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Everything posted by sirlandsalot

  1. I found fighting fire in Chile horrifying. Between the cowboy ex-military pilots, the sheer amount of blade/tail rotor strikes, and multiple helicopters getting shot up, or Molotov cocktailed......... ever again. A friend sent a photo of this machine laying on its side in a lake, in about 4 feet of water. Being a Canadian registered aircraft, they would have been partnered with a local company, and possibly a South American pilot.
  2. Movie filming from a helicopter is a very small industry, and it sucks trying to give a nagging cameraman/photographer his shot. Scanning is boring, there is not much work doing it and you have to get up too early. Drones can have it.
  3. Yes, sorry from me as well, I tried to erase my post after I saw it was a duplicate with no success. I thought I merged it somehow.
  4. https://www.cbc.ca/news/canada/newfoundland-labrador/universal-helicopters-closes-1.5586297
  5. 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....
  6. Crusty....is that Eagle Crusty? Or another Crusty.
  7. I am aware of the flight manual and the checks. What I asked is WHY do we do it at 100% ?
  8. 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.
  9. It’s a constant flow pump that maintains PSI no matter the rpm.
  10. 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!
  11. 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.....
  12. 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.......
  13. 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
  14. 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!!!!
  15. 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.
  16. 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.
  17. Well, with regards to slinging mud at the old generation...kinda sound like a melinuim child. That generation figured out the hard way everything we know today. Many died along the way. All that training our generation gets, mountain courses, longline, not to mention extremely powerful, high performing machines....Everything our generation is taught came from that generation, have some respect. As far as the regs, Most good companies are doing 2 and 2 anyways, it’s only the bottom feeders raping for the 42 and 5. HAC should do somthing about the pathetic rates and then companies might be able to afford another crew change. I just came back from over seas, it was a real eye opener to see how good it can be for everybody when the rates are proper, beautiful aircraft, excellent, endless training and good pay along with sched/rotation. I really see how bad it is in Canada when going over seas, , it’s such a shame, especially for the good operators out there. HAC has their panties all tied up in a knot about the new regs, I say untie them and deal with the rates. HAC is for operators, not pilots.
  18. You don’t need to be a pessimistic bully.....More than likely you had less than 3000 hours when you started working in the bush. 3000 hours of any time is more than enough of a foundation to work in the bush. Many companies will hire you. diaper pin, do you have anything positive to say to the guy? Your helmet must be huge. Look back at your posts and notice how many times you start a sentence with the letter “I” just say’in.....
  19. Curioius as to why accidents are not reported in Cadors. I “heard” a 407 was recently balled up. I know the company has had a lot of wrecks over the years, but I never can find the facts?
  20. now I try to work no nore than 150 days a year, the rest of that is home skiing and traveling with the fam! its great, couldnt be happier.
  21. I read these negative post about getting jobs, I find it bizarre as I got flying right away and have been busy ever since. I get calls all the time companies and friends asking if I know any pilots I would recommend. Now I work on my terms and on top of that for a great company. This profession has been amazing and taken me to many different countries. I have no regrets what so ever. Companies right now are struggling to fill seats with good people. Maybe it is the attitude that hinders getting hired. You get what you put into it, and just because you think you put a lot into it might actually not be very much.
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