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Everything posted by Norm

  1. I got very frustrated with the company while on a job up north one time. I was pleading with them to send a battery and constantly fighting with the machine to start. No battery arrived so I made my own GPU. Little unit worked some wicked, loved it!! Hope the pics help.
  2. Does anyone have a digital copy of EC-130 B4 flight manual they would be willing to e-mail, thanks.
  3. W&B, what's that? just kidding of course
  4. https://www.cbc.ca/news/canada/north/trans-north-helicopters-environment-yukon-caribou-net-gun-1.5137836 I used to watch the wildlife guys drive 500's on net jobs thinking it was cool sh!t, until they took a pin in a main blade one day. Just looking at a net gun gives me the willies now.
  5. I called every operator I could find when I wanted to pay for an AS350 endorsement. 99% of them wanted no part in private training, but I had a bunch of job offers. The only company willing to do the training gave me a fair rate on an AS350D and the training pilot was exceptional (I was very happy with my choice). PM me if you would like the info. Thanks
  6. That's a new one to me! Made me laugh this morning.
  7. I'm in the exact same boat. After 15 yrs I'm fed up as well, taking some time off and back to school.
  8. I was referring to the initial cockpit warning indications (T handle illumination). I believe the detection sensors are independent in each engine bay, therefore if #1 side goes on fire the #2 handle is not designed to auto display a fire as well unless both engines are actually on fire. Yes, the bottles are plumbed to deliver the charges to either side depending on the selection of the fire bottle switch.
  9. I'm curious to know myself, I don't have my flight safety books right handy to read up on the system. I always thought they were independent of each other. There is a lot of firewall material separating them and I wouldn't think the heat would immediately get across engine bays to illuminate both T handles. If I had to guess (this is only speculation) there maybe an undetected fault grounding out both warning handles if one illuminates. The press to test button illuminates both handles when testing so it wouldn't show up on daily checks. The 212 has the most peculiar way of developing odd gremlins. I've had the "beast" (as I like to call her) throw me some dandy 1/million curve balls over the years.
  10. Here is a 212 droop cam compensator. As you can see it is a mechanical linkage. It is connected to the collective and as the pilot increases power the linkage leads the engine N2 to prevent droop caused by the requirement of the main rotor loads. It will make much more sense once you have a few hours on a turbine machine utilizing this type of system. But for now I hope this helps answer your question.
  11. From a pilot standpoint 97%-100% N2 (power on range). Small droop (1-2%) is normal pulling power. A crappy governor will over speed up to 5% percent when reducing power especially when heavy. The droop compensator is a mechanical linkage that auto inputs commands to the governor so the system doesn't lag to much when you pull or reduce power. Remember this is old analog tech. I'll see if I have a picture from the 212 it's very clearly visible.
  12. I heard someone "meowing" on 126.70 over Northwestern ON one time.
  13. I've met pilots that are certified genius's with degrees up the wazoo and others with very little previous adult life experience before they started flying. The successful ones all have the same thing in common. They were willing to start at the bottom and work their butts off. True some lowly operators are known to take advantage. I agree with Bif that most of these responses are overly snarky. But for the most part there is a degree of honesty. The reason they are giving you a hard time is frankly there are no easy sidesteps to the top. But who knows, maybe you'll be that 1 in a million 100hr super pilot that moves drill like a rock star in 1/8 mile vis. All while flying with your knees because you are texting an accountant about all the money you are making. Then back to your penthouse in Rankin Inlet where you drink whiskey from a cowboy boot in a hot tub filled with hot blonde strippers every night. Oh wait that's my life I had a 100hr pilot friend whom was working for another company tell me one time. Quote, "I can't wait until I'm high time, I am so tired of scrubbing the toilets". I laughed and told him stories of my 14 yrs flying. Then I told him what I did that day, I swept the hangar floor and I scrubbed toilets all afternoon at my base. Grunt work is a fact in this industry. The military offers a style of flying and environment you may like. It's worth checking into.
  14. When I started in 05 the generally accepted opinion was to attend a school run by a big company. Great Slave, Canadian, HTSC etc... The idea was if you did well and made the right connections you had potential to be hired by the parent company. This is no longer a reality. To my knowledge all the big companies have shutdown initial training operations. If I were you I would look very hard for a small school with experienced staff. You want to find an instructor that is personable, experienced and well rounded in industry skills. For example an instructor may have 10 000hrs teaching. But has never faced the challenges of bush aviation (tent camps, pushy customers, bad food etc...). Perhaps learning from someone that has met with these challenges may better set you up for success. As they can pass along real world tips and advice. Any of the small popular piston engine helicopters will be fine for the bulk of the license requirement, but budget enough money for a Bell 206 endorsement (5-8hrs) at the end. Choose a school operating more than one helicopter. As it may prevent delays in your training due to maintenance or breaks downs. Ground school is all so very important. Having a good classroom with proper teaching aids and study space is a bonus. At the end of your training I would advise doing 1 hr of long line. It'll be ugly and mentally exhausting. But all you want is a basic understanding and some safe direction. You'll have your whole career to perfect it. Most schools encourage visits and will arrange a tour. Look for one that gives you a warm fuzzy feeling. Industry prospects are very good right now for aspiring pilots. I know I haven't answered your question regarding who operates the best school. However I am hoping you'll be able to make an informed decision based upon some of the positive posts. I guarantee you'll eventually get grumpy like the rest of us if you pursue this lifestyle. But by gosh we all had a lot of fun getting that way I'm sure. Good luck and be safe!
  15. Plus one for Merit Apparel. I was in the same situation this summer. Bought a liner and chin strap. The folks running the show there are excellent.
  16. I would be very interested as well heliheli. Please PM me if you find out anything. Thanks
  17. My engineer this tour has Costco ear plugs. He says they are great! I've noticed some manufacturers of custom molds offer different types of noise protection. If Costco does the same I am going to order up a set that will let a little noise in. They should be perfect under my helmet. I'll just turn up the com box a tad.
  18. I have discovered after long days bucketing in the medium my ears are suffering. CEP custom molds are as expensive as a decent pair of in ear noise cancelling buds. Is anyone wearing something under their headset or helmet with success? I am looking at bose, sony, Jabra ($200 range). Thanks
  19. 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.
  20. I've been dragging my old MEC sleeping bag around for years. It's pretty tired out and with space in my duffel being at a premium it's very bulky. I'd like to replace it with something that packs up as small as possible and is warm. I'm sure 99.9% of us in this industry know the value of a good sleeping bag. I'd be interested to hear what others are using? Thanks
  21. Talked to Rob yesterday. Guy seems to know his stuff. Soother liner ordered from Merit. Thanks
  22. Might have three options Zeta, Boxell & maybe Pro Flight Gear. I'm just not sure which thickness to get. On my factory liner I've got extra thick top and side pads with thinnest front pad. I think I will make a call to some suppliers. thanks
  23. After a few thousand sweaty hrs my Gallet LH250 liner is really skunky. What are guys typical replacing them with? Thanks
  24. Completed, found a great outfit out west. thanks
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