude of the helicopter, and sloshing of the fuel in the tank."
  21. 1 point
    Well there you have it no further investigation needed the cause has been figured out.
  22. 1 point
    I had an engineer instructor at canadore in 72 by the name of rod crosley..think he had come from dominion city....also a driver from my home town of walkerton was from dom/peg ...name was either doug or al Mcarty...he had an apprentise on the 204 by the name..hue macintire....the cobwebs are pretty dusty back in there.... :up:...last time I saw shultzey was pickle lake...early 90's sitting in the winston hotel with my good buddy ray gilstorf....
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