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Everything posted by Crusty

  1. Assume level flight with controls "centered for airspeed" (collective stable for constant airspeed, cyclic stable for altitude and pedals centred for yaw (ball centred)). Assume entering a level turn using cyclic only. Lift vector now changes causing helo to descend slightly. Cyclic moved slightly aft to maintain altitude. With increased drag due to the onset of the bank, airspeed decreases decreases slightly. To retain original speed of level flight, collective is increased, causing an increase in torque. Increase in torque causes nose to yaw. Pedal applicat
  2. He's a troll. Joined the Forum on November 17. He's starting to leave other threads on the site.
  3. He's a troll. Joined the Forum on November 17.
  4. NVGs do require proper training, as RDM-1 states. Peripheral vision is constrained to the lateral field of view within the overall reduced field of view of the goggles (hold a toilet paper tube about an inch or so from your eye and that will show how much your field of view can be reduced). This leads to an increased need for constant scanning (head movement far left and far right - ie head on a swivel) as the peripheral vision is significantly reduced. Also your depth of field is affected by the goggles and height above terrain/obstacle judgement is affected in the low level environment - s
  5. Blackmac How do your comments relate to the tragedy involving the Cyclone and the loss of 6 lives? My posts were put forth to inform the community of a military helicopter accident that unfortunately resulted in a tragic loss of life for all souls on board. You then discuss some personal grudge against the military procurement and contracting system - zero value added. GrayHorizons TSB and DFS (Directorate of Flight Safety) are separate entities, both bound by separate and distinct rules and regulations. Detailed TSB reports are for civilian consumption; Detailed DFS reports ar
  6. Really? Without a doubt, probably the most inane armchair quarterbacking I've had the misfortune to read in regards to any military aviation accident in the absence of: CVR data, FDR data, witness statements or preliminary flight safety investigation results. It was always my perception that aviation professionals, civilian and military, assigned human error as the sole cause factor only when all of the facts failed to support any other conclusion.
  7. https://www.cbc.ca/news/canada/canadian-military-helicopter-missing-1.5550395
  8. https://www.cbc.ca/news/politics/helicopter-crash-canadian-navy-fredericton-1.5549654
  9. Never assume that the next approach and landing will be identical to the last one to the same LZ.
  10. Check is not done at idle to prevent excessive MR flapping and and MR hub damage.
  11. I understand what you're saying Bif. I guess it boils down to personal discipline...it never fails that the one time you should have, you didn't, and then you pay some kind of price...
  12. In all seriousness, the link I'm providing is dated (1996) but still very relevant for today's helicopter crews. Basically Nomex or Nomex-blend is the current working man affordable gold standard, but layering as Heliian states, is essential to get the maximum benefit of Nomex. But the most important note on layering - natural materials only (cotton, wool, silk) and stay away from man made fibres such as nylon and polyester. The following statement is taken from the link document: Clothing and life support equipment are effective only if worn in the manner for which they are designe
  13. Two piece. Think doing a #2 in your winter flying kit - just drop trou with a 2-piece if it's really cold instead of stripping down with a one piece...less chance of dropping a log into the shoulders of the onesie that's coiled around your ankles, which ends up on the back of your neck when you pull everything up...oh, yeah... Think doing #2 in mosquito and black fly weather - just drop trou and only the heinie gets bit with a 2-piece...the dangly bits too if you're slow...otherwise too much pink showing with a onesie... ...and it's easier to pork out with a 2-piece than it is w
  14. My best recommendation for you tobese, and depending where you live, is to get a hold of the closest helicopter squadron and arrange a visit or a phone call. Your best place to start is with the Adjutant, Operations or Deputy Commanding Officer (DCO). Any one of those can get you pointed in the right direction for your fact finding mission. Of greatest importance to you at this time would be to talk to any pilots fresh out of their OTU (Operational Training Unit) or pilots who are awaiting training. Talking to some of those folks will give you the very latest gen on how long they've been i
  15. I started my flying career as a military helo pilot and at best I can say that I dabbled in the commercial VFR helo world. As a military pilot, you are trained in a very regimented manner and nowadays this training takes quite a long time (in comparison to commercial VFR). Things are done "by the book" and one shall not stray from the book (ie creativity, no matter how safe, is frowned upon). Most of your "experience" is of the training variety, day in and day out, until you are deployed on operations, and the operations can be somewhat frequent or never depending on the mood of the sit
  16. No Canadian content in buying a machine built and supported in the States and since the UH-1Y isn't built in Mirabel....in a riding where Canadian politicians live...chances of Canada buying it are slim and none...meaning the logical purchase choice for an appropriate replacement for the CH146 will never happen. All Bell military helos are built in the USA and Mirabel builds some Bell civ helos (the CH146 was an anomaly), so moving jobs to Canada is a non-starter for the Americans. The CH146 Griffon is well on its way to becoming the army aviation version of the Sea King...in 2035 it wil
  17. Reference: "CH146 Griffon Capability Replacement: Informed By The Past, Prepared For The Future", author LCol JKA Fountain, DND Paper published 2016 Below find an excerpt from the Ref paper. There was also an agreement in place between the US and Canada that allowed the US to offer surplus military equipment at greatly reduced costs (to its allies). The rumour at the time was that the US was offering Canada, at the time of the Griffon purchase, Model A Blackhawk helicopters for $1 million (US dollars) per airframe. Apparently this was disregarded by the government for political reasons
  18. I would suggest a 2-piece flight suit (shirt and pants). Makes going to the bathroom a lot easier (especially in winter) and you can always remove the shirt when the temperatures dictate.
  19. I was flying a 212 with a FN support crew out of the Elbow Fire Base some years ago. It was getting near the end of their 21-day rotation and one of their older guys came up to me after the morning checks and asked me something. The conversation went like this: George: I was wondering if I can ask you something? Me: Sure. Go ahead. George: I was thinking that maybe we can get Tiny up in the helicopter today. He's been driving the support truck all the time and wants to go flying. Me: Sure. That shouldn't be a problem. I have time to talk to him and give him a safety br
  20. Hello Ice. It all depends on how it's treated and what kind of shape it's in. If: a. The shell is cracked anywhere (including edge cracks) it's u/s (the shell is the primary force absorber and it can't be compromised); b. The shell has been dropped and there is a soft spot or indentation on the shell surface, it's u/s (see above); c. You have a Styrofoam liner and it's badly gouged, cracked, or dented, replace the styrofoam liner (the Styrofoam is the secondary force absorber and will be "activated" for heavier impacts - it can't be compromised); d. You have a "bubble" s
  21. Very tragic. My heartfelt condolences to family and friends of those who died. RIP.
  22. It sounds like an Ivory Tower directive from Transport Canada, especially with the unbelievable statement "even for the purposes of saving human life." I see the potential for law suits if: (a) a patient dies and ( the helicopter crew/company can prove that the patient delivery could have been done safely to the H1 helipad IAW the flight manual. In the end this becomes a moral decision on the part of the aircraft captain - save a life or don't break a TC regulation to save a life - sounds like my aviation tribunal would be front page news in the papers because I broke a regulation to save
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