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tachell last won the day on April 27 2015

tachell had the most liked content!

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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 that helps. DP
  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 engine compartments.......
  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 with a focus to pass the flight test from whatever airport they fly out of, so the learning curve is still very very steep when getting into the real world of IFR. Also, the training usually takes place in something like an R44, which is a very simple machine compared to a twin engine IFR helicopter. So, learning the systems, normal & emergency procedures and SOPs just to get into a twin engine, multi-crew machine is already a lot to learn. Add to that, actually flying in IMC while managing workloads as a crew takes some time to get used to for someone who has never before flown as a part of a crew in those conditions. Here is a video clip of IMC conditions (night VFR) conducted in the arctic https://www.youtube.com/watch?v=XMKaVlpGEcM. Now don't get me wrong, I'm not saying that it is too much for someone to handle. On the contrary, like anything, it can be learned and most pilots have no problems, however the training bill is much higher than for someone who already has experience flying a multi-engine aircraft. And in an industry of (often) tight margins and minimum experience requirements from customers, it just makes better business sense to hire someone that already has the required hours and experience. Many of the customers requireing IFR operations follow OGP Aircraft Management Guidelines (or have similar requirements), which require a co-pilot to have anywhere from 100 - 250 hrs of multi-engine time. My advice is to wait until you have some multi experience where you are marketable to companies looking for multi-engine, multi-crew, IFR capable pilots before spending the $$ for a group 4 rating. Because once you get the rating, you need to maintain it, or you lose it and have to write the exam again and do another check ride, $$$, etc. DaveP GSH IFR CP
  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. There is no similar book to our CFS, however there are CFS like books (VFR Flight Procedures books I think) for the different areas of the states. There are 6 or 8 books (or maybe more) that cover the whole US. There is no equivalent to our 126.7 traffic frequency, although the airspace is usually so busy with airports, you generally skip from airport freq to airport freq unless you are with a terminal area controller. NOTAMS are different and there are often TFRs (temporary flight restrictions) in effect. You don't want to miss a TFR and accidentlly fly into a presidential restricted area - you might find a lot of undesirable attention directed your way. When crossing the border, you need a discreet squak code - make sure you request it when filing your VFR flight plan, as not all FSS's will offer it up. Then of course you have to arrange for customs at your AOE (airport of entry) upon arrival in the US. VFR flight plans are not activated automatically like we do here in Canada. You actually have to call a FSS (freq often on SACs) and have it activated. Same for closing. Tower will not usually close it for you unless you are IFR. It may sound like a lot, but its not too different from flying in Canada. If you are ferrying down on the east or west side of the continent, following the coast line tends to be scenic and easy - hard to get lost when you follow the beach south. Have fun, some of my most interesting flights have been through the US. Lots of things to see and do if you have the opportunity.
  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 summer is approaching. The weather is generally VFR / MVFR and the distance is well within your fuel range. Do you break CARs duty day and rest requirements to save this person's life? And once the patient is on board do you allow the nurses and patient to fly unseated and without seatbelts on so the patient can be stabilized? Is it reckless? Is it the right thing to do? Anyone from TC care to comment?
  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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