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sirlandsalot last won the day on September 27 2019

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About sirlandsalot

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  • Birthday 10/12/1975

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  1. Wonder if it has something to do with the the 4 Super Pumas, two of which have tanks......that a bc company has recently acquired....
  2. Crusty....is that Eagle Crusty? Or another Crusty.
  3. I am aware of the flight manual and the checks. What I asked is WHY do we do it at 100% ?
  4. Thanks for a good reply, a few of my coworkers don’t do the check, and/or do it at ground idle as they want to rule out any chance of hitting the gov switch by accident. I personally feel this is wrong, but to each and their own I guess.
  5. It’s a constant flow pump that maintains PSI no matter the rpm.
  6. Having a discussion here, with lots of opinions, So here I go with my first post in years onto the vertical forums!!! Why is it the hydraulic control check is done at 100% vs doing it at the preliminary hydraulic check at ground idle? Other than because the flight manual says so.....? is it because of blade sailing or potential contact of blade and tail? aaaaaaand go!
  7. I am just waiting to read an accident report of a iPad suction mount falling off above the centre console of a 212 and hitting the gov or fuel switches in flight.....
  8. Look at training at Mountian View Helicopters in Springbank. Learning to fly at the elevations of Calgary will degrade the performance of your helicopter a lot. flying at altitude can be a very big deal in a helicopter. So you might as well learn to fly at altitude, seeing as how you more than likely will spend a good chunk of your career working at altitude. Doing a full on auto in the lower mainland of BC vs doing an auto in Springbank is an entirely different animal, the far more difficult one being the latter. Save yourself the pain and agony, and train on a Robinson, not because other types are bad, but because 90% chance you will get your first job on a Roinson product, and having a 100 hours on a Robie vs 100 hours on some odd ball trainer type that you will never see again, will only help you, and you will need all the help you can get. And, they will hire you if you work hard and treat your training like a job interview as appose to an entitled student good luck, its a lot of fun, despite what the pessimistics say.......
  9. Heliskiing bites again, every year....... Same Place had a roll over in 2017. It always surprises me come fire season, and all the stories of bade strikes, hard landings, roll overs come out yet I never seem to hear of them. I always wanted to heli ski, and that was my first exposure to helicopters at a young age,.....now, I don’t think so, especially for 600 bucks a day if your lucky. 2017roll over below, blue river. https://www.cbc.ca/news/canada/british-columbia/helicopter-crash-mike-wiegele-1.3920043
  10. Not to say flight planning is not important, but I find usually when I leave a sunny valley and head into the mountsins the weather completly changes, there is not much info out there for “in” the mountians. A personal rule that has served me well, If I can’t stick a landing in 3 tries I go home...religiously 3 tries and go home. T-REX......I remember going in so hard holding 40kts I almost crawled into the back seat! dip a toe! Pffff, I lived to tell about it!!!!
  11. Late, but yes years ago I shut down in a fairly hard right crosswind in alberta on those old pine beetle contracts. One of the brackets broke as it was winding down, made a terrible noise but luckily it was very slow and I got the rotor brake on. The ring ended up all cockeyed md luckily no damage to the mast. Was hard to find a part For AOG.
  12. I did just over 20 hours in the southern Rockies in a jet box. It was the most humbling thing I have ever done. I laugh at the 5 hour hac course. I also feel if you have 1000 hours in the rocks you are still far, far from a experienced mountain pilot and potentialy a even bigger hazard because you may be over confident and think your a mountain pilot.. Now, years later I have flown on oxygen in the Andes in Chile and Peru, was base pilot on the continental divide.. I can tell you I still do not feel remotely as experienced as I would like think I am. I still am very humble flying in the rocks, and all I have really learned, is to maintain huge respect for the rocks. There are a lot of pilots that fly in the mountains but few I would call mountain pilots, I am still trying to become a “mountain pilot” Note in the pic, altitude, t4 vs tq.
  13. In my opinion, besides getting the licence, you will need to get a job. Simply, you will more than likely land a first job flying a Robinson product, if you want to make it a lot easier on yourself then train on a R22. That Cabri is a total odd ball unicorn helicopter that relates to nothing you will get a job on, so don’t get “sold” on that. An R22 is probably the most common trainer ever built, , so opinions aside, it is what has trained most of us, and successfully. It Autos fine and is a good little machine to fly. As far as autos go, If you train in Alberta at 3500 feet or more, an auto is far more challenging. A peace of piss to do an auto at sea level compared to Calgary for example. Go from Calgary and do an auto on the coast and it’s like slow motion. This is a big deal as more than likely you will be working at higher altitudes most of your career. By training at an higher altitude, you will be far more prepared to work a helicopter with weight in it and degraded performance due to thinner air, and this could save your life one day. Go see Mountain View Flight School in, they will set you up. You will be trained by people who are not only instructors, but also people that actually work in the real world of helicopters in the summer. You will graduate being able to nail a full on auto in a R22 at 4000 feet. When you go to get your first job, probaly in an R44 you will feel right at home doing your first flight test. Hard indusrty try to crack, you might as well do it the easiest way....Like training in a R22 vs that unicorn Cabri.
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