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Phil Croucher

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Posts posted by Phil Croucher

  1. The difference for 206 blades will only be a few degrees, but that will be enough to make a difference - for example, many people don't put blade covers on overnight because they freeze to the blades. Once you've deiced the rest of the machine, and provided the deposit is light and even (gotta watch out for balance), starting the machine then shutting down to check after ten minutes will usually do the trick. Having said that, blades have a high catch efficiency because they are fast and slim as they slice through the air.

     

    For those with databanks to fill up :) it's not only the usual performance (extra weight & drag) and flying controls that can be affected by ice - chunks flying off can hit the tail rotor, and water inside door seals can freeze and stop them opening to let the occupants out if you have to land in a hurry, so be careful!

     

    Phil

  2. MarkD, your point is taken, but as I said above, that is a direct quote from CADORs. It may have been worded better, but I don't really see how.

     

    I have not personally speculated on any aspect of the incident, and my original statement still stands - it's why we do clearing turns. If people want to read it in various ways, well, I can't help that - we all come up through the industry in our own fashion and interpret information based on our experiences.

     

    And I certainly refuse to put a disclaimer on everything I post:

     

    Without prejudice

    Not to be interpreted as a comment

     

    Phil

  3. Jordan - the questions are very straightforward, unlike JAA where they try and trick you.

     

    Once in the exam room, use the scrap paper to write down formulae you actually remember. Go through the questions once, and answer those you absolutely and positively know the answer to. Do the others later, because it's entirely possible to get the answer to one question in the text of another, or even some nearly identical, and you will pick them up in the overview. There's plenty of time, certainly enough to read each question twice, which sometimes you have to do because the wording is often strange. For example, correct numbers may be given in the multiple choices, but with the wrong units. So - read the questions carefully!

     

    With a question you are not sure of, cover the answers with some scrap paper, read the question (carefully!) and answer it to the best of your ability. Then uncover the answers and see which one fits the best. If there's more than one, go for the most correct. Where no answers are correct, isolate the least wrong one. If you don’t know the answer at all, you are not penalized for a wrong answer so you might as well take your best guess (I usually pick the answer with the most words!)

     

    Although there's a time limit, it's actually quite generous, and nobody cares how quickly you pass, just as long as you do, so don't rush, either.

     

    As Cole says, concentrate on passing rather than what you would do if you fail, otherwise you are setting yourself up for failure!

     

    Your subconscious doesn't distinguish between fears and wishes, so be FOR passing rather than AGAINST failure.

     

    Otherwise, good luck!

     

    Phil

  4. The two biggest factors against flight safety are customers and the guy who did it last week!

     

    Provided you have a good system behind you, which would include pilots who don't abuse the machines and who will not take their machine where it shouldn't be, engineers who take pride in their work, support staff in the operations office who don't overload the pilot with work they should be doing, and a management culture that allows people to approach their jobs in a manner that fosters safety and professionalism over short term customer satisfaction, and who are proactive (trying to stop the next accident) rather than reactive (wiping up the mess after the last one), I don't think the job is any more dangerous than many others.

     

    With regard to customers and the guy who did it last week: Two hunters get a pilot to fly them to hunt moose. They bag six. As they start loading the plane for the return trip, the Pilot says "The plane can only take four of those."

     

    The two lads object strongly. "Last year we shot six, and the pilot let us put them all on board; he had the same plane as yours."

     

    Reluctantly, the pilot gives in and all six are loaded. However, even with full power, the little plane can't handle the load and down it goes and crashes in the middle of nowhere.

     

    A few moments later, climbing out of the wreckage, one hunter asks the other, "Any idea where we are?"

     

    "I think we're pretty close to where we crashed last year." he says.

     

    Many might might find it strange not to accept a risk of engine failure and a possible wire strike after you've just been hovering OGE in hostile terrain for the last 15 minutes, but this is the fine line in the wonderful world of helicopters. In the words of one senior pilot: "We do what we have to do, when we have to do it, in the calculated risk sense, but we never take a single risk we don't have to…"

     

    Yes, the risk is a factor, but if you choose your company carefully you should be OK. The one I currently work for has a better accident record than most airlines. Let's not forget also that the safest single-engined aircraft in the world is the Bell 206, according to NTSB statistics. It's what people do with it that is the problem!

     

    Phil

  5. Yes, it is sad - there's a family there with a person missing now, just before Christmas. I don't know what happened in this case, and there are some accidents in which nothing further could have been done by all concerned to avoid them, but most seem to be avoidable with a little forethought, taking due account of hindsight, of course.

     

    What the industry has to remember is that, over the next three or four years, a lot of veterans will be retiring, and a lot of good experience will be going to waste unless we make sure that the new people coming in get it, otherwise we will be seeing the same old mistakes being repeated and the same old accidents happening all over again.

     

    I don't want to see that happen, and I'm sure all of you don't either.

     

    Phil

  6. Condescending? If by that you mean I don't let people like overgross influence my opinion of myself, it's probably right. My views on death are almost certainly very different from yours, so keep your comments to yourself until you know what you are talking about. And while it won't be in my next book, it will certainly be on my next CRM course.

     

    "If it prevents anyone else from doing the same, it can never be too early."

     

    Skidz - that was indeed the spirit of the the post. And it's a fact - that's why you do clearing turns, without prejudice as to whether one was done or not..

     

    Phil

  7. (from CADORs)

     

    A Canadian registered Bell 206 was taking off and contacted a slung load (Tidy tank -- fuel transportation) which was arriving at Postville under another helicopter. The Bell 206 crashed into the water and caught fire. The pilot is deceased. The second helicopter landed without further incident. The Transportation Safety Board (TSB) will be deploying to the scene. TSB Evaluating.

     

    Phil

  8. Just a quick update - Professional Helicopter Pilot Studies is now in colour, but available only from my website, as by the time the bookshops take their cut it would have been too expensive (it's currently 150 bucks US - letter size)! I've got the proof copy through today, and it looks great!

     

    The ordinary mono one will still be available in the shops though

     

    phil

  9. The point of JAA is to make things more ICAO - like!

     

    As of early 2007, the exams cost £60 per paper, and can be sat at Glasgow, Silsoe, Oxford or Gatwick on designated days (there are thirteen exams. The full medical is £435. The CAA examiner will extract £691 from you for the skill test. If you get a "partial pass" the resit is £462. If you fail, the retest is another £691. The grant of the CPL(H) is £210. The grant or renewal of FRTOL is £63. Additional types are £105 each.

     

    Tip: If you intend to do an Instructor course, combine your CPL skills test with the pre-entry flight test.

     

    The costs for the modular distance learning thingy will be £1950 if all three modules are paid for at once (£750 individually), although this can be reduced somewhat if you are exempt formal training by having over 1000 hours multi crew and an ATPL

     

    Don’t forget accommodation, extra equipment such as charts, computer, etc.

     

    Looks like you should budget around £5000 ($10,000)

     

    Phil

     

    PS - Winnie - now have a colour version of pro heli pilot studies available!

  10. Someone dumped a kamov's worth of foam on the 212 to put out the fire and if he survived that he is lucky indeed! (that's why there's foam on the surface of the water)

     

    I haven't heard of any fatalities, and i guess i would have by now, thank goodness!

     

    Phil

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