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Blackmac last won the day on October 24 2019

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  1. CAstrike; I hope you have been following the amount of accidents that happen in the hems industry? The scenario I set-up is, only to avail you off the BS you have to put up, with your own FAA and the operators you will be working for. It's all very nice to have your A&P licence, but remember when there is an accident, and you were the one to release the bird as airworthy, they usually blame the pilot first, mechanic next and the company last, because they were abiding by their Safety Management System, which most companies use for toilet paper. NO ENFORCEMENT by the so called regulators. Cars, trucks, etc are becoming more computerized and you can always blame it on the computer if the problem is not solved. Dream on, but you would probably make as much money and be at home, guaranteed Cheers, Don
  2. CA strike: You have opened up a can of worms that nobody has mentioned (stupid is as stupid was), the airlines who are members Of ICAO and IATA introduced the SAFETY MANAGEMENT SYSTEM (SMS) that was supposed to cure all problems related to RISK MANAGEMENT and MAINTENANCE and operators were home free. Well, the SMS was adopted by Transport Canada Aviation (TCA) and the FAA in North America and was regarded by both entities as a chance to download the inspection requirement to the operator, and they would only have inspect them infrequently, as the onus was delegated to the operator or manufacturer. The enforcement action within the companies was the responsibility of the owners or head honcho. FAA took advantage of the SMS to download signing authority to Boeing, for their own modifications. TCA took advantage of the, SMS to not inspect companies as required. Both the FAA and TCA complain about lack of resources. $$$$$$$ I think all the aviation experts have to get their act together, as the body count is getting higher and higher. IMHO Don PS; the only original part of the fuselage on the 737 Max 8 is the cockpit, with so many modifications you would think a redesign would make sense.
  3. I am not impressed with management??? You keep making a decision like that, you are working your way to becoming a statistic. What was wrong with staying at Helair in Kenora, remember when you are in charge of an aircraft, you duh man, not management. Whats a couple of hundred bucks to Mid-West if you had stayed in Kenora. Don😳
  4. Is there any reason why Simpleton is allowed to post in the forums, he does not contribute anything to any thread except negative sarcasm and only leads to people wishing he would just keep his negative attitude to himself. Joking is one thing his attitude is another.


  5. All you gentlemen with the smart-*** answers should try a few tours in the arctic on the Polar Shelf contract or or any other survey carried out in that area. In some some area's you have to wash the leading edge of the rotor blades on a daily basis, because you are losing lift due to black fly and mosquitoes contamination. Imagine dear pilot what an engineer has to go thru doing major maintenance on the helicopter, bin there done that. If more companies would investigate or look into the prospect of such an en-devour, you might find more engineers willing to do tours up there. Companies had better start looking after people or start training the investors (shareholders) in flying and maintenance or get out of the business totally.
  6. I don't disagree with any of your observations, but, how many long distance do helicopters normally fly from there home base under a normal workday? Working from a base camp not very far, when moving drills, fire fighting, basically local work and as fuel is part of the all up weight, is normally kept it to a minimum. It basically comes down to what application you are using a helicopter for and what type is applicable for the job you are doing. e.i. putting an antenna on top of the CN Tower, using a B412, not good. The UH-1Y is a bastardized military aircraft and will never be certified under the FAA for commercial use. The Griffon B412), certified FAA, H145 FAA, AW139 FAA, S-92 FAA, and the list goes on. Most governments are purchasing helicopters that are primarily certified in the country of origin for civilian or military use with add-ons as required. One of the reasons for making the parts the same is to have a better resale value and eliminate the use of bogus parts.
  7. DGP; for a guy that has been around for as long as you have, I would have thought you would you be glad to have a helicopter without an actual tail rotor. Does anybody have any idea how many people have been killed by tail rotors?? Personally, I have always hated them as an anti-torque device. I loved the Gazelle with the original fan, no stump problems. I also like the fact, with the original rotor head from the BO105, makes it a better machine for military maneuvers. If Hydro One had been flying an Airbus helicopter with a Fan at Tweed, four people would still be alive. Stupid is as Stupid was and still is. INMHO, twin-engined helicopters for working around powerlines, including power line patrol, and Cat 1 take-off, mandatory and NO tail rotor. Lives matter, not dollars when doing a risk assessment.
  8. https://www.airforce-technology.com/projects/h145m-battlefield-support-helicopter/ Here is some added info on the H145M and seems to be popular with the Germans and others militaries in the EU and elsewhere, with the five-bladed model it would be even better. The only problem it has, it's not American. The rotor head is the same fixed torsion straps as on the BO105 that the Red Bulls Use in aerobatic maneuvers.
  9. The CH-146 is actually a B412 FAA approved civilian helicopter of the shelf, modified for military use, the UH-1Y is an upgraded UH-1N for military use only. I am assuming that at present the 100 CH-146's are not all equipped with armament and most are for utilty transport. The cost of upgrading the CH-146's is rediculous, including trying to make an outdated aircraft any better. The CH-146 is high maintenece and that will not change with upgrades. DND is well known for under estimating the cost of their requirements and Bell is certainly not going to do it for nothing, and you are still going to have an outdated aircraft. The AirBus H145 is being bought by the RCMP and Stars Helicopters and are up to date with all with all the toots and whistles, even has single pilot IFR. H145 models available on the same airframe, Utility, EMS and Military, which I beleive can all be used by the Military. Operating and Maitenance costs are less than anything that Bell has to offer and with the capability of being manufactured in Canada.
  10. DND recently stated that they awarded a contract to Bell Helicopters do a study, to enhance the capability of the Griffon, to last DND until sometime in the 2030s. The original UH-1N (military certified with military parts) Bell-manufactured helicopters that were replaced by the Griffons (B412) ( FAA certified parts for civilian use) with updated power components and were bought to replace the outdated UH-1N. The UH-1N's were owned by the US State Department and returned. The Canadian Government bought civilian B412 FAA and TC approved helicopter from Bell Helicopter, of the shelf, added military equipment and called them Griffons. We also own Chinooks and the Griffons are supposed to protect the Chinooks, ha, ha. The Chinooks outpace the Griffons. Back in the days that we owned Chinooks, originally before the brainless people at DND decided to sell them to the Dutch, we only had the Griffons to send to Afganistan and whatever we could contract. We ended up borrowing Chinooks from the Dutch. NOW, they want to update a Vietnamese airframe that is already outdated. Airbus has been producing helicopters more suited to Canadian applications than Bell. The H145 is a more versatile helicopter suited to the Military with its adaptability to more configurations and fully modern capabilities, plus millions of proven flight hours. There is always the possibility that Airbus could build an assembly plant in North Grenville, just south of Ottawa on route 416, between Petawawa and Montreal. The Canadian Government is already giving grants to Stars Helicopters (EMS) and the RCMP just received their H145 for BC. DND, look before you leap and issue an ITB to the industry.
  11. Reaper, I agree with what you are saying, but understand that you are only a hired hand as is the chief pilot that hired you. The owner doesn't care, he is giving you a job, so what's the problem. If the owner really cared about his employees, he would put a clause in the contract that pilots and ame's will be rotated every XXX weeks at the contractor's expense. Most of the larger companies already have rotations set up and is included in the overhead of that particular contract. If you think you have to stay on a contract for XX# of months, go somewhere else.
  12. I don't agree or disagree with any of the comments, but please provide some basis to back them. In my own opinion, NO helicopter equipped for IFR should be a single engine in any commercial operation, including night. Another contentious issue is that the twin-engine helicopter is capable of single-engine operation to a destination under control and not just to the scene of the accident, in an emergency. It's amazing how only the French seem to manufacture twin-packs that are capable of performing on a single engine. Twin-Engine helicopters are manufactured, now, that is capable of single-engine performance. Educate the charterer and the company and apply Risk Management and not cost, to run 100% no accidents operation. There is no established cost to Human Lives.
  13. Technology and a shortage of pilots to fill the flight decks of tomorrow’s business jets and airliners are creating pressure to facilitate more single-pilot operations. Avionics manufacturers are developing technology for safe single-pilot operations, but pilots have been flying alone safely in light aircraft through Part 23 jets for many years. Learn about factors that are causing the flying landscape to shift toward more single-pilot operations, what kind of automation avionics manufacturers are developing for single-pilot operations and what we can learn from experienced pilots flying in single-pilot operations. Join AIN editor-in-chief Matt Thurber on April 24 at 1:30 p.m. EDT as he moderates the discussion with Tal Golan, manager, rotorcraft business development for Universal Avionics, and Charlie Precourt, former NASA astronaut, safety expert, and Citation owner. Sponsored by Universal Avionics Register for the free webinar.
  14. What goes around comes around, as one of the oldest members on this site, you had the chance to form an association and Blew it. I don't feel sorry for any of you as you are your own worst enemy, continue to moan and groan and as you can see things won't change until you get rid of H-A-C and the owners club, who couldn't care less about your problems. Remember who calls the shot$$$$. I had no problem in the industry, and wouldn't have changed it until HAC came along and for some unknown reason was accepted as representing the whole Helicopter Industry, which was only concerned with the operators and continued to kowtow to the customers for the almighty buck. The airlines are regulated by ICAO and supposedly Transport Canada Aviation, why aren't the rest of the peons in the industry regulated with actual Tariffs. ??
  15. Canada TSB Begins Special Study of Air-taxi Safety by Gordon Gilbert - March 18, 2019, 9:37 AM Canada’s Transportation Safety Board (TSB) has launched a special study of air-taxi operations following its collection of data that shows over the last 15 years, the segment has seen 813 accidents resulting in 242 fatalities (an average of 16.1 annually) and 162 serious injuries. These deaths represent 62 percent of all commercial aviation fatalities. In Canada, air taxis are regulated under Part 703 and cover piston- and turboprop-powered airplanes and helicopters only. Jet-powered aircraft cannot be operated as air taxis. As such, they are not included in Canada’s air-taxi accident statistics. On-demand charter operations in Canada are operated under Part 704 commuter regulations. The TSB said its investigation reports have repeatedly drawn attention to critical safety issues that contribute to air-taxi accidents. “In spite of this, the air-taxi sector continues to have the highest number of commercial aviation accidents and fatalities.” To identify and communicate the underlying systemic safety issues that need to be addressed, the TSB has launched a special investigation into the industry. TSB statistics show that of the 183 airplane fatalities, 48 occurred in turboprop accidents and 135 in accidents involving reciprocating-engine aircraft. In total, turboprops suffered 133 accidents and recips 411 mishaps. Because there are four times as many air-taxi turboshaft rotorcraft as recips (1,306 versus 329), the accident fatalities are skewed more heavily toward turboshafts. The TSB reported that over the last 15 years, there were five fatalities and 29 total accidents involving recips, compared with 54 fatalities and 240 total accidents of turboshaft helicopters. “If we uncover serious safety deficiencies during the course of our investigation, we will not wait until the public report to make them known,” the TSB said. “We will inform industry and the regulator, as well as the public, as quickly as possible.”
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