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Posts posted by Diaper_Pin

  1. On ‎11‎/‎21‎/‎2019 at 7:39 AM, simpleton said:


    Tell that to my buddy who was diagnosed with advanced Prostate cancer at 45, which is virtually unheard of . We mixed Vision by the drum load for 4 summers in the early 90's doing aerial application. I can still remember the Monsanto Rep. telling us the stuff was inert and it was safe to drink.

    Now I know why you're called Simpleton

    • Like 5

  2. 1 hour ago, Saifan Pilot said:

    I concur. Civilian and military system have different impedance, which results in lower volume when not matched.

    You can purchase impedance matching adapter but you need to know what type of helmet you have (military/civilian and what time of audio system the aircraft has, military/civilian).

    Here are the two adapters:

    Pilot Usa Military Low to Ga Helicopter High Impedance Adapter Pa-88h

    Pilot Usa Ga Helicopter High to Military Low Impedance Adapter Pa-87h


    Yes, I've seen it in a couple of 214's with low impedance systems. The simple solution was to switch out the mike and things sprang to life. However it took half a day to get to that point initially. I always carry a couple of mikes in my helmet bag. For just this reason, you never know what machine you'll be thrown into next while on tour.

  3. On ‎4‎/‎30‎/‎2019 at 9:36 AM, hybrid said:

    It's not a one size fits all, 3 and 3, 4 and 4, 6 and 6 accomplishes the same result, the longer the shift the less traveling. If you work across the country or overseas, 2 and 2 is unworkable. Some pilots sit in Mexico all winter and want to work as much as possible in the summer, then lay on the beach all winter. Then some are younger and raising families, they need steady income. That's why we will never agree on anything in this industry....

    Well put, 2 and 2 floats my boat presently. But it is all a matter of perspective, they all have their pro's and con's.

  4. Very straight forward if you spend a few hours studying. Make your appointment to write the exam and pay your money.

    If you want a stand alone FAA cert. make sure you get a FAA Class 1 or 2 medical done before you see the FAA.

    The advantage of a stand alone FAA Commercial Cert. is that it doesn't ride on your Transport Canada License. it also has the "Not for Hire or compensation" restriction removed. IE: you can get paid to fly a FAA registered aircraft.

  5. 6 hours ago, Whirlybird said:

    I have tried to get help from Garmin and they straight out told me they will no longer support the 396 or fix it and there only solution was to buy a new one. . .

    Does anyone know of a good GPS company in the western Canada? 

    Repair for all 496, 396, 296 and 196 ended some time ago. These units are now unserviceable.

    Best bet is to troll ebay for a 596/596 or newer at a reasonable price. They are least still repairable by Garmin.
     I picked up a 595 2 years ago for $500, so there are deals out there.

    Option B, Foreflight on a Cellular iPod.

    my two cents

  6. 1 hour ago, Bif said:

    There are some operators out there who have seen the writing on the walls and are implementing, or quickly moving towards 2/2 shifts. I find the 2/2 to be completely refreshing and I'm actually excited to start a shift, and not grouchy by the end of a shift.

    I couldn't agree more, It's the perfect balance and everyone is happy.

  7. 2 hours ago, BrokenTools said:

    I have put a lot of consideration into a mountain course and I honestly cannot justify the money. I think a persons head space and personal judgement goes a long way, if your in the mountains and it doesnt feel good or your not comfortable, just dont do it. I would rather say no to an area or find an alternate and get home alive.

    My $0.02

    Save your money. BCFS work for the most part is a like a private club. If they don't know you or haven't flown with you etc. You'll have a hard time getting hired on with or without a mountain course.

    There are a number of companies in your neck of the woods that have some great training and chief pilots. Who will teach you the basics of mountain approaches and what to watch for etc. 20 hrs. is over kill, even 5 would be a stretch. This training could easily be combined into your PPC training.

    Spend your money on putting a face to the name. So much of this industry revolves around personality. Flying can be taught; working and getting along with clients is another skill all together.

    IMO: being level headed, professional and forward thinking. Will get you the mountain training through your employer. As you become an asset to them, they will in turn will invest in you.

    It's a two way street, at least in theory.

    • Thanks 1

  8. Just a thought. But if you and your family are in the avaiation business already. 


    Your answer should only be a phone call away. Whoever is or going to be providing your insurance. Should certainly be able to answer the cpl vs ppl insurance rate question.

    from there, the rest is up to you and how deep your pockets are.

    best of luck whichever route you choose.

  9. On ‎1‎/‎11‎/‎2016 at 7:59 PM, MEOB said:

    In the 206 I have seen a buddy of mine that ran a iPad (can't remember if its the mini or not) on a suction ram mount on the windscreen kinda close to the door post in a 407 with no ill effects so that probably work in the 206 as well.

    I've worked at a couple of places now that have banned the use of suction cups on windscreens. The reason being: On a hot sunny day, the suction cup will deform the windscreen. I've seen it on an Astar  but not on a Jetbox. But they took no chances after the first incident.

    Jetranger is easy, you mount the ram ball on top of the dash.

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