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ahhhh the trolls trolling trolls...ain't life beautiful?

Well hopefully it's a new day for this forum, it could be a great place to exchange information in a professional manner. If aircrew could leave their egos at the door and take the high road, maybe it could get on track? I think you both have short memories though, there were plenty of members slinging crap even 10 years ago. I will restrain from mentioning handles, but Vertical Forum Administrators had to remind posters that there were legal ramifications for slander. Here's to hoping we can start on a clean slate and exchange information that benefits all facets of the helicopter industry......

Right you are 412. I did years ago but thought I would come back and give it another whirl. Even attempted to start a little fun thread to get a few sh*ts and giggles but ..... Back in the caaviation days (old forum) there were rants but there was much more respect for one another and mud slinging was rare. 🙄

Now I remember why I walked away from this board... It used to be a wealth of information. Now its just a place for some disgruntled ex-employees to try to sling mud. So sad...

I would venture a guess that you are possibly just trying to stir up some $*@t... Why would that be?

Like the 205 that went bathing in Sask a few weeks ago??

Yes, get a helmet. But consider this....if you go all out and get a decent gallet it’s over 2000.00. That’s a lot of money (possibly debt) to pack around considering that there is a really good chance you won’t use it for a few years after training. Bad things happen and you may have to sell for a loss. It’s not a requirement for ground crew jobs that I know of, and as long as you have the ability to get one, it won’t be a roadblock. Just keep pounding the internet and look around for something as cheap as possible (sph-5?) just to get through and you should probably be able to sell it back to another student at even money. Get the good one once that first PPC is passed. Plus you’ll know what’s important to you in a helmet after wearing the old one.

JetRanger II available for time building for 206-rated pilots. No minimums, you log PIC time, but you will have to endure me in the left seat with the doubles (insurance requirement, I am NOT an instructor). Located near Montréal at Beloeil airport (CSB3). I charge air time only at cost of operation. PM me if interested!

Why don't you ask them? ( MNR )

A helmet is the smartest thing you can buy in this industry. Get it and always wear it! It is a major expense. You'll see 90% of pilots wear MSA Gallet the other 10% wear Gentex SPH-4/5. That is only because for a long time they were the easiest to get here in Canada. Personally I like the HGU-84. It is a very light but strong low profile helmet. The few guys I've seen wearing them love them for long line work. Check out Gibson and Barnes for the HGU-84. Another nice product (seems based off Gallet) are the EVO helmets. I know of a crash which occurred during initial training where the student now has permanent brain damage from flipping a machine. A helmet may have saved his grape, food for thought. On an unrelated note pick yourself up an ASA CX-3 digital flight computer if you can afford it. It isn't required and you can get along without it. But it will make your life exponentially easier in ground school, flight planning and during the examinations.

Now that ForeFlight 9 at long last enables User Map Shapes (see https://foreflight.com/support/user-map-shapes/ for more info on this fantastic new feature) I've created the SOPFEU Grid System KML to aid in work with SOPFEU. This includes the 9 subdivided rectangles grid system and the 4 digit main rectangle identifier labeled on the bottom left corner of each rectangle. See the attached PDF for more info on the SOPFEU grid system: User Map Shape is attached in the SOPFEU Grid.ffkml.kml file. Screenshots of ForeFlight utilizing this User Map Shape SOPFEU Grid System.pdf SOPFEU Grid.ffkml.kml

There are trolls our $hit disturbers on every forum. This topic should have never made it past page 1. My advise is don't engage. Not sure why the moderators don't look these sites when the name calling starts. I must admit this site has gone down hill. a 407 crashed outside Norman wells last year not a word on here even though it was in the news.

Pay peanuts........

This is an extension of the UH-1 Drag Brace topic, but it seems appropriate to start a new thread about it. In the other thread there was talk of ICC requirements and "company critical task lists", etc. GrayHorizons is right when he says that human factors are complex when it comes to maintenance slips. In my mind no amount of regulation or company policy will substitute for an experienced, conscientious professional pilot/mechanic team. I want to point out that this is not mechanic bashing. Pilots should be judged just as critically. To me, it is about confidence. Here is what I mean: As mechanics, you have to fly occasionally (test flights, rotor smoothing, etc). When you get in with a new pilot, in the back of your mind you wonder if you should trust this guy. But you have no choice so you go. As you work with him he either gains your confidence or he becomes the pilot that nobody wants to fly with. Most of the time that confidence is a gut feeling (unless he does something blatantly stupid.) You make your judgements about this new pilot by watching how he handles himself. Does he walk around the aircraft before he gets in? (No legal requirement for that.) Does he yank it off the pad or is he smooth and deliberate? These observations will build or destroy the confidence that you have in a pilot. A worthy pilot recognizes that at that moment he is responsible for the safety of his mechanic. Pilots judge mechanics in the same way: Does he keep his tools neat or does he have to root through a pile of parts from three different aircraft to find what he's looking for? Is he methodical and confident in how he works or does his mind seem to be all over the place? Does he tell the pilot that everything is ready to go or does he say "I worked on this, this and this. Look them over and you're ready to go"? A worthy mechanic recognizes that at that moment he is responsible for safety of his pilot. There is no room for pilot/mechanic rivalry and blame. Mistakes will be made on both sides from time to time because we are human. We need to work through that as professionals without blaming and finger pointing. Pilots and mechanics have very different jobs but each is required to earn the respect (and trust) of the other.

Sometimes it's learning, sometimes it's babysitting. A good engineer will have a good repore with the drivers, easy as that. However, there are several nutjob pilots out there who are just a nightmare to deal with. Most don't last but there's always going to be a few.

Glad to hear buddy is ok. Time to change the shorts! I sprayed for 17 years and those wires scare the s@#t out of you!

I heard from my dog walker that Delta is merging with Transport Canada to form a crown corporation that will offer a super secret interpretation only to temporary foreign worker low-timers that are preparing to leave the industry, whereby Flight Time ≠ Air Time for skid equipped helicopters, and they'll bill the customers based on the pilot's flight duty day.

Do you work for Valhalla? Lol

Choo choo! All aboard the rumour mill, y'all!

Great reply RDM 1. I have worked for several companies that gave 100 hr guys their start. I have also been in a position to throw the duals in and let said pilots fly. The one thing I noticed about myself was the ones who would go the extra mile like drop the fork at dinner and come help me wash and put away gear were the ones who I'd go the extra mile for. Just because you paid your money doesn't mean you get to advance. I had one low hour pilot lean against the fuel cabinet with his hands in his pocket watch me wash the helicopter after he finally came out of the crew shack (had to finish supper) That same tour we had a job that involved us both going. The owner asked me "why I didn't throw the duals in and let him fly"? I didn't feel the need. Another new hour girl sat and chatted with other crew while I swept the hangar floor. I had a couple thousand hours at the time. Assistant ops manager came out and asked me why I was doing it. It wasn't going to sweep itself was my reply. She never got going either. My point is you will need to impress more than the owner if you want a shot. Even the line pilots will tell you that the company will or will not get you advancing your career. I've told fellas that you should move on and the company uses low timers and never gets them going. It always srprised me that when they didn't take the advise and ended up bitter they were still on the ground 3-4 years later. Don't forget we've all been there even if we act like we haven't. Good luck. PS If they don't give you a little stick time here or there after a year that's a good indicator they never will.

I think it’ was sold shortlynafter this ad was publish.. If you really whant some cheap time building of this kind, you will find planty in the U.S.A ( did it myself) .. just look carefully around , price are always negociable.. Good luck !

BCFS 2018 Baofeng v6a.csv Here's a BCFS csv file for the Baofengs. The way it was setup, there's every duplex frequency entered for each Tone, because it's a pain in the a$$ to change tones on the fly with those radios apparently (I wouldn't know, I use my own ICOM which itself isn't terribly straightforward). Let me know if it works for you!

Pilots doing extremely high risk power line work, get paid less than half what a linemen does. Being a dope on a rope shouldn't be 2.5x more than what the pilots earns.

I'm surprised you remember so far back Bob... First thing I do when I get to a fuel cache is look at the drum's exterior condition (bumps & bruises, rust, etc.). Then I look at how they're stored (upright or on their sides, off the ground or not, bungs at 9 & 3 o'clock or not, presence of a water line above one or more bungs, etc.). Only after that do I look at fill/retest dates on the drums. I've fueled from drums where they've been exposed to sunlight for so long the labels are unreadable, but the fuel looks/smells/tests fine... (I did write "test" and not "taste") I've seen cases where fuel was delivered to a cache, stored outside uncovered and never taken off the pallets. After a bit of rain, the tops of the drums are full of water, then enter a few hot & cold cycles, and voila! You have drums that are full to the brim when you open them after only a month or two, because any expansion airspace in the drums has been filled with water. In 2012, I had an incident where I refueled at an airport from a fuel truck that I had been refueling from exclusively for a couple weeks (my only source of fuel). About halfway to camp, my low fuel pressure light came on. I was able to reduce power and limp into camp, and when we checked, we found all three filters were fouled with brown sludge. When we called the airport, they investigated and discovered their truck was contaminated. Somehow a pile of crap had come loose in the tank and gone through the pump and filters. Moral to the story: Fuel contamination doesn't only come from drums. How many people here fly off of bases where clear & bright tests are performed on an irregular basis at best ?... I find the best fuel caches are those where the drums are stored inside upright (like a sea can). This way, you can open a drum and test it without disturbing the fuel before you roll it out to the machine.

At athis poing, i had just thrown’ndt up multiple time and just can’t take some more... And pease , Snaky can you just shut it up get yourself well served by your toy boy.. At least someone will really whant’s to get some stick time with you. !!!what a f..ink moron you are !!! Still on those insulin shots ? ...