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You mean to tell us that a nice refreshing Shirley Temple with Ray after 8 hours of bucketing wouldn’t be good enough😳.

If a guy can't abstain for a few weeks while on tour, perhaps a career change might be best.

Apparently they don't make Rays like they used to.

I use to do the 8 hrs of bucketing followed by an hour of greasing and DIing before the cold brewskies. My old buddy Ray and I spent many nights in the Pickle hotel after givin er day after day on more fires than i can remember. Still remember Ray's line to the barkeep....double rums until I tell you to stop. You knew Ray had had enough when he would say bring me a Ceasar . This would then be followed up by a night cap at the Winston were Ray would order a Paralizer. Not sure what was in that but in the morning Ray would be up at 5 standing in the doorway of the double wide trailer that we stayed in with a towel around him and his electric razor going and never the worse for ware. He died at the ripe old age of 77 and had been flying for over 50 hrs with something over 22000 hrs under his belt! RIP buddy!

I disagree. Now you can’t even have a single beer with dinner and there is nothing more satisfying than a cold beer after a 8-10 hour day sweating your bag off in the cockpit.

Okay so here is the one about the jumpers. I get told to go to a flying club grass strip to take a dozen idiots up that want to jump out of a perfectly good aircraft. I get there and go thru a safety briefing on what I want them to do so everyone can go home in one piece. I was going to take the back door off on the right side and would take two jumpers at a time. We would go up to 8000 ft and I would slow down to about 40 kts. When I told them it was good to go they would hang the headsets up on the far left side of the ship...undo their seat belts and put the buckle behind themselves and do them up . One at a time they would get out on the right skid and fall off the skid. No diving...just fall off. So we start the show and things were going okay.About the third trip I have one guy that has to be a good 270 pounder and a smaller lady. Also on each trip I had a guy in the front taking pics of this folks jumping. So we get up to 8 grand and I start slowing down...tell them its good to go. Well the smaller woman does as was told...she is gone ...now the big goomer gets out on the side and decides that it would be cool to shimmy up the skid on my side to start waving at me in the front bubble. So now I have this big dope way up front on the skid and the ship goes into a steep right hand dive. He thinks this is great fun. I am yelling at him to get the he## off as we are nearing the red line on the airspeed and passing thru 5000 ft.He finally decides maybe the pilot is getting a bit pissed off and does a back gainer off the skid. So after gaining control of the ship...I AM pissed!. I land and shut down. The other jumpers are wondering what is up as there was going to be at least two trips for each jumper. So here comes the big dumb *** carrying his chute and we get at it. He won't be going again. Not sure how many trips I did that day but at the end I couldn't wait to get home and spin the lid off a bottle of Flora! My advice...don't do skydiving jobs!

I have never flown a ship with a fenestron but I have talked with guys that flew the 600N. They were not impressed. Having flown a 407 for nearly 20 years I can say that that tailrotor is awesome. I will knock on my head...haven't dinged a main or t/r yet. I talked with a few guys at the HAI's that I have attended that flew both 145 and they all said they liked the tailrotor version better...who knows. The problem I see is the mast....its like the ones on the 117 I believe which does not like off level landings.I could tell you stories about the ones that Toronto Heli had....especially the one that was based in Kenora.

DGP; for a guy that has been around for as long as you have, I would have thought you would you be glad to have a helicopter without an actual tail rotor. Does anybody have any idea how many people have been killed by tail rotors?? Personally, I have always hated them as an anti-torque device. I loved the Gazelle with the original fan, no stump problems. I also like the fact, with the original rotor head from the BO105, makes it a better machine for military maneuvers. If Hydro One had been flying an Airbus helicopter with a Fan at Tweed, four people would still be alive. Stupid is as Stupid was and still is. INMHO, twin-engined helicopters for working around powerlines, including power line patrol, and Cat 1 take-off, mandatory and NO tail rotor. Lives matter, not dollars when doing a risk assessment.

www.youtube.com%2Fwatch%3Fv%3Dzf67PSdpwMU&token=AQAAI0b3XFs1BY438grDhy8259FuIhceEBXkjgR3X9OULjsfZtFj&app_name=desktop2x&user_id=14063714

iBal Rotary works great.

The oil sticks to everything and it accumulates ultra fine particles. It creeps into places and can cause problems. In this case, too much oil is not simply too much. I would never go back to anything but a barrier filter, I think it's the best product since sliced bread.

Why didn't they go for the UH-1Y.... they cost 26 mill...Dah! At least they have some friggin power. GE700...1800Hp.

Ray will be busy with maintenance after your 8 hours of bucketing.

Well a few days anyway, I don't mind a nip of scotch, but certainly I'm able to do my 3 week shift without one. A good bottle last longer that way too...

Attached might be of interest given the nature of this subject chain, then again - maybe not! Recently issued Notice of Proposed Amendment (NPA) regarding the codifying of existing exemptions related to PEDs. This initiative appears to be welcome evidence of regulatory streamlining. Have a look at the following section in subparagraph b) on page 5 of the attached NPA which may require additional investigation. which states: “b) that the air operator has validated that the use of PEDs will not impair the aircraft’s system or equipment during all phases of flight including critical phases of flight;” The key word being “validate”. Fly safey now, ya hear! NPA-_PORTABLE_ELECTRONIC_DEVICES_(PEDS).pdf

I did a netgun job out of Eskimo Point with a 206. Temps were between - 40 and -30 with the back door off. They were netting caribou to retrieve collars and replace batteries. They were using a Ruger carbine in 44 mag to shoot the net.I told them to only shoot when the ship was level and to tell me when they were going to shoot. Job went well other than the brutal temps. They had me climb very high to find the animals as we had a tracking devise installed on the skid gear. I was up at 9000 feet when I noticed the fuel pressure had dropped below the red line...I descended very rapidly to get back down to 6000 ft and the pressure went back into the green. We did this job for 5 days out in the tundra. I can tell you white outs were a big problem. Thanks for blue lenses on the sunglasses! I was flying KBU for those that have flown that ship.

Know the flight training manual and instructor manual (particularly the first half) and know your instruments, particularly VOR and ADF (god knows why) and compass errors and that stuff Whomever is recommending you should be able to fill in all the gaps Good luck!

I agree with 2tall. I did a bunch of research on the Evo as a replacement of my Gallet. After watching their promotion videos and speaking with Rob at Merrit in the US I went with another Gallet. I don't believe the Evo's are tested to the same standard and when I weighed the two, the Eva was actually a bit heavier than my Gallet. At the cost of helmets these days you want to make the right choice the first time.

Buy a Gallet. Don't go near the Evo. It's a shittier value knock off at the same price. I made the mistake and I'm gutted I did not stick with Gallet

1. This is not a joke. Get something the size and weight of a lemon and tie it onto a 6 foot piece of string. Stand on a chair and move the lemon around as if your hand is the helicopter above it. You will learn what makes the load swing, how to stop a swing, etc etc. Descend when the line swings and learn how that kills the momentum of a swing. Learn the timing of how to fly 'over' a swinging load to kill its swinging motion. I'm serious !! This is simple physics, just on a smaller scale. It works, and it's a real cheap simulator. 2. Take the line off. That's right....off. Too many guys try to run before they can walk. Fly around hanging out the door etc. as if there was a line on there, look-in and peek at the guages etc. Get used to how little you need to move the cyclic etc. Fly approaches to a 50 ft hover....hold a perfect hover, transition into flight again, etc. When you are comfortable with that, put the line on. If you are moving the cyclic more than before, then you have a problem. Keep the belly hook smooth, and the line will be smooth. 3. As someone said above, get used to your sight pictures. Remember that the helicopter will 'hang' differently in a hover with an empty hook than with a max gross load pulling on the belly hook. Get comfortable with how the ship will sit before the rigger hooks you up, then how it will sit in a steady hover before you fly away at max gross. On that note, get a steady hover before departing. Pulling tension and wobbling away into the sky as you get control will get you punted very quickly. 4. Get a reputation as a smooth long-line pilot before you try to get a reputation as a fast long-line pilot. 5. If your flying is really bad one particular day......try leaning out further. 6. Remember to smile.