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go coastal

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Posts posted by go coastal


  1. I too use the Lifeproof case and cradle for my Ipad mini with Foreflight. From my research, I couldn't find another company that made a comparable quality product in regards to protecting the ipad and mounting it for flight. The cradle fits the Nuud (or Fre) case like a glove. You can purchase a mount from RAM that attaches to the back of the Lifeproof cradle so that it can be used with any Ram mount system. Bomber! I highly reccomend Lifeproof and Ram!

     

    Cheers,

     

    Ben

    post-1494-0-50037800-1434386908_thumb.jpg

    post-1494-0-84961700-1434386923_thumb.jpg


  2. I'm a techno-peasant! Hope this works!!!

     

    https://www.dropbox.com/s/e82ee6vxcbx1epf/AW119MKII_RFM_.pdf?dl=0

     

    https://www.dropbox.com/s/pilh2zsgjwnmlnw/A119%20RFM_IDS.Cmb.pdf?dl=0

     

    This fuel calculator was created by my friend Mark A. Even if you don't weigh 160 lbs like his skinny a$$ does, its still a helpful guideline.

     

    https://www.dropbox.com/s/wj5koyqy7lxjg27/Koala%20Fuel%20Calculator.xlsx?dl=0

     

    Have fun!

     

    Ben


  3. One thing I might add would be to treat your "last lift" time as an unbreakable rule. Consider it as a " if everything s**t the bed right now (i.e. size 3 avalanche with multiple burials), I am confident that I would have enough time to properly carry out a rescue. By this I mean you will need to act as the central cog in an incredible complex and dynamic situation. Emotions will be on high, responders can experience shock, digging avalanche debris is like digging concrete, your aircraft may need to play multiple roles as "responder", taxi cab for additional rescuers, and medivac transport for critically injured. Don't forget that they'll all want a ride home to the lodge at the end of it all too. From my experience, thats a lot to pile into any "end of the day" scenario. Very little goes "exactly to plan" so extra daylight is always nice to have.

     

    By the way, I don't mean to imply that we don't work with professionals; 99.9% of the guides I have flown with in my time are totally "on it". It's just the fact that we are dealing with human beings, and when dealing with human beings, especially in highly stressful situations, you want to have your ducks in a row so to speak. Consider the fact that on a "blue-bird" day this type of occurrence is going ratchet up your stress-level and workload considerably! So when you factor in fading daylight, or any kind of weather which is less than stellar, you now have your hands very very full. Again you do not want to find yourself pushing daylight in any heliski scenario. You will find that most guides have considered this scenario also and will be duly respectful of this limitation of time and daylight, however as with any area in life, there are some people out there that like to push the rules more than others. Overall, if you plan on heliskiing as a long term gig, you will need to set yourself some limitations right from the start. Some guides will push to see how far you'll go (weather, landing spots, etc.) and it is your job to let them know you are serious about the limits you've set right from the start. Just like the fact that you're serious about the limit they set for themselves as "last lift".

     

    Good luck and have fun!

     

    Ben

    • Like 1

  4. I purchased a Gallet LH050 a couple of years back. It's the "Janer" model but that makes it lighter and also less bulky for long-lining out of a bubble window. You still have an internal visor which is available in all the same tints as the external visor. I've been very happy with mine. PM me if you want cost, supplier etc.

     

    Cheers,

     

    Ben


  5. Hey guys,

    Could anyone point towards a degree that would work well with being a helicopter pilot (a company would see your degree as a plus)?

    I'm thinking Geography, or Geology. Any other recommendations?

     

     

    Hey Flash,

     

    If you're looking for a serious answer, I would suggest you consider a Bachelor of Commerce. It can't say it will ever be "the reason" you get a particular job, but I can say from experience that the many skills you acquire while obtaining the degree will be helpful throughout your career.

     

    Some of the skills you can look forward to learning while you work towards your degree are;

     

    A comfort and ease with public speaking.

     

    An ability to organize your thoughts into a meaningful and understandable presentation.

     

    A familiarity with the various corporate structures such as sole proprietorships, limited liability companies, and partnerships as well as the tax advantages that can be achieved within each one.

     

    Financial management and forecasting.

     

    And the list goes on...

     

    Many of the previously mentioned skills do not require a degree to master and therefore you may be better to save your money and put it towards your living expenses for the first few years of your piloting career. On the other hand, completing any degree or skilled trade before you become a pilot will show all potential employers that you are willing to stick it out and see a job through. I can't say for sure that my degree has made the difference for me in my career but I definitely would say that it has been comforting to have as a fall back option along the way.

     

    I hope this helps.

     

    Cheers,

     

    Ben

    • Like 1

  6. I love the 407 but I definitely wouldn’t describe it as a performer in hot and moderate altitudes let alone hot and high altitudes.

     

    I was flying the 407 on fires out of Castlegar a couple of summers ago and bucketing for a crew at 5500 feet and 32 degrees C. . The scenario I was in had me approaching the water drop with an M.G.T. just below the 5 minute take-off rating of 779 degrees and a tq of 76%. i.e I had 24% tq. remaining before reaching the take-off limit but couldn't use it due to the temp limits.

     

    This machine had a so-so engine at the time (only +12) so that was definitely a factor. I have been told that a more typical 407 power check result would be somewhere between +30 and +40 (maybe someone can confirm/deny this for me?). Anyway, it’s a sweet machine to longline from and a total champ in the colder weather but not what you are looking for if it’s hot and high places you plan to visit. This has been my experience with it.

     

    Hope this helps.

     

    Ben

     

    p.s. I flew the FX2 last winter and it was a stump puller. I haven't flown it in the summer but I would imagine it would easily out-perform a 407.


  7. I think you meant to say per day.

     

    Sort of; What I was meaning was that if you fly a total of 4.0 hours over the day with 4 groups, as long as each group gets at least 20,000 or more vertical feet of skiing in that day for "their" hour of flight time then you are in the good. Obviously over 20,000 ft. per group is better and probably means the guide has his/her shite together that day.

     

    But yes, you are right, I didn't mean to imply that you could achieve 20,000 ft. for each group for each 1.0 hrs of flight time (or in other words 80,000 ft. of skiing in 1.0 flight hours).

     

    So I think we are talking about the same thing???? I'm getting confused myself.

     

    Ben


  8. Production Pilot= Not wasting the clients or the helicopter companies money, getting the job done in the best of time needed to complete it safely and effectively.

    And I will disagree with the calling you back, as if you are a big spender in the ie. "bar" they will all want you back

     

    Seen it many times

     

     

     

    Hw

     

    Spendthrift, Boozhound, Bar-clown. You've got me all figured out...

     

    Ben

     


  9. Another type of production flying that has nothing to do with a longline is heliskiing with several groups. If you are moving four groups with one machine, your goal is production.

     

    The standard level of competance is usually gauged by how many vertical feet each group skis in one hour of flight time. Over 20,000 vertical feet of skiing per group in one hour = good, under 20,000 per group = bad. The trouble with this standard of measurment is that just like in seismic bags or drills, there are a raft of variables that are completely beyond the control of the pilot. The guide has to have his/her poop grouped and be working on an "all-day" plan. The distance betwen runs, the speed of the skiers in each group, the weather, the snow quality and conditions, first day vs. last day, etc, all have a huge impact on the end result.

     

    Like jacdor said, if they want you back you are probably providing the production they are looking for.

     

    Ben


  10. I've been a full time salaried (non-union) employee for three years now at my curent employer and I am loving every minute of it. Unlike other "salaries" which I've earned in the past, this one allows me to afford a reasonable lifestyle whether I'm flying or not. As a result, I have a great deal of loyalty to my employer and have no desire to move on. I do my best to provide top quality service for them whenever I am at work as they clearly are doing their best to keep me happy. Seems like a "win win" from my perspective.

     

    Decent salaries do exist here in Canada; I just don't think they're the norm.

     

    Cheers,

     

    Ben

     

    p.s. if you work or fly more than "X" number of days/hours in a year, there is an insentive/reward program for that too. As I said before; lovin every minute of it!

     

    Perhaps slightly off thread here, and almost certainly sure to raise hackles on an old topic, but having myself worked in several different parts of the world, I can't help thinking that the whole system of flight pay/incentive pay in Canada, is always going to be a cause of discontent/resentment amongst pilots.

    I doubt anybody would even dream of joining a union, if they were flying 8 a day for a whole summer!

    It's always during the bad times that these issues arise.

     

    In Canada, there doesn't seem to be any scope for more experienced pilots to benefit financially from having that extra experience.

    In fact, one can get into the ludicrous situation, previously mentioned on this thread, regarding flying for the oil/gas sector, where a more experienced pilot has to be allocated to a crappy oil/gas sector job, flying .9 a day, whilst his younger, less experienced colleagues, are flying 8 hours a day on fires/seismic/whatever, in the same type of aircraft, for the same hourly flight pay!

     

    Usually, your rate of pay boils down to your desirability as a pilot with specific skills, such as logging/seismic whatever, but then where do you go when there's no logging/whatever? Do you accept a lower paying job?

     

    In the airline world, at least there is some sort of career progression (by which I really mean pay), from co-pilot and up, and even increments for time served etc.

    They still get paid the same, whether their 747 has 300 people on board or 25.

     

    It seems that the main pathway to move up the pay ladder in Canada, is to progress to larger helicopters. However, you then run the risk of earning less then an R22 pilot in a slow season, because you will probably fly far fewer hours.

     

    If pilots were paid a salary, ( I can already hear the booing!) be it annual, monthly, per tour or whatever, who would really complain then, about doing non-revenue flights to Resolute, sitting in the back of a 206 for 10 hours swatting bugs, or just "sitting" on a base somewhere.

     

    Your salary, would, like the rest of the world, be based on your skill level, and experience. If you had a busy year, you might feel short-changed, but how many busy years do you have these days? One in four?

    One can't rely on Galore Creeks and NWT diamond rushes for your whole working career.

     

    This would also help to avoid the "stopwatch" culture of certain customers, pressuring pilots to work faster.

     

    Customers would (hopefully) be more content in the knowledge that their pilot wasn't "dogging it", to help pay his mortgage.

    Isn't that why Government agencies insist on meters? They think that pilots on incentive pay, want to rip them off, surely?

     

    One might also be less inclined to push the weather/carry snags etc., if your pay packet didn't rely on you continuing a questionable flight.

     

    Ok, so now I hear you say, "how do the employers pay us a fixed salary, when times are lean?"

    Well, I'd like to think that the employer, who made a killing over the past few years in the good times, has put something aside for that. More likely he spent it on that new boat!

    At least his wage bill would be more predictable.

    So I'm not sure what the answer is to that one, but it seems to work fine in other parts of the world.

    Short term, fixed rate, seasonal contracts would work, assuming the rate was sufficient.

     

    As I say, a bit off thread, and probably an often discussed subject.

    Just my observations........

     


  11. "The Law of Cause & Effect states that absolutely everything happens for a reason. All actions have consequences and produce specific results, as do all inactions. The choices we make are causes, whether they are conscious or unconscious, and will produce corresponding outcomes or effects.

     

    The law of cause and effect is commonly known throughout science. For every action there is a reaction or similarly, for every cause there is an effect and from every effect there must have been a cause.

     

    Often people are living their lives reacting to one event after the next. They presume life is just a random series of circumstances and that they must deal with what life throws at them from moment to moment. They are unaware that they are directly responsible for each and every event that appears in their lives. Due to the law of cause and effect they have in fact created the circumstances that have arrived in their reality from their own thoughts, words and actions. These thoughts, words and actions on the part of the individual are the cause and the resultant outcome at some later date is the direct effect from the initial cause."

     

    Worth a thought.

    Tell that to my 39 year old sister who has MS.


  12. THanks Ben,

    I was looking at he pictures of the Gallets and couldn't tell if the 10 and 250 also had the internal visor that the 050 has, in addition to the external one. If not, then is that space in the shell taken up with extra padding?

     

    As far as I know, the Gallet is not available without an internal visor. The lowest model is the LH050 which comes standard with the internal visor. You'll just have to decide whether or not you would like an external visor in addition to the internal one (the external visor comes standard on the LH150 and LH250). You can remove the internal visor quite easily if you want (on my old helmet I removed the external one without too much trouble). If you do decide to remove the internal visor, you won't gain any extra room for padding as the space which the visor occupies is between the helmet "innards" and the hard outer shell. Clear as mud, right?

     

    Hope this helps.

     

    Ben


  13. I had an SPH-4 for 10 years, an Alpha for 20 so the time has come the walrus said......plus my engineer is MOCKING my helmet and I can hardly take his withering look as I hit the side of it in the mornings to get the left ear piece working.

    So I'm looking at either the Alpha 200 or the Gallet 150/250 and would appreciate any input. I'm tending towards the Alpha because I like my old one. The Gallet looks solid but maybe quite hot.

    Thoughts from anyone who's bought either of these in the last few years?

    Thanks

    David Wood

     

    David,

     

    I just bought a new Gallet last month but I went with the LH 050 version rather than the 150 or the 250. The helmet is identical in every way to the 150/250 other than it does not come with an external visor. Without the external visor the helmet is slightly lighter and also less bulky in the bubble window when longlining. The internal visor is available in all of the same colours as the external one. I went with the grey visor as I find it is a great sun shade for the eyes but it also works very well to provide definition in flat light. The helmet comes with a range of cushions that allow you to customize the fit. I think most people go with the aftermarket Oregon Aero Hush Kit and Zeta Liner to add to the comfort. Anyway, so far so good with the LH050. It was $1315.00 USD with avionics from Helmet FX. Oregon Aero Hush Kit and volume control extra. Hope this helps.

     

    Ben Whyte

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