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  1. Condolences to family and friends.
  2. Call Richard Lajoie, he is the chief rotary instructor for CCG out of Ottawa. He's a great guy and surely has tons of info. 613-998-0544 / [email protected]
  3. Our condolences to the pilot's family and to Campbell Heli.
  4. It's not charter work like most helicopter companies, it is privately owned as company helicopter and to be flown like a corporate jet. The company can fly whomever they want to just like those jets do under the business aviation rules.
  5. Its going home for inspection, another one will replace it soon.
  6. I was 22, in the Air Force. Got my Wings at 23 and started flying 212s, then BV107s then S61s then back to the old B06. OMG I have gone full circle.
  7. Uh the 212 lifts more than the 412 especially with their fickle mast torque thing!
  8. I've had trouble reading those **** things ever since they got rid of those little circles with the lines through them....
  9. It isn't so much a matter of backbone at TC but a matter of being practical. Many of the restrictions were written based on older aircraft and they have yet to catch up to performance a bit. One must consider the location of the pad and the prime operator. While the pad may be available to all operators it will often be restricted to those with twin engine helicopters and those who do use it will have company procedures that allow them to meet the criteria in their flight profiles. If this was not done then no current EMS helicopter operator would be able to meet the requirement to land at several H2 pads and certainly not on any H1 pad. Pilots fly an approach or departure profile that would allow them to meet the restriction if they lost an engine, short of dictating to operators that they must buy a specific helicopter that is about all TC can expect. It's called managing risk within a reasonable range. This is actually a great example of the regulator doing the best they can to maintain public safety and to accomodate operators so I personally don't see any balls being dropped. As more and more newer machines come online this will in fact be less of an issue over time. The most common machines in use in Canada are the S76A, the BK117A, the A109 and now some Dauphins are showing up in QB. Soon we will be seeing AW139 in AB and certainly the Bell412s the military and Surete du Quebec use have enough power. Finally great care is given to develop sites with at least one H3 (useable by single-engine helos) slope to ensure that any machine can land there. This is not always possible and often TC is contacted too late in the heliport development phase to give the landowner location advice and remember that TC does not choose heliport locations. You are then left with a site the owners want to use because of their building or parking lots and the heliport was a distant thought so that is why you sometimes get what you get. For that reason it is very subjective and up to individual inspectors to assess each site and be as practical as they can.
  10. Thanks Helilog56, the bottom line here is communications. We are all guilty of doing this poorly at one time or another. People from 'any' and all walks of life can sometimes get a little self centered and forget courtesy. One can also approach people after an event and discuss it or clarify things so it does not repeat itself.
  11. Let's not cast too many stones here lads. There are knuckleheads in every field of life,including aviation whether it be civil or military. This thread was posted in a military forum and the pilots involved responded to it. They all agreed that more courtesy was needed but also explained that what was witnessed had more to it. As for the waiting Jet Box that pilot had been asked by the military guys if they needed to move right away and they were told there was no rush. As for the C172 the rotorwash comment was meant in jest by someone with a very dry wit. That pilot felt awful when she read the way it was taken. I spent 24.5 years flying military and mixed often with my civilian brothers without difficulty and vice versa. Now that I fly without a crew of 30 (just kidding here) I find the same thing. The bottomline is courtesy and remember there are always two sides to a story. As for the military guys/gals, they receive plenty of training but it is all geared to a crew environment and they fly machines with autopilots and flight directors plus they always do challenge and response crew checklists. That's just the way it is but it means it takes longer to start a CH146 than a 212. They suck at longlining but could fly circles around you in tactical aviation and IFR. We all share the sky and ramp space, just talk to each other and you'll see they aren't so bad, and vice versa just like Hughesy found out when he made the effort.
  12. CH124A Sea King has no problem getting to 40 feet hands off. Pretty ancient system but it does work. Did love the 212 and the BV107 but gotta say the S61 was the grand dame of them all. As for my wish list, the Lynx and the EC135.
  13. Military SAR crews pretty much never sling their lads, it's always by hoist and the lower the better due to time hoisting and references over ships as stated above. As for the ones who do sling, the Sea Kings and Griffons, they use the short lines based on tactical requirements for one reason. They do not want to be up 150 or 200 feet agl, it's a great way to give away your position to your enemies or get picked off by their weapons. Secondly they use the short lines because they carry crewmen to give verbal directions and always sling to ground crews to be able to hook up and deliver as fast as possible, again this is done for military tactics. These reasons do not apply to industry and it makes perfect sense for industry to longline because of the precision they can get by doing so which is much better for the one or two pilots who are alone in those machines. As for the industry rescuers like 407Driver, he too is flying alone and he doesn't have a hoist. If his 407 had a hoist and a crewman he'd likely end up much lower to his targets too. Just because two helicopters can hover, doesn't mean they are the same beasts to be flown the same. There's a time and a place to hook up a load to a 200 foot line and a time and a place to pick one up on a 25 foot strop and haul *** as low as you can to the drop zone. Bottom line is this, helicopters and helicopters pilots and crews rock! Fixed wing sucks!
  14. Split mon ami, you are totally normal man. Of course we talk to them. All the guys I've ever known refer to machines as she whether it's a car, truck, plane, helo or ship. That's just the way it is and yes indeed you gotta treat her nice.
  15. Well there must be more than just me around but here goes, I'm ex-military, wrote my exams before I left the Air Force and still making a living flying helos. But I did do my mountain course with Highland Helis in Castlegar, flew with Cec Hildebrand and loved the course.
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