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Everything posted by DGP

  1. I seemed to have worked for #4....for 40+ yrs....and usually from sun up to sun down.😩
  2. Welcome to the wide wide world of helicopter flying!
  3. DGP

    Hard to find guys

    Well I will make this short and not so sweet. I did the good old days summer in the bush tours. Followed by the winters in the bush! I spent more time in the bush then at home...but that was the way it was..Seems like times may be a changing...for me anyways. If the cash and tours aint good ...I am sitting at home. All the best guys.
  4. It seems that every job out there today at least in the far left wants pilots to have a cmc. I am sure that this is a requirement these days for BC forestry...not sure why as many years ago nobody had a certified course but hey I don't make up the rules. I was out west looking around for work back in the mid '80s and ended up in the office of a large company who I will not mention names but they are still around. I said I would work for them if I got some mountain training and was told ...hey you got thousands of hours...you will figure it out I am sure.Is this just a money grab like most other requirements? I got most of my training the old fashion way....there's the job...getter done!
  5. The ship above was CGCHZ....dnr in Ontario had CFCHZ....I wanted to get a pic of the 2 side by each when I was in Timmins but no luck.A week later both ships were in a camp 20 miles east of Churchill...still didn't get the pic!!!! We did have one heck of a party that night though!!
  6. I had 2 Gentex sph5...bought a newer style Gentex with the flat sides...can't remember the model but it weighs about half as much as the old ones. Got it from a company in Kitchener Ontario. Very quick and good service. Think they are Kitchener Aero.
  7. Why did Bell give us a 505 to replace the 206 instead of the already produced 406 that the US military had been using for years. I think operators would just get a L4 instead of going for a 505. Not sure if any 505 are working in Canada. The 406 would probably have reduced the 407 sales but we will never know. I am sure they would have sold more of them than they have sold 505's.
  8. DGP

    Mountain flying tips

    I guess i should have taken up the offer to fly a K-max that I was offered years ago...It sounded like a good way to write myself off so I declined....slinging powerline towers. Might have been fun..maybe not.Have some good stories about that one..not that specific job but in the same country!
  9. That's the ship I flew to SA. Lots of spray time on her.If you want an L you should get an L4. The high altitude tailrotor would be a good choice as well . At full gross weight coming off an elevated truck pad on a hot day,low altitude you will run out of left pedal.
  10. They have had a fix for old smokie long ago...clean burn combustion can...just more money on a loosing proposition. The L4 I flew was a locomotive until they got the can...a lot less scrubbing of the booms.
  11. What Trex said...c28 will temp out working heavy at 25C. I have heard that you can't find parts for a C28 engine anymore or even get it O/H. I would check that out first! It will do what an L3 will at lower temps. Some of the ones that I flew had their Bled valves removed and could not go above 3000 ft . This was done to help the temping out problems. 2200 empty would be stretching it...2300 was commom. L3 and L4 usually around 2600. The L4 will make an L3 look sick.
  12. 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.
  13. Not quit hbd....hows it going....I have worked on Fh1100 back in the old old days with Klondike.
  14. 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!
  15. Definitely looks related! Butt ugly for sure! Other than having a flat floor I would get an L4....very reliable! Not very fast and boring compared with a 407. 406 would be a sweet ride and definitely a stump puller...would have had me looking for an operator that had one! Have to stick with the 407.
  16. Yes but they didn't give it a RR C30 engine. Engine is from France. Wait until you need parts or an O/H on that engine....
  17. For sure the 505 is one ugly looking thing. The old jetbox was and still is one beautiful design. I saw an artists rendition of what Bell had in mind before they threw the 505 at us. It looked much like a 406 but a lot racier ....you can probably find it on google somewhere. The description at the time said it would have a flat floor design. Why they deep sixed it is a mystery. Who would buy a 505 when you can still get an L4 other than the price. Also heard from a friend that flew a 505 for a demo flight for a customer that it does not have a throttle on the collective...what???? another good reason to say no thanks.
  18. I would think if you could get a 406 which has a 650 HP engine in a jetbox airframe for what they are selling a 505 for which seems to be $1.3 mil that they would definitely be a seller....my 2 cents. With the smaller airframe I would think it would lift 3 grand on the hook. But we will never know. I mentioned this to a bell rep at the hai once as I was sitting in a 505. He seemed disinterested! As if to say this is what we got...go for it. I think not! I am sure they could have certified the 406 for civy use with very little problem. The drive train is either 206l parts or 407 parts . Engine was a C30. I think Bell also made a big mistake not using the C30 in the 505. That engine is bullet proof! What money was spent changing the already proven L4 engine and drive train over to some thing totally different. Seems strange! I don't see the 505 taking over for the 206.
  19. Just wondering why Bell did not make a 406 for commercial use to replace the 206.Instead they gave us the 505. Not sure if these will replace the jetranger. Maybe I will start a new thread as I digress. The 406 was a 206 on steroids.
  20. I worked with a guy down east here for 5 years and got to be real good friends.At this time I hadn't flown a jetbox for about 7 years.We get chatting one day and we started talking about what we had done flying a 206. It finally gets down to how many passengers you would haul with max fuel for gross weight.I tell him that when I worked out in the prairies I normally would only take 3 passengers.He tells me when he worked in BC he was told to always take 4 .We all know what a jetbox will haul .You aint going very far with 4 passengers and gear in a jetbox ....do the math. Now throw in some altitude..Sure a 206 can do a job if you stay within its limits but lets get real.The old jetranger has seen its days. I loved flying them. SLA..I am sure you would have loved to have a ship with some pulling power especially in the mountains.I get the same reaction from people flying 206Ls. I have lots of hours on B's and L's. Not much fun loading them up to gross and trying to get airborne in a tight spot.Add some density altitude and you are in for some fun. Also there was a reason that Bell developed the high altitude tailrotor for the L...this is the same t/rotor that they put on the 407. I am sure you would have preferred to have been in a 407. I have flown 407 for 18+ years and I love them. I have friends that have flown them out in the mountains and they tell me that they are ok but not on hot days.Even at 1500 ft on a 30C day you will hit your TOT limit. So thats why they have an engine swap!.As SLA said...humbling...stay safe folks!
  21. Once again folks thanks for all of the great replies. With the said club attitude going on and from what I just heard from a friend who also was looking around out west I think I will not waste the cash buying a mountain course. At this stage in my career its probably safer to stick with what I know. I have had enough scary s**t in 40+ years without looking for more. Again thanks.
  22. Empty weight goes up 200 lbs...gross weight goes down to 3000 lbs.
  23. It didn't take me long to figure out that at 95% torque in a jetbox with 20 gallons of fuel and 2 pax and a vsi gauge heading for the bottom that I should maybe do a go around. Especially when the airspeed is heading for 0!
  24. Thanks for the comments guys especially topfuel and sirlandsalot. When I was told I would have it figuired out in a week and don't sweat it I thought this guy must be nuts! I had not flown on Baffin at that time .Anyways I said no thanks and walked. Sounds like I made the right move. I have always wondered if I had made a bad decision as I still don't have a CMC but after flying on Baffin I would sure have love to have had the course. Strange how no one told me when I went up to fly on Baffin that I was getting into some very tough on the job training once again. That sediment sampling job was real fun...on bags in gale force winds..some of the lakes we landed on were very small and way down in some tight holes. A couple of times I had to say NO way are we going down in there!