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Everything posted by coolhand110

  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 try to put some truth and logic in it. Now OLD DOG has forgotten more about aviation and helicopters than I will ever know. He is one of the best out there, and this is not just my opinion, but that of many others. Pilot 5, you are right, a C+ would be better for this operation, no one can deny that. You are just not correct in saying that a C+ would have made a difference here. Good Day folks, maybe see you in another 6 months. Fly safe, Curtis
  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,that is left to smaller better suited aircraft, scene calls and transfers are what are most common. The reason that the pilots did not vertical out is probably because of the field to the left which provided for a clear way departure. You also have to realize, most departures for the 76 on the ambulance are vertical departures for clearance, both scene calls and hospital pad departures. The only time of year where you have to really concern yourself about power is in the summer, where you would reduce weight where you can. I am sure this is with CHL in Ontario as well. Again these aircraft have been doing AA work for years and have an excellent track record. Confines and off levels are also in the yearly recurrent training on the 76. Same old story as well, the more you fly an aircraft, the more comfortable you get with it and the more you see you can do with it. Generally the 76 will sit on the apron with 1200 lbs of fuel. Throw in 2 pilots with a total weight of say 350 (as long as I am not one of the pilots), about 250 for gear, 400 lbs for medics (and no they are not generally larger than the pilots). The flight would burn about 200 lbs to get to the scene, so now you have about 1000 lbs of fuel, but picking up a passenger, lets say he is 200 lbs as well. Unfortunately it has been 3 years and can't remember the empty weight of the helicopter. So as you can see, this machine is not grossed out at 10,500. So to vertical out of a spot should not even be an issue. Chances are the crew did not even consider it for reasons that we can only speculate, but probably because there was no need.
  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 easily climbed up 1-200 feet on that day without any power issues. As for a skidded aircraft, I have landed the 76 on more surfaces than I have skidded. From belly deep in snow, to swamps to creek beds, beaches, logging roads, sand pits and countless other spots, and the 76 does as well as a machine on skids. It is even great at off levels where many of these landings have taken place. I don't know where people get the idea that you can only land a 76 on prepared pads. These machines have been used for the last 30 odd years doing this job, they are great machines, not sure why guys are slamming them. Cameras on the back stab would be great, and when you are not looking outside or at your guages, maybe you could check out the back camera. Convex mirrors on the inside of the doors are great for seeing what is going on arround the sides of your machine if others are working around it while you are running. And for the record, a stright c model has the same engine as an A++. The A++ had a max gross of 10,800 while the c is 11,700, which makes the C about as powerful as an A. A C+ is much better. Now if I am wrong with this, please feel free to let me know.
  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. So give the VFR experience a rest. And just to hopefully finish this unproductive thread, just happened to see and talk to one of the ALS guys in the back of this helicopter, who also just happens to have many, many, many flights with these pilots in all sorts of weather and other situations, his comment is but don't quote me, I would have no problems getting into an aircraft with this crew ANYTIME. That is the trust and bond that all of these crews have built over many years of flying together. Learn from others mistakes so as that you do not have to make your own. Let this thread die. It has gone too far already. Fly safe gang!! Regards, Curtis
  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 make a point, but you have nothing to back you up. These are extremely safe operations. If there was something unsafe, someone would have pointed it out long ago and fixed it. As for those who say the A model is underpowered and could not have just done a vertical take off, you are somewhat wrong in this case. An A model at sea level with an OAT of 6-8 degrees, 1000 lbs of fuel, 2 pilots weighing 300lbs total, 2 ALS guys around 400 lbs and a patient of lets say 200 as well, has no power issues. Summer is when these have issues or at altitude. I am also only guessing here, but I would assume that the pilots were planning to do a clear way departure over the field to the left. So power was not an issue. Now the guy who worked at HJ and claimed that the guys he worked with had no VFR time, I would tend to disagree. Most of the guys I worked there with and know well have all flown VFR. However, that is really not a valid arguement either. These are professional experienced Ambulance pilots. Yes #### happens, and it is not the best to describe incidents like this, however don't take it as pilots saying that this is no big thing, cause it is. The people here were very lucky, and those who fly know what the worst case senario is. Pilots are professionals and act that way while flying. So Mike, understand that the term does not really express how pilots truly feel about these incidents. You can also bet that the pilots do feel bad, and if given the oportunity to do it again, there would be a different outcome. I haven't met a pilot yet that does not make mistakes, and you can change pilot to any other occupation in thew world.
  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 a step back and take a look at what you are saying. Any task has it's inherant risks, and it is our training and experience that we rely on to get through the day safely, just as your job would would. These pilots simply made a mistake. There is no need to look for an even larger fault in an entire operation. I have worked with many of the ORNGE pilots when the worked for Helijet, and still do today flying offshore in thailand. There are no cowboys or people hotdogging, just people trying to do their job as best they can. I do have the big picture from all angles. I have 7 years with the police and have been flying since 1995. So I have worked on both sides of the street, setting up landing areas as well as landing in them. I also know both pilots personally having many hours in the cockpit with both of them, and have a complete understanding of the culture at Helijet as well as BCAS. So I say lets quit with the witch hunt and move on.
  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 will probably not find that BCAS has regulations for landing at scene calls. This is left to Transport Canada, the Operator as well as the Pilot in Comand. As for putting ORNGE's information on a public site without their approval, think about what you are doing. And just because ORNGE does things one way, does not make it right for all. You really should pull your head out of your ***. Yes the crew made some errors in judgement, however, you do not criticise an entire system because of it. At some point you have to put faith and trust in the pilots that they will do their job safely. It is amazing how someone like yourself can take a course on Litigation, and maybe prepare a couple of landing sites and you are not only an expert on Air Ambulance Operations, bit allso **** near a lawyer, ready to prosecute the first pilot to make a mistake. Clearly your employer is an equal opportunity employer, they even hire RETARDS!!!! Helijet as well as ORNGE have an excellent safety record. Just look at the the amout of hours flown or the amount of landing carried out per year. Time again to focus on what is important, learn from the mistakes from others, and possibly incorporate more confined areas in training. Suddenstop, please pull your head out of your *** and listen to the people who do this for a living. That is why you have 2 ears and only one mouth!!!!
  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, and try to avoid something like this in the future. In hindsight, I am sure that the crew would have done things differently. Time to move on and get over 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 not every spot is a great place to land. Try to ease up a bit and learn from what has happened. Curtis
  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 course. They have the scheduled airline, contracts in the Charlottes as well as a jet ambulance contract. If they did not get the ambulance contract, there would be about 20 pilots moving with the contract I would guess. HJ will still be fine, been going for 22 years now, many without the ambulance. The A models are perfect for flying between Vancouver and Victoria. Working at Sea Level in mostly cool temps, why would you even consider a newer model. The new Ambulance contract is a 10 year contract I believe, giving the operators reason to get newer aircraft. Not to mention it is a requirement, as they are starting to close pads down for lack of performance. As for the other clown asking the name of the crew. Let me ask you, would you like your name placed in a public forum like this for all to see? Give your head a shake!!! Both of you guys should be ashamed of yourselves!!!! Regards, Curtis
  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 national pilots employed by CHC partner companies." Reference file No. 26066-C
  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 program for the company you work for. Curtis
  16. I picked up the pilot at Comox hospital and took him to Victoria General on Monday. 214 went down due to mechanical. Other helicopter picked up the pilot and took him to Comox. Pilot was awake and able to communicate when we took him to Victoria. Curtis
  17. I got the single dark visor with a three piece flex boom. Alex recommended this one for replacement if needed. Any of the three can be replaced independently from the others. There was a choice of 6 colours I believe. Again, the service was great.
  18. Bought an Alpha Eagle from Alex at Maxcraft in Vancouver. Excellent service. $1791.00 total including tax and helmet bag. Took 3 weeks from the time I ordered until it was on my noodle. Very happy with the helmet. Very light and comfortable. Curtis
  19. Trained at Chinook in Abbotsford (47g2) Will Tompson was my instructor, although he would never admit it.
  20. Helijet is looking. John Luce is the guy to contact. He can be reached @604-688-4646. Lots of pilots have gone to the ramp to fly R22, Bh06, or cojo on the 76. Goodluck Curtis
  21. Walking around your aircraft before every flight will save you. Saved me a few times. Also was doing a DI on a Twinstar one morning, after a night of inspections, to find both fuel lines only finger tight. Everybody makes mistakes or misses things. Always do good DI's and walk arounds. The life you save may be your own.
  22. Hey Ryan, Happy New Year. Don't know of anything planned, just know that property like that can not be left as gravel parking lots and Heliports. Anything built on the site will probably include a heliport of some sort. One other comment on the cost of using the heliport though. What do you think the cost on the lease of the property as well as maintenance, insurance, staffing etc. is there Hurler? No matter who operates the heliport, these costs are going to be passed on to whom ever uses the place. The landing area is now 20 years old. As far as I know the vancouver heliport is public but the Victoria is prior permission I believe. I could be very wrong on that however.
  23. The aircraft that was refused was Hayes 206. He just chose to land in the gravel lot beside the heliport. He was not refused landing, just parking for the day. His other option was to fly to YVR and park for the day and then pick up his passengers. This seems like one of those lets pick on someone today. I believe his plan was to park there for the day. With only 4 pads this can tie thing up pretty quick. The other day I landed there and the 61 was on pad 1, a 76 on pad 2 a 206 and R44 parked on pad 4 and I was given pad 3 for another 76. This left only the main H for any other aircraft. I do not believe there are any favorates played as far as landing goes. I have seen Helijet , Talon, Omega, Blackcomb and many other operators circling the harbour waiting for a pad.As for landing the Ambulances at Children's or VGH, the noise complaints have made sure that these pads are used under certain circumstances. And not only do you have St Pauls that has no pad, Lions gate on the north shore has no pad either. I have spent more time landing downtown for that hospital than any other. As for the special favors Hurler is talking about, I believe all operators pay the same. I'm sure that priority is given to the airline side, but everybody pays the same for using the heliport. I do not see an improvement to the Vancouver heliport for some time. It is situated on prime waterfront realestate. It will not be in its current position for long.Maybe then they will expand to have more parking spots. Curtis
  24. Very sorry to hear about the accident. Was down there during the summer to Pick up a mom and baby to bring back to Canada. Spent some time with a pilot and 2 flight nurses. Very nice people. My prayers go out to the families, freinds and co-workers. Here are some pics of one of Airlifts aircraft on top of Harbour View Hospital from the day I was there.
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