Jump to content


Advanced Member
  • Content Count

  • Joined

  • Last visited

  • Days Won


Everything posted by hired-gun12

  1. As per the circular you have to have the course approved and implemented by January 31, 2019. The pending CASS come into effect at the same time they are implemented, which shows a considerable lack of foresight by TC. I asked my POI if Ottawa is **** bent on putting most of the helicopter industry in a non-compliant state by Feb 01. I also asked for confirmation on the implementation date, and I was told in a later conversation that Ottawa was not budging on the date. http://www.tc.gc.ca/eng/civilaviation/regserv/cars/list-amendments-standards-not-yet-force.html#720.01 So I contracted a CRM professional who designed a company specific course. We have implemented this through 1/2 our crew now and will have the other half completed by mid December. For a smaller operator, who can get all employees (pilots, AMEs, ground crew, ramp personnel, flight followers, managers) to a single location for the classroom portion of the course (mandatory) I would suggest creating your own. Use the circular and the internet, and company specific case studies.
  2. Saskatchewan and Manitoba have much better prices on cellular phone plans. I am in Alberta and pay significantly more monthly. You'll end up with an out of province number but most plans are free nationwide calling anyway. I've considered it but can't because of work.
  3. Although there is nothing I have ever found which specifically mentions dual controls (usually in Bell mediums to facilitate longline bucketing), we have always used Operations Specification 040 - Carriage of Persons, in conjunction with the passenger briefing which is defined in 722.23. Practical training to be carried out on the ground statically before flight, similar to requirement for 044. 722.16;Carriage of Persons The standards for authorization to carry persons other than flight crew members and persons essential during flight are: the person is a flight crew member trainee, is a person undergoing training for essential duties during flight or is an air operator employee aircraft maintenance technician; the person is a fire fighter or fire control officer being carried within a forest fire area; the person is being carried to an aerial work site, performs an essential function in connection with the aerial work operation and is necessary to accomplish the aerial work operation; during helicopter external load operations, persons not essential during flight are carried only in conjunction with a Class D load which complies with subsection 702.21(1) of the Canadian Aviation Regulations, except for crew members undergoing training, or fire fighters carried only in conjunction with a Class B load consisting of equipment necessary to fight fires within a forest fire area; (amended 1998/09/01) aircraft equipment requirements comply with Subpart 605 of the Canadian Aviation Regulations, Division II - Aircraft Equipment Requirements for aircraft seats, restraint system requirements and shoulder harness requirements, as applicable; and persons are safety briefed in accordance with section 722.23 of the Aerial Work Standard. NOTE: (amended 1998/09/01; no previous version) Parachutists and jumpmasters are considered to be essential during flight and do not require an Operations Specification under subparagraph 702.08 (g) (iv) of the Canadian Aviation Regulations.
  4. Can't man, not by strict definition as you cannot get around the Class C designation. "I've heard" it has be done safely with the headache ball, but that doesn't alleviate anything. We went around this when dealing with heavy pulls putting in OPG fiber. It would be much more comfortable with a 350 and a heavy ball (vs. 500/Colorado sidepull) but we stayed away.
  5. I have never thought of MVH as a puppy mill. I have known/worked with PB for almost 20 years and have the utmost respect for who he is and what he puts into his students. We have an agreement between our company's, and we are hiring our ground crew from MVH exclusively. Yes, you will spend 2 years on the ground with us before getting your shot at a seat...and there is no guarantee...but, our plan is that the proper candidate gives us 5 years and we'll give them 1000 hours and production longline proficiency. I think that in this day and age this is as good as it gets for a 100 hour junior pilot. I have a pilot who is 18 months into his seat (approx) and has broken his 1000 hours already. I am in the process of training/PPC'ing 2 more candidates right now. IMO this is a far cry from some of the negativity which has been expressed here. Don't show up at an operators door and lie about anything, ever. It's transparent and compromises your integrity. I have no personal experience with LR so I withhold any comment there. Rick Kitzler Chief Pilot Heli Source Ltd.
  6. I agree with you 100% sirlandsalot. I thought the answer was obvious as well. I have had a chart with a track-line marked on it for every x-country flight I have done for the last 20 years. I had a junior pilot ask me the other day (on a dual x-country through the mountains to the coast) if I used a map or GPS. I told him my opinion... the Garmin 100 I used for years was always offline. In fact it only aquired satellites long enough for you to get yourself lost without a chart on your leg...especially in weather. Now I realize that my shiny new 500 with the latest topo charts loaded onto it probably wont fail. But probably is not enough for me. I'll always stick with a chart... Oh, and Skully I think you are correct, it is still law. hg12
  7. My sincere condolences to the friends and families of all involved, and our neighbours at VIH in Stewart. Rick Kitzler
  8. ouch. I used to carry a small tool bag with most everything I thought I may need. I rarely used it and found I could use the weight more efficiently. I now carry a large leatherman, Curve,I think... and throw it into my helmet bag once in the field. It has served me well many a time, as mentioned previously. Beyond that, unless there are extreme circumstances, the maintenance department can handle issues. They do it waayyy better than I do anyway.
  9. :down: :down: :down: Please just leave this forum. You contribute nothing of worth, and your whining is boring. You made your own bed, now sleep in it.
  10. I would like to make a major point that has not been commented on. With all due respect rocksteady, the difference, and it is vast, is the skill required to set a drill on the side of a cirque and line up bolt-holes without squishing fingers. It is partially reproduced in a forestry environment by bucketting retardant from a tank at altitude, but since the original post dealt with ASRD and the OMNR, this isnt done often, if at all. I just came off the ASRD monster which was the Bitumount Complex, 43 machines, smoke, etc and I am now in the rocks slinging drill. There is no comparison in skill required. Period. Radio chatter means little, and is overcome by the inexperienced in a day or two. Just my $.02
  11. Just to clarify some facts. Immediately after the accident in Slave, ASRD gave all active aircrew the option of landing and taking a break for however long was thought to be personally necessary. Then, after about 20 minutes the call came down and they suspended all rotary wing operations on SWF-056 for the rest of the day. All aircraft returned to Slave and were stayed. The IC for the complex was at the safety meeting the next morning and almost broke down speaking of the events of the previous day. Then they went as far as to offer professional councelling to anyone who needed to talk, as they had brought someone in. I am not defending anyone, or any organization, but trying to present the facts.
  12. Interesting observation Egg. I am making my return here for the first time in a long time. same stuff, over and over and over and.... Back to post, sorry I cannot add anything to help you out Roo. Have ever only sat in a 130 static. I have no stick time in them at all.
  13. HF's comments were way past anything acceptable to a professional in this industry. Most people I know are dealing with an extremely slow winter combined with a mediocre (at best) summer season... and nobody else is wishing death and dismemberment upon their peers. I realize he is gone and I think he should stay gone. Yeesh.
  14. Vortex ring state is an aerodynamic condition affecting the main rotor system. It can be encountered with almost any VSI reading and its formation is dependant on a number of conditions, gross weight, power applied, wind direction and strength... It is unlikely to occur at VSI readings which approach the autorotational decent rates of the particular machine you flying, as vortacies generated will be above the rotor system. This being said, it is still possible if partial power is applied and airspeed is reduced or at speeds around translation. Settling with power was best described to me as being similar to driving your car at 100 km/hr toward an intersection with a red light. If you apply the brakes at the stop line you cannot expect the vehicle to stop in time. Same thing with the machine. Settling with power is not an aerodynamic condition of the rotor system rather it is a result of improper power management on the part of the pilot. Settling can lead to vortex ring state if the condition is left long enough without proper recover technique applied. The terms are not interchangeable. This is how it was explained to me. My $.02, nothing more. HG-12
  15. haven't been here in a long time. same shite...different thread. <yawn>...*logs off*
  16. The tail rotor is a 407 style, which is non-boosted and is able to change the preset pitch angle by way of a variable ratio bellcrank. It is patched to a control head in the cockpit which requires altitude input. The tail rotor self adjusts depending on altitude to allow the pilot additional left pedal input to compensate for loss of efficiency. The tail rotor is heavy to fly and takes a bit of getting used to. Watch slippery pads in the winter. FMS-19 in the L4 manual I believe, but its been a while since I have flown it.
  17. Yikes. I closed the video after the tunnel...
  18. Propontop, I agree with JetB 100%. I had an opportunity earlier in my career to take a position closer to home and with better pay and a lot more time at home. I have two kids and decided to take the postion even though I was giving my current employer little notice. That employer had been great to me for about 7 seasons, and after 17 years in the industry is the only one that I have left on unpleasant terms. I think about that decision often, and I can only give you the advice to do what is right in your mind. As you are the one who will have to live with any decisions you make. But that being said, nobody will look after you but you. This is business. Search out what you want to do, and if that means leaving then give the company two weeks notice. Good luck. hg12
  19. My thoughts are with everyone at Bighorn and BC Hydro. Hit really hard on tuesday. Condolences to everyone. Worst news I can imagine. Rick Kitzler
  20. Ya, now you mention it I recall that the fuel burn on the C20R was fantastic. I cannot remember the burn rate exactly, but I know it was around the 200lbs/hr at a reduced torque setting.
  21. Skidz, years ago I had the pleasure of flying a straight L. She had a C20B with water/methanol injection. I don't remember the procedure off hand, but I remember the kick in the vertical axis of the machine when you hit the injection. I also remember that you had about 30 seconds worth of mixture to inject. lol. I kept thinking, "this can't be good" whoops. I mean Over-Talk. sorry 'bout that
  22. Just to set the record straight, I only watched the R44. I am not endorsed on one nor have I ever even flown in one. What this particular operator is doing with his aircraft is not up to me, but I have seen him with two drums of fuel under him. I was only throwing out what I have seen of this aircraft, and if it is being "over-operated" then I take what I said back.
  23. Your right, the L-1/C30 will do better at altitude. I operated that machine for the most part on the prairies on fires. Probably highest density altitude I hit would have been around 3000'-3500'. Definately to be taken into consideration, and overlooked on my previous post. I should also add that I have not worked around a R44 on a hot summer day at altitude. hmmmmm.
  • Create New...