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ForFreeRum

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ForFreeRum last won the day on April 27 2015

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  1. You might want to check out Advisory Circular 700-020 regarding EFBs. Using an iPad in the cockpit falls into that category and mounting it to the aircraft puts it into the category of a class 2 EFB which requires TCCA (or designated representative)certification. Also, I believe anything mounted or affixed to a transport category helicopter requires certification....assuming you want it to be 100% legal. I know our 212 & 205 ram mounts have STCs, and they are specific to certain models of GPS.....which unfortunately means no iPad. The simplest option is probably a kneeboard. Hope tha
  2. Here are the 412 specs.....not quite the same message. http://www.bellhelicopter.com/en_US/Commercial/Bell412/1291148331974.html
  3. I just read the Wisk Air press release about their new 412. "Strong: It can lift up to 4500 pounds...." "Fast: It can travel at 140 kts....." Where can I get a 412 like that! And for only $4M! They must be using some super secret lightweight materials to get light enough to operationally lift right up to the hook limit with enough fuel to actually go somewhere and a pilot on board......wait, maybe that is the 1st automated Bell 412 that does not need a pilot! And flying right at Vne everywhere you go.....awesome. Maybe it has little rocket engines like Airwolf hidden in the en
  4. Hi Plumber. This is one IFR chief pilot's perspective, and certainly not the final word of the indstry, although I would think other companies might follow similar trains of thought. From a hiring perspective, I would not normally look at someone with no twin (or even similar type) time as one of the IFR pilots if there are other guys with adequate twin time to choose from. Of course, there are also many other factors and skill sets that would influence the decision depending on job requirements. When guys or gals come out of training with a new group 4, they have often been trained wi
  5. I cannot believe someone would have such lack of judgement to say to the media that "its what we do.....Its called pushing the weather". Generally it is NOT what we do, because it will get you killed!! Hope this guy Beckett never comes looking for a job with anyone I know.
  6. To each thier own. Some like to take pictures and pose in them as they want. And some like to criticise what others do just cause they don't like it. Do what you love and love what you do......but really!?....criticising how some like to pose in pictures!? There really must be something more constructive to do with your time.
  7. I got out at the bottom of the economic slump, and was able to get myself a job for the summer. Then I lucked out, and got a full time position later that fall, and have been happily in the "civi" side ever since. I won't say it was easy however, I did send out a ton of resumes, responded to every job ad I saw, and was proactive in calling and following up when I thought there might be a possible prospect. Not sure how it could be made easier other than other ex military guys proving their worth and keeping a good reputation alive for other vets. My $0.02.
  8. -40C....for flying anyway. Can't go below that in a 212. Finally warmed up so we could fly yesterday and today. Was -40 with 25kt wind at Jenny Lind Island (70NM E of YCB) - but its a dry cold. The most fun is refuelling at that temp. Trying to roll up our fuel hoses was like trying to bath a cat. The AME said we had a contrail on departure....wish I had a picture.
  9. If you are IFR rated, then IFR routings can be way easier (be sure to consult preferred routes), especially through busy airspace, you just follow the route, and listen to ATC instructions. If VFR, then I totally agree with Mike, the terminal area frequencies provide excellent flight following and direction around "difficult" areas. Get to know the differences between our VNCs and the US sectional charts. There are many differences - I personally like the US SACs because they pretty much have all the info you need on them including descriptions of hazard / restricted areas, freq's etc.
  10. IMO, being a cowboy means being reckless. There is no room in aviation for being reckless. However, using one's judgement to rescue someone, put out a fire, etc while knowingly breaking the rules merits discussion. Consider the following scenario. You are on a regular contract in a northern community and flew an average, but full duty day and got to bed at, say 10:30 PM. At 12:30 AM the phone rings and you are asked to do a medevac (not related to the contract) for a seriously injured person who was attacked by a grizzely bear. It is still light out, cause you are so far north and su
  11. Great advive guys! Also when sweeping snow off the machine, watch out for the little breakables - like an OAT gauge mounted through the plexiglass roof window. Its amazing how easily that window will break.
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