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Phil Croucher

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Posts posted by Phil Croucher

  1. I thought bleed valve myself when I first heard about it, someone else here thought wrong flame pattern since they have tried loads of things here. Thanks for the input, guys - I will put your suggestions before the engineers and let you know what happens - don't like flying with that sort of stuff!


    Beltdrive - I'm now boss of 2 jetboxes and 2 Twinstars, looking after powerlines - no passengers!



  2. Actually, the area is somewhat grey - compare CARs to FARs where shoulder harnesses are specifically mentioned. Most TC inspectors will interpret it the way I did, but many won't. You could always try telling them that without a shoulder harness fitted they will hit whatever it is in front of them at 12 times the speed of it coming the other way.


    And yes, sometimes they can cause an injury, but compared to the number of times they save lives and the speed of accidents happening, it's rather a daft argument not to have them - shoulder straps help reduce inertial injuries.


    As for saving minutes on helitours? Nah, don't think so. Been there and done that for more years than I care to remember. If you're taking the trouble to do up a lapstrap it's only a few seconds to do the job properly.


    Legal language might be for lawyers, but you need to know it too.


    Winnie - if you are getting pressure to fly without straps, you could get away with it the way CARs are written, but check your Ops Manual, which is also the law, and get get a written instruction from your company to fly without them.



  3. This is a common problem in the oil patch.


    From CARs in Plain English:


    CARs does not specifically state that shoulder harnesses must be worn in helicopters, but 605.25 (1) requires the PIC to direct all persons to fasten safety belts during movement on the surface, take-off and landing and at any other time deemed necessary. 702.44 (and 703.69) require that the pilot seat and any beside it are equipped with a safety belt that includes a shoulder harness. 605.24 (4) requires normal or transport category helicopters manufactured after September 16, 1992 to have each seat equipped with a safety belt that includes a shoulder harness. Since the definition of a seat belt mentions a shoulder harness, a reasonable person would conclude that if a belt comes with one, it should be used, except for rear seats in machines manufactured before September 16, 1992.


    It might be a legal grey area, but any first-year lawyer could convince a jury that you were wrong not to have them worn, especially in the light of all those blitzes on vehicles by the RCMP.


    I wouldn't take the chance myself - nobody's gonna pay your fine or replace your licence.



  4. Oh, I have slipped the surly bonds of earth (1),

    And danced (2) the skies on laughter silvered wings;

    Sunward I've climbed (3) and joined the tumbling mirth (4)

    Of sun-split clouds (5) -- and done a hundred things (6)

    You have not dreamed of -- wheeled and soared and swung (7)

    High in the sunlit silence (8). Hov'ring there (9)

    I've chased the shouting wind (10) along and flung

    My eager craft through footless halls of air (11).

    Up, up the long delirious (12), burning blue

    I've topped the wind-swept heights (13) with easy grace,

    Where never lark, or even eagle (14) flew;

    And, while with silent, lifting mind I've trod

    The high untrespassed sanctity of space (15),

    Put out my hand (16), and touched the face of God.




    1. Pilots must insure that all surly bonds have been slipped entirely before aircraft taxi or flight is attempted.

    2. During periods of severe sky dancing, crew and passengers must keep seat belts fastened. Crew should wear shoulder belts as provided.

    3. Sunward climbs must not exceed the maximum permitted aircraft ceiling.

    4. Passenger aircraft are prohibited from joining the tumbling mirth.

    5. Pilots flying through sun-split clouds under VFR conditions must comply with all applicable minimum clearances.

    6. Do not perform these hundred things in front of Transport Canada inspectors.

    7. Wheeling, soaring, and swinging will not be attempted except in aircraft rated for such activities and within utility class weight limits.

    8. Be advised that sunlit silence will occur only when a major engine malfunction has occurred.

    9. "Hov'ring there" will constitue a highly reliable signal that a flight emergency is imminent; helicopters excluded.

    10. Forecasts of shouting winds are available from the local FSS. Encounters with unexpected shouting winds should be reported by pilots.

    11. Pilots flinging eager craft through footless halls of air are reminded that they alone are responsible for maintaining separation from other eager craft.

    12. Should any crew member or passenger experience delirium while in the burning blue, submit an irregularity report upon flight termination.

    13. Windswept heights will be topped by a minimum of 1,000 feet to maintain VFR minimum separations.

    14. Aircraft engine ingestion of, or impact with, larkes or eagles should be reported to the Transport Canada and the appropriate aircraft maintenace facility.

    15. Aircraft operating in the high untresspassed sanctity of space must remain IFR regardless of meteorlogical conditions and visibility.

    16. Pilots and passengers are reminded that opening doors or windows in order to touch the face of God may result in loss of cabin pressure.

  5. I agree - the ride is not difficult, and you're not expected to be a seasoned professional, as you are in th JAR world. The best tip I can give you is get as familiar as you can with the machine you will be doing the test on, as you don't want to look like a dork when you are searching for the switches!


    Another one is to check the compass deviation before doing the non-precision approach, as a bad one can put you a couple of miles off if you forget. If you get a hydraulic failure on that one, also ask the "co-pilot" to recalculate the timing, as you will be slower - otherwise, it's a go-around


    Good luck!



  6. The helicoper IFR ride is multi-crew, but don't let that put you off - just get used to asking for things to be done. It isn't really what I would call a CRM atmosphere.


    Just ensure that the school preps you for a standard TC ride - a lot of them have their own "isms" that can be quite confusing if you have some experience. If you haven't you probably wouldn't notice anyway.


    And you're right, it isn't worth the investment, but if you have some tax money to lose.....



  7. A similar accident in Canada where a guy went under a rig being bolted together and got killed when it had to be pickled was ruled a non-aviation accident, even though a helicopter was involved (he had ben properly briefed)


    However, the other posters are quite right - not only has truth not much to do with the American system (witnesses with the highest and most credible qualifications win - the concept of Best Evidence) but the jury has the power to set aside the law anyway. Watch out!


    The argument would be that if the helicopter wasn't there, he wouldn't have been killed. Better think up an answer to that one before you go!



  8. Aw shucks, DW <blush> - I haven't read it yet, as my copy hasn't arrived, and I haven't seen the results of Mike's editing. At the risk of being disagreed with again, given that there should be some sort of power margin on a lift, I think if you have to start using excessive technique to get a job done, you need a bigger machine. Hold on while I don my tin hat).


    I'll be passing through your way on 19th July, DW - I will bring that wee dram that got mislaid last time!



  9. I've had one on board once in a while, when available - comes from all that wet stuff over in Europe - basic training dies hard! I carry it on the roofrack :) I have my own lifejacket as well., although it's not an aviation one (a souvenir from K19). My point was that you can go glibly through your career thinking it will be easy to get out if something happens, but when you actually practice it you realise that you likely would be dead.


    Just in case anyone's not had the pleasure, the drill is one hand on the belt buckle, one on the door handle, take a breath, wait seven seconds after submersion, undo eveything and follow your hand out because you won't know the way otherwise. Here is a video showing you why you have to wait 7 seconds before opening the door: video.



  10. No, I was not advocating that this should be taught to lowtimers! I was using it as an example of things that are taught to people but are not properly thought out, and which an "advanced basics" course would either bring into perspective or give people the information to figure out themselves why it is not such a good idea. The same as pulling lots of pitch on the R44 till the horn sounds, and then wondering why they lose fuel nozzles every 300 hours when those pilots move to 500s (I have no direct experience myself of that one - it was just another example someone gave me). A lot of short cuts given for one aspect of the industry are inappropriate for others


    I plan to have plenty of role-playing with "pushy customers"



  11. Like downwash, things have not been fully thought through yet, but I am definitely more than a third of the way to what I want to do. It wouldn't be just for newbies, either - the average European pilot, regardless of experience (except Brit Army) would be more or less lost as well.


    As for cost - well, I have noticed that even the more disreputable companies are willing to spend $50K upwards on mountain courses - what I propose wouldn't cost anywhere near that much, but I'm trying to get it offset by a reduction in insurance of more than the cost of the course, aside from another pilot being more imeediately productive. Also, I will be using the flyit simulator for the PDM and a lot of other stuff, and it will be residential in an oil-camp type of place, so you have to keep taking your shoes off



  12. Thanks, downwash, your comments are noted - I had a conversation with another operator about this recently, and "advanced basics" is one thing I am looking at seriously - his own comment was that a lot of pilots seem to have been taught the trick of getting out of a clearing with a circular takeoff technique, but if you bank too steeply, the lift vector is shortened anyway. I'm sure the panel could think of many more examples.


    Operational stuff will be included, though



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