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2007 last won the day on April 24 2014

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  1. Just another cycle. Good operators have put aside some $ for a rainy day. Mediocre operators are scrambling, refinancing, and laying off. Crap operators are.....well you know....going broke, fudging logbooks, neglecting maintenance, not paying their bills. The sounds are different but the song remains the same. Be interesting to see how spring 2021 looks after Heli-skiing falls flat this year. Good luck all.
  2. As per your original question, I do not know Cathy personally but know that she has been in the business a long time and runs a very reputable business. I have been fly for over 30 years and closing in on 20,000 hours. In a heart-beat I would go back and do it all over again - it has been a great career which I feel very honored to be a part of. Still learning....still loving every time I hit the starter button. The business is full of crooks and whores but also there are a lot of outstanding people who put a big smile on my face. A lot of negative people on this forum - glad I don't work with them! As for remuneration, a little over 600k last year - which is on the high side - but a 6 digit salary is certainly not uncommon of for quality person.
  3. Be both! Courageous Self Leader, executing to standard, safety first.....all great catch phrases. Be a professional pilot.
  4. Summit...specifically Ledcor, have very deep pockets. They have the facilities at YKA, they have the aircraft ,and they have the existing contract. Reliable sources have none of the above. Seems like a done deal. Good luck to all involved.
  5. An inconvenient truth is that if a "nose bag" was to depart the cabin of a 900, 902, 135, 120, or 130 in flight - this incident would most likely have been a near miss and the poor souls involved would be spending Christmas with their families. A NOTAR or Fenestron adds a level of safety which is often overlooked. The 130 incident noted by Cosmo would have resulted in several fatalities if a conventional T/R helicopter was being used.
  6. http://www.tsb.gc.ca/eng/enquetes-investigations/aviation/2017/a17o0264/a17o0264.asp RIP Gentlemen. A tragic ending to 2017.
  7. The EC120 is a great little helicopter. Keeps a pilot honest and does pretty well what the Flight Manual specifies. Fantastic visibility, large cargo capacity, energy attenuating seats, crashworthy fuel system, quiet.......too bad about the end of production. Our customers and many other helicopter users will not permit their personnel to fly around in a " old clapped our Jetranger". I'll take a garbage 120 any day of the week - you keep on keeping on!
  8. Use extreme caution with Prist and Dice. The primary compound in both is Methoxyethanol which is toxic to both bone marrow and testicles. A fuel flow meter and warm climate in the winter always seemed to work for us....
  9. All marker balls now removed from HWY 97 500kV line by Falkland, BC. Not to worry though....this is the major VFR route between two of the smaller hamlets in BC, Kamloops and Kelowna. Weather never gets bad in the sunny Okanagan! Special thanks to Transport Canada and BC Hydro for looking out for our safety.
  10. A word of caution to pilots - BC Hydro is now removing marker balls at various span crossings in the province that have been there for years. Some locations have had much smaller marker balls installed which are only visible from about 1 mile or less from the line in ideal weather conditions. Others have had the marker balls removed completely. The explanation given was that Transport Canada doesn't really give a $#it and unless directed by TC to have marker balls installed at specific locations, BCH will not bother (or be obligated) to maintain span marking in high traffic areas. Safety First! BC Hydro Aircraft Operations - (604) 469-8848.
  11. 3 years to come out with 6 recommendations regarding ELT's and that SMS is going to save us all......RIP
  12. Heliports are classified by the obstacle environment within which the heliport is located and the availability of emergency landing areas. The obstacle environment and the availability of emergency landing areas will dictate the performance capabilities required by the helicopters using the heliport. Information Note 2: Heliports are divided into two categories: instrument and non-instrument. Non-instrument heliports have three classifications: H1, H2 and H3. (a) a non-instrument heliport is classified as H1 if the heliport is located within an obstacle environment where (i) there is no emergency landing area within 625 m from the FATO, and (ii) the helicopters using the heliport can be operated at a weight, and in such a manner that, in case of an engine failure at any time during approach or take-off, the helicopters can either (A) land and safely stop on the FATO or TLOF area, or ( safely continue the flight to an appropriate landing area; ( a non-instrument heliport is classified as H2 if the heliport is located within an obstacle environment where (i) the height of the obstacles are infringing the first section slope of the approach and take-off surface set out in Table 4-1, and (ii) there are reachable emergency landing or rejected take-off areas within 625 m of the FATO in relation to the altitude of the helicopter and its performance with one engine inoperative; © a non-instrument heliport is classified as H3 if the heliport is located within an obstacle environment where (i) the height of obstacles do not penetrate any of the obstacle limitation surface (OLS) requirements set out in Table 4-1, and (ii) there are reachable emergency landing areas or rejected take-off areas within 625 m of the FATO in relation to the altitude of the helicopter and its performance during autorotation. Information Note: The main factor in determining the suitability of emergency landing areas will be the helicopter type with the most critical performance characteristics the heliport is intended to serve. Helicopter Performance Requirements (2) For the purposes of paragraph 305.19( of the Canadian Aviation Regulations, the heliport classifications in respect of performance requirements of helicopters that are expected to use the heliport are the following: (a) helicopters permitted to use an H1 heliport shall be multi-engined and capable of remaining at least 4.5 m (15 feet) above all obstacles within the approach/departure area in accordance with subsection 325.29(3) when operating in accordance with their aircraft flight manual with one engine inoperative; and ( helicopters permitted to use an H2 heliport shall be multi-engined. I believe this regulation has been on the books for a long time. Use your opinion with caution because if things go sideways...........
  13. Plenty of H1 certified helicopters around most elevated hospital helipads - maybe provincial ambulance services should stop being so cheap and use better aircraft!
  14. "I would argue that the 206 series fuel systems are crashworthy due to the configuration of laced in bladders and floating sump plates which will break away from the structure during a crash." Unfortunately, that is an argument that you will not win and an opinion that could burn you.... Some good basic research for you would be one of the many reports written by Roy G Fox who was the Chief of Flight Safety for Bell Helicopters Textron Inc., or Dennis Shanahan the past director of the US Army Aeromedical Research Laboratory. Kinda like the red pill or the green pill in the Matrix - be prepared for what you will learn....
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