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2007

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Everything posted by 2007

  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....
  15. Some 206 series post 1981 incorporated CRFS, but prior to that there are no crashworthy features incorporated into the fuel system. The Bell 204/205 series was certified in 1960 and the 212 in 1968.​ The first civilian helicopter produced by Bell which incorporated a CRFS was the 222 in the 80's. There are significant differences between a "self sealing bladder" and Crash Resistant Fuel System. Fly safe
  16. Lack of a crashworthy fuel system is not only applicable to the Astar, but also most models of the 206, 206L(s), 407, 212, 205, 204, AS355 (all variants), Hu 500's, etc, etc...... All are safe machines if you don't have a hard landing/crash. - Good thing that never happens. The military has made a crashworthy fuel system mandatory for over 15 years. What are you strapping your butt to? Demand better - your informed customers are!
  17. Change is coming...... So now the HAC is going to "strongly object?" - What are the new points being covered now that weren't addressed over the last two years? The owners club is obviously getting a little nervous I wonder how helicopter pilots in Finland, Sweden, Norway, Iceland, Alaska, etc. manage to make any money working in their wilderness areas? They are all operating with more restrictive FDT limitations than the "new" proposed rules for Canada. Pretty sure these countries have all seen diamond drills. Sleep in your camp if that turns your crank - but perhaps you may want to look at working 8 on, 8 off or something more pilot friendly. You will have two years to educate your customers. R0T0R - absolutely not!
  18. Seems that the majority of the opposition to new FDT regs is coming from the HAC which represents management and/or owners. It will be a good thing to work less hours. It will be a good thing to have more time off. It will be a good thing to work in a safer environment. Even with the changes that will have to be implemented over a 2 year period, Canadian pilots will still have some of the highest FDT limits when compared to other countries. I believe the goal is to make this industry safer. Accident rates have remained the same for over a decade. The majority of accidents can be traced back to the meat servo which is very prone to fatigue. Support for a petition to keep things the same and expect a different result at the end of the day is based on unsound science.
  19. Personally, I say power to the First Nations. The current federal government pretty well gutted most environmental oversight and regulation which was put in place over decades as a response to previous damages and wrongdoing. The BC government has done little or nothing to settle land treaties over the last 100 years. All governments though seem to be able to approve industrial activities or pipelines over a relatively short period to the benefit of corporations. Is the governments primary responsibility to people or corporations? Settle some treaties and most of these problems will also be settled. 2007
  20. Nice work Fred Will definitely give this a try
  21. Wow.... I feel a tear forming now.......
  22. So if the HAC or a group of operators came out and said the minimum rate for a B2 is $2000/hr., there would be accusations of price fixing. Legal proceedings would begin as per previous events with Hydro Quebec. But the Government of Alberta can come out and say $XXXX/hr. for a B2 and this is OK??? Chopperman, I am curious how many of your customers come in and tell you what they are going to pay you for your equipment. Fundamentally this is wrong on so many levels, but if you are OK with this, good luck to you. Maybe it is a good way to keep out of province operators away from the Republic of Alberta......
  23. Once again, the freedom loving, free enterprise province of Alberta has come out with the rates that they are going to pay for helicopters in 2014. I wonder if they do the same with Westjet or Air Canada? Some of the lowballers out there will think these are pretty good rates. Others will mutter that these are fair rates. Some will have consulted with their TFW's, determined that Alberta has always done this, so why rock the boat? What we as an industry should be doing is seriously questioning how and why we are being put in a position where the customer is dictating the rates they will pay for our equipment. 2014 Casual Charter Rates Revised (June 1st 2014) Type 2014 Flying Rate 2014 Unused Minimum Rate Robinson R-22 $565.00 $480.00 Robinson R-44 $840.00 $715.00 Robinson R-44 II(RH44) $875.00 $745.00 Robinson R-66 $1,175.00 $1,000.00 SA 341 Gazelle $1,125.00 $955.00 Hughes 500 D $1,125.00 $955.00 MD 520 N $1,295.00 $1,100.00 Bell 206B (I-III) $1,125.00 $955.00 Bell 206L (C20B) $1,170.00 $995.00 Bell 206L (C20R) $1,280.00 $1,090.00 Bell 206L1 (C28) $1,340.00 $1,140.00 Bell 206L1 (C30) $1,550.00 $1,315.00 Bell 206 L3 $1,550.00 $1,315.00 Bell 206 L4 $1,700.00 $1,445.00 Bell 222 $2,005.00 $1,700.00 Bell 407 $2,015.00 $1,710.00 Bell 427 $2,350.00 $2,000.00 Bell 429 $2,750.00 $2,340.00 AS350B $1,550.00 $1,315.00 AS350BA $1,600.00 $1,360.00 AS350 B1 $1,700.00 $1,445.00 AS350 B2 $1,910.00 $1,620.00 AS350B3 $2,065.00 $1,755.00 AS350B3DH $2,325.00 $1,975.00 AS350B3E $2,375.00 $2,020.00 AS350D $1,550.00 $1,315.00 AS350SD2 $1,910.00 $1,620.00 AS350 FX2 $1,995.00 $1,695.00 SA315B Lama $1,850.00 $1,570.00 AS355Twin Star $1,875.00 $1,590.00 AS355F2 $1,925.00 $1,635.00 AS355N $2,780.00 $2,360.00 AS355NP $2,880.00 $2,450.00 EC 120 Colibri $1,410.00 $1,200.00 EC130 B4 $2,240.00 $1,900.00 EC135 $2,550.00 $2,170.00 EC 135 P2+/T2+, DP, IFR,NVIS $7,900.00 $6,715.00 BK117B $2,180.00 $1,850.00 BK117C $2,240.00 $1,900.00 BK117D $2,530.00 $2,150.00 MD 900 $2,620.00 $2,230.00 MD 902 $2,700.00 $2,295.00 A119 Koala $2,550.00 $2,165.00 Bell 204B $2,330.00 $1,980.00 Bell 204B (BLR) $2,480.00 $2,110.00 Bell 204C $2,485.00 $2,110.00 Bell 204C (BLR) $2,635.00 $2,240.00 Bell 205A1 $2,730.00 $2,320.00 Bell 205A1 (BLR) $2,880.00 $2,445.00 Bell 205A1+(212 blades,-13 engine) $2,970.00 $2,525.00
  24. Wow....words to live by. Enjoying the view and hopefully do another 6 hours tomorrow here in BC.
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