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Phil Croucher

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Posts posted by Phil Croucher

  1. I don't see why the pilot has to be a policeman - nice if he was, but not essential. As w squared says, they are few and far between (although I know of a policeman with half-decent rotary time in ON), and as fenestron says, it's not their job. However, I can't imagine the driver of a police car not being one, but they can easily leave their ve-hicle and join in, whereas this is not easily done with a helo.


    Their problem is that they need to pay the right money to keep someone with those qualifications around, and account for the unsocial hours. I can see why they want the hours and licences, but it's a double-edged sword.


    How ya doing, cap? Compliments of the upcoming season to you, and everybody else on the forum.



  2. The Calgary police require an instrument rating and preferably an ATP. I heard that two pilots have left recently, and the Calgary radio news apparently has reported that it is on the ground a lot because of lack of pilots. The salary is 60-65K, and it is under review.


    In the UK, the reason why they don't have policemen as pilots themselves is because their pay would have to be higher than an inspector's. All very political!



  3. transientorque2 - there is a chapter on each machine on the helicopter pilot's handbook, and a complete Bell 206 book (see www.electrocution.com/aviation). I am working on a separate AS 350/355 book. Perhaps those are what you are thinking of?


    I've got PDF copies of 206 flight manuals if you want to PM me with your email address.



  4. Aw, shucks <blush>.


    The new edition of the heli handbook will be out soon, with some decent graphics at last. Also finished the Canadian version of Professional Helicopter Pilot Studies, which has the entire syllabus in one book, and more. It is based on my JAA distance learning course, and I left out all the crap! Would you believe that their new syllabus contains Inertial Nav? Go figure! :)


    Hey, Cap, glad to hear you're posting again. I drank your single malt for you - hope you didn't mind?



  5. T-Rex, I agree, though I would probably put the minimum at 1500 hours!


    I know the argument that a 150-hour instructor is only bringing someone up to their level, but I believe there is a lot that can be taught at an early stage above the basic syllabus that would benefit a student that a low-timer just won't be able to do.



  6. Hi and welcome!


    All three types? If you mean the AS 350, I wouldn't spend money on that because the sort of jobs that demand it wouldn't be given to a low-timer anyway. I would take that money and put it into a 206 or at least the 44.


    500 hours is around 40 hours a month - if you get a job (if), you could do that in less time. Of course, if you can afford the most expensive training :) have you thought of buying a machine, doing 500 hours by flying round your prospective employers and selling it afterwards?



  7. The rules apply to all aircraft, but helicopters are urged to avoid air taxying or low flying across runways and taxiway areas where risk of collision with unseen aircraft or vehicles exists. The only exception is aircraft on a standard instrument approach procedure.



    From CARs in Plain English (by me!) :)



    602.96 There must be no likelihood of collision with another aircraft or vehicle, and the aerodrome must be suitable for the intended operation. This means observing other traffic and conforming to or avoiding the traffic pattern, making all turns to the left inside the circuit, except otherwise specified in CFS or by ATC. You must also land and take off into the wind, where practicable, unless otherwise authorized by ATC. You must maintain a continuous listening watch on the appropriate radio frequency, or keep a watch for any visual instructions from ATC.



    602.97 VFR and IFR at Uncontrolled Aerodromes within an MF Area

    Normally, you must have suitable radio equipment, and maintain a listening watch on the specified frequency, but if a ground station is in operation, you can give prior notice, if you ensure there is no likelihood of collision, and you enter the circuit from where you can complete two sides of a rectangular circuit before turning onto finals.


    On Arrival - 602.101

    If you are VFR, you must report at least 5 minutes before entering the MF area, giving your position, altitude, estimated time of landing and arrival intentions. You must also report downwind, on finals and clear of the landing surface.


    No reference to a 500 foot circuit for helicopters, unless at a specific airfield.


    Having to report downwind, etc implies that you should actually be there. Of course, people short-circuit the procedures, but if you cause an accident, the above rules will be quoted in court.


    Skidz has it about right.



  8. You're right - a grey area! In most countries, any time spent travelling/working at the behest of the company is duty time. However:


    700.19 Time Free from Duty (720.19)


    A day off means you were assigned no duties, and not expected to be available inside an hour, or be at a specified location.


    Otherwise, the definitions don't specify.



  9. Thanks - that first one was bugging me, though I knew ISA deviation had to be in there somewhere. I still think the question is incomplete, though. One assumes the top of the ridge is also at 7500 ASL? The temperature at 2000 feet in ISA conditions should be 11.04 (15-3.96), so it's -40 from ISA, if you've just taken off, meaning that you have to apply a cold weather correction anyway. The correction is 160 per thousand feet, plus 90 for the 500, so if you ignore the pressure, you have to add 1210 to the 7500 to give you 8710 so you clear it by 790 feet. The speed may be something to do with aircraft category, if it's not a red herring.


    No 3 is one of those areas where the exam has a different answer from reality.


    JAA is full of those.



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