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About gannet

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  1. Skids Up, Your comments are too true, and remind me of when I wondered why I wasn't on Lab 305 in '98. I love the Vertol, and will be watching to see what chain of events caused this tragedy.
  2. You are right to think about terra firma when flying. Somebody once told me you should always try to stay in the middle of the air when flying. The edges of the air are generally populated by trees, buildings, water, earth/rock, interstellar space, etc, and flying there is always riskier.
  3. I find it interesting that some instructors do hover/taxi PFLs only over tarmac/pavement. Here in Portage, our orders require us to do them only over the grass pads or Grabber Green (practice auto field). While I don't have as much instructional time as a civilian IP(military flying rates are not large), I do know how quickly the world can go to crap. I have thought of hover/taxi PFLs as fairly benign til now. I'm still learning, and I know that excessive lateral cyclic is something I will watch for more carefully. Thanks for posting your view of the accident. Something to take with
  4. Mine occurred at about 1000 hrs doing a practice hoist in a Lab. I was flying from the left seat (letting my FO get some right seat time) and had just finished thinking, "Wow, that tree is a great reference." when the FO in the right seat, who was minding the tail while the engineer was inside hooking up the Stokes litter, gently told me to steady right and ease left as I was making wood chips at the 5 o'clock position. Embarrassing, but fortunately only the blade caps were damaged. The lumberjack jokes didn't let up for quite a while after that tho'.
  5. While most of my time is military, the family aspect of helicopters is what I like. I've had the pleasure of meeting some people, and its great to fly in somewhere, find someone you know who is there, too, and catch up. I'm now teaching ab initio military students, and it seems like fun so far. Now if I manage to get through without adding too many grey hairs, I'll be happy.
  6. I got hooked in 1980 after winning a ride in a 500, also seeing the Labs around Comox didn't hurt. I liked seeing the names posted. Ev was my mountain instructor in 96, I think, and Jan was there yelling 'MACHETE'. I estimated that Ev had more time on the starter button than I had in helicopters when I did that course. I didn't scare him too badly considering I was a ham-fisted BV107 guy at the time. Is Ev still flying? I've heard he retired a few times, but came back a couple times, too.
  7. I believe a pilot should be easy on the eyes and have a winning smile. Either that or dress well and have a really big watch. Failing that, the pilot should be slovenly, able to consume large drinks in a single swig and demolish plates of BBQ in a single sitting. Of course a mixture of all three is also admirable. Seriously though, I don't care how a pilot dresses, as long as it is appropriate for the job at hand. Poopy suits=off shore, flame-resistant=bush/firefighting/ag (ie. closer to the ragged edge work), collared shirt and tie=corporate VIP, and weather appropriate regardless
  8. Curse you for reviving this thread. I read the whole thing before I realized how old it was. When it started, I was working in New Brunswick! I've had time to lose my job, collect pogie, bang my head against a brick wall and reenrol in the military. Now its way past my bedtime, but I can't get force diagrams out of my head... Two months til my family catches up with me, then I'll be safe from UFI once more.
  9. CTD: A competant copilot is worth their weight in gold when things go to heck in a handbasket. Having one guy that should know exactly where you are when murking and the right way to go to avoid higher terrain in inadvertant IFR situations is the safest way to do it. Also very useful at times when the leans get you! Elvis: If you were on fire in a two engine ride you may have canned the wrong engine. I did that in the simulator once, and its easier to do than you might think :shock: .
  10. I agree that flying at night can be essentially IFR even under VFR conditions. We always briefed moonrise, illumination by moon and illumination levels from built up areas. Black@ss nights make me nervous, a flight from Cartwright to Goose comes to mind and a search 30 miles off Halifax, but conversely, some of my best memories were flying on nights with great illumination. A shooting star while flying over the Bay de Chaleur that lit up the cockpit or nights with a full moon and clear skies. I guess I fall into the group of people that feel properly done, night flying can be done with not
  11. Please educate me. I see a spirited debate on night VFR on another thread and find myself scratching my head. My military background had plenty of night VFR, and a large part of it was before NVGs. Pre NVG, my limits for night were hard 1000'/3 miles no matter who was in trouble for SAR (the old boatload of pregnant nuns would have been out of luck), training limits were higher. Is this a question of regulations in civilian aviation or personal choice. As long as minimum equipment requirements are met, isn't night VFR a legal option as long as the pilot is rated? Or is this a single vs m
  12. Guy's name is Robert Thorne. His outfit is called Pilot Ventures Ltd and is affiliated with the Moncton Flight College. Bought a Schweizer 300CB and hopes to add an R44. Telegraph-Journal in Dec quoted $43000 tuition for 100 hours, ground school, books, medical and examination fees.
  13. Warren Buffet said that if capitalists were present at Kill Devil Hills they should have shot down the Wright Flyer. Quickest way to a small fortune is to start with a large one and invest in aviation.
  14. Got mine today, too. Thank you very much, my 4.5 year old loves it almost as much as me.
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