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coolhand110

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About coolhand110

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  • Birthday 06/16/1968

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    CYVR
  1. ISE DA BY, when it comes to aviation and 76's, I am just a pup. Been called a lot of things, however an expert is definitely not one of them. I am what you would call, familliar. Now if you would prefer people making up stories and talking bullshit, rather than accurate information, so be it. Clearly a comment like your shows that you are an ***, or truly an idiot yourself. Usually if somwone knows more than me, I listen, which is more often than not. I've been on this forum for 8 years and only have maybe 60 posts. Only when I hear some of the trash that has been said on this thread, do I t
  2. You are right, I can not say for sure that they could have done a vertical takeoff because I was not in the aircraft. However it was between 6 and 8 degrees not 25, and I have done it many times in that aircraft. Doing a confined area in a 76 is just like any other helicopter, same rules apply. The 76 is a great platform for an air ambulance, not only is it fast and a great IFR platform, the medics in the back have lots of room to work. You can cary 2 patients on stretchers as well as 4 people sitting. I do not recall not being able to do a call because I was in the 76. They do not do rescues
  3. Understood, the same as you talking about Cat or Cummins with a 13, 15 or 18 speed, or you telling us the difference between a set of A, B ,or C trains. Or sliding the 5th wheel or the dollies on the trailer. Your logbook however would be somewhat the same context to ours anyways. A scale to us is much different though, although, just as critical. Cheers
  4. Thanks R22 Captain. I was hoping that MMIKE would give me a thumbs up, but no luck.
  5. And MMIKE, Congrats on someone saying that you were right 3 times today, I have not been told that in a very long time!!! Curtis
  6. I guess nobody listened last time, so once more for them, this took place at sea level with an OAT of 6-8 degrees. They had about 1000 lbs of gas, and only 5 people on board, they could have easily verticaled out of that spot. That was not an issue at all!!!!! A,A+,A++,B,C,C+,C++ or a D would have been the same coming out of there. Now I know there will be critics here that will disagree with that, however, I have over 3000 hours on all of the 76's listed except the c and the D, not to mention many hours flying this particular aircraft doing the same job. Trust me when I say, you could have ea
  7. Pilot5, tell me if you and I flew together? Were you an F/O or a captain? Sched or Ambulance? I think I know who you are, but would like to narrow it down. Very few pilots ever came through claiming they were 5000 hour VFR pilots and claim that the captains did not listen or take their experience into consideration. And like all IFR operations, there are lots of SOP's, but this I think is a good thing. Experience is experience. A guy flying the Ambulance for 10 years VFR and IFR, has enough for that job. They have flown all over the area and landed in much more challenging spots than this one.
  8. Suddenstop, you are correct in wanting safety to be the highest priority for all. You are also correct when you talk about liability, however, where you are not correct is going off about how this is such a huge safety issue. Helijet has been operating the ambulance program for something like 10-12 years and ORNGE for about 30ish. The fact that there have been maybe 2 incidents and 1 accident between the 2 in 40 years of operation should tell you that company SOP's and how they operate are extremely safe. You are unfortunately fighting the wrong fight here. Good for you that you are trying to
  9. This is clearly not going in the right direction. This is a simple case of a pilot making a mistake, nothing else. Safety is the utmost of everyones concern. The pilots in this particular incident have always shown themselves to be true professionals. No pilot would ever put peoples lives at risk on purpose. There is no old school crap in play here. We are all professionals, and conduct ourselves that way while at work. You are making a judgement on a video that only gives a one dimensional view. Suddenstop, I will appologize for my previous post, had one of those nights. However, do take
  10. Not sure where you are coming from suddenstop. You are clearly not a pilot and have no idea what we do on a day to day basis. You may feel that you are an expert on these subjects, however you have a very limited scope as to what happens in the real world. Helicopter pilots do landings in unprepared landing areas all of the time. There is no one there to evaluate sites for you. When I have done scene calls, I have had to find my own landing sites because someone like yourself tried to place me in an unsafe landing area. There is nothing wrong with the way operations are carried out, and you wi
  11. You are right suddenstop, I disagree. Helijet has some extremely talented pilots and a great record. There is nothing wrong with the way they do things. At the end of the day, the PIC is the one making the final call. So why not leave the company aspect out of it. While there is always room to learn, your assumption that Helijet has the most to learn is complete crap. Both operations run differently for sure, and yes, at the end of the day, the job is to get the passengers there safely, This is just one of those things that happen, move on. The only thing that is left to say is, learn from it,
  12. Worked at Helijet for many years (6 of those flying the ambulance) and other than extremely windy days, the rotor brake was never used on start up. SOP's are company specific, not type specific. Unfortunate incident, however everyone is fine. As for learning from ORNGE, Helijet has been doing this long enough and very well. They are different operations operating under completely different environments. I do not think anyone should be calling for a pilot to be fired or not being able to fly for BCAS again. You are constantly being tasked to go to scene calls, both during the day and night, and
  13. Pilot5, NEVER GO FULL RETARD!!!! TOO LATE!!!! The gear on a 76 is bullit proof unless you are moving sideways when you touch down. As for electrical problems, I am currently flying the A++,C+ and C++, and all of them have electrical issues. Find an IFR aircraft that doesn't. As for age, take a good look at all of the types still flying from the 60's and 70's. Are you really that challenged? As for the health of Helijet, you have to be kidding. Last I remember, they did about 21 million in revenue per year, where the ambulance contract brings in 5 million a year. All rough numbers of
  14. On June 30th 2009, the Canadian Industrial Relations Board certified the CHC Global Pilots (GHPA). Now the pilots are recognised as a union and can start the process for the collective bargaining agreement. The heart of the matter: NOW, THEREFORE, it is ordered by the Canadian Industrial Relations Board that the Global Helicopter Pilots Association be, and is hereby certified to be the bargaining agent for a unit comprising: "all pilots employed by CHC Global Operations (2008) Inc. excluding full time managers, pilots whose primary duty is non-flying base manager and foreign nation
  15. I deal with a guy named Brian Carse with a company called Primerica. I have $800,000 in coverage and it costs me $100 per month. This is for a 20 year term with no rise in cost with age. When I first talked to him the company told him that I would be rated and would have to pay significantly more. He talked them into looking into the company I flew for, safety record and the type of flying I was doing. Primerica then decided to wave the rating giving me the regular cost. I was flying a 76 in Vancouver when I got the insurance. Might be worth giving him a call and see if he can get the same pr
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