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  1. First fellow I’ve heard from who’s tried both the Northwall and 050, that’s very helpful information. Would love to pick your brain a tad on the specific preferences about the Northwall, as those two lids are the only ones on my short list.
  2. Found that with the weight specs too, MSA lists shell weights pre-padding and comms. A little like weighing your car without the interior, windows, and electrics. Makes for a neat number but not sure what it means in the end. Good to hear on the Northwall.
  3. I've flown the last year without my ten year old SPH5, it probably could have gone another ten but had an inadvertent rain mishap in Prince Rupert, I've wanted something smaller and lighter for awhile anyhow so it's a blessing in disguise. Been wearing a Bose A20 ANR headset and frankly it's been fantastic. I have a long neck and torso, and get frequent neck strains long lining, so I'm after the lightest and smallest helmet on the market this time, ideally to fit with Bose comms. Cost really isn't an issue this time around as if I actually end up wearing it, it's more than paying for itself. I'll likely go single internal visor for clearance, and weight. On my radar right now, -Northwall LMT if it's still a thing. -MSA LH 50 (not sure if Bose can be applied) What else should I consider, and where to buy it from in Canada? Cheers and thanks.
  4. I’m in the same boat with the helmet replacement looming, my SPH-5 is shot. Want something far smaller and lighter, hadn’t heard of the Northwall before will look into it. As for Bose comms, resounding yes. You still hear any abnormal noises only the constant drones are eliminated, and I did a good deal of Google fu research on ANR hurting hearing and couldn’t find anything to substantiate it. Looking at the single internal visor gallet or the northwall now.
  5. I’m of the opposite thinking, if I was to pay for my own course there’s only one I’m doing, HNZ topflight / the old Canadian program. Quality in training varies, it’s not all the same information by any means. I’m too poor for cheap tools, too.
  6. I’m alright with flight pay personally, the more the company earns the more you earn, that’s a fair and equitable relationship. Would just be nice to see more transparent billing in my eyes.
  7. Ditto. Last and only time I saw it match was on a contract where the customer was a mid-time rotary pilot who changed careers and knew the industry. In work with more than one start per hour, it’s defensible to add the industry norm, locally here at least, of .1 per hour for starts on lights and intermediates. In a perfect world there’d be a start charge after the first, and air time billed. But this isn’t a perfect industry, I was shocked to learn.
  8. I'm not going to try and write a manual here your course will be where you get all that, and I wouldn't be the most qualified to do it anyhow. I'll offer one point that's been rung home for me numerous times in the mountains, though it's logistical not technical; sufficient fuel and a bit more. Don't be tempted to go too light on fuel to save a little performance, staying within the bounds of your machine's performance of course. I'd rather have the extra 10-25% fuel and work harder for the approach and departure. In a training environment with known spots it's easy to work just the right amount of fuel, in operational flying there's always headwinds, an unplanned stop, choked out passes and valleys, or any other number of fuel sapping diversions. In the mountains you need to take your time and fuel is time.
  9. Really appreciate the replies thank you, I'd been looking into the C28 and I could find little on it that was current and that explains everything. I'm presuming the C30 is more than a different compressor, it's never that simple. I'm going to hazard a guess some of those well priced L1s I've been seeing are C28 powered, makes sense.
  10. Members here with significant time on the L1 in utility work? What did you think of it? Never flown one though they show up well priced fairly frequently, could be worrisome, could be a decent opportunity. Yes we'd rather an L3, L4, B2, 407, B3, but they're priced differently, would like to focus on how the L1 fares here rather than scale up the conversation. Is it true most operational L1s weigh about 2200lbs? Should be able to move in the neighbourhood of 1500lbs on the hook at 50% fuel with a 200lb pilot? Any weak points? There's always the inevitable question of what will you be doing, answer is as usual everything, general utility from sea level to 7,500' that the machine can safely accept. Appreciate thoughts from those with L1 seat meat time.
  11. That does it, for sure. Layman's take is if your primary attention has to be on the aircraft, it's flight time. If you're ground idling and able to update your instagram, it's not. At a certain point it becomes superfluous, and generally you'll find more respect reporting air time, as that's the only time you're improving as a pilot. I personally have three columns in my excel logbook; air time, bill time, engine time. Billing time coincides with the TC definition of "Flight", it requires more than my peripheral attention as a pilot to prevent something untoward occurring.
  12. Struggle to come to grips with the aesthetic criticism of the 505, plenty of helicopters are strange looking, that has absolutely nothing to do with utility, performance, or safety. I think the 505 is here to stay and have been surprised by the numbers being adopted globally. Specs, if it lives up to the book are highly impressive. Should prove rock solid too as the running gear is all old hat and shares DNA with a Massey Ferguson somewhere surely as all old Bells do. On the engine, surprised me but was likely a good move, it's a more evolved power plant, support has become very good for the Astar engines this decade that's an old news story the lack of support. Suspect the 505's stove will be easy to support too.
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