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Everything posted by Batfink

  1. Record #62Cadors Number: 2007C2046 Reporting Region: Prairie & Northern Occurrence InformationOccurrence Type: Accident Occurrence Date: 2007/07/23 Occurrence Time: 0100 Z Day Or Night: day-time Fatalities: 1 Injuries: 4 Canadian Aerodrome ID: CYMM Aerodrome Name: Fort McMurray Occurrence Location: 35 NM NE of Fort McMurray (CYMM) Province: Alberta Country: CANADA World Area: North America Reported By: TSB Edmonton AOR Number: TSB Class Of Investigation: 5 TSB Occurrence No.: A07W0138 Event InformationOverturn Collision with terrain Aircraft Inf
  2. Depends on what version BK-117 you are looking at. The B2 & later versions have AUW of 3350kg, cruise at 130kt TAS with LTS 101-750 engines. Excellent OEI capability (approx 6000' PA). Very sporty and great to fly (once you get used to it...). Require some TLC, but not overly complex depending on the configuration. The CSAS (which I heartily recommend!) can be difficult to troubleshoot when angry, overall a great A/C depending on what you are doing with it. Cheers!
  3. It depends on if you are a 722 - Aerial Work OC holder or a 723 - Air Taxi OC holder. Air Taxi operations (723) have to carry 30 min reserve for night ops. This regulation has been in effect for at least the last 10 years (and I imagine more?). If you are carrying passengers at night or IFR, you need to be a 723 or 724 (commuter ops) OC holder. Different requirements including twin engined A/C, Instrument ratings, ATPL(H) licences, etc... Full details here: TC CARS Part VII Cheers!
  4. Reserve units themselves are responsible for recruiting pilots. The recruiting centers are useless when trying to join or even get info about Reserve opportunities. If in the Borden area, go directly to the 400 SQN ARAF and they can help you. In Alberta, go to 408 SQN ARAF at CFB Edmonton (or whatever they're calling Namao now). Cheers! p.s. If you can get in, pass all of the required courses, qualify for a category and then go operational, it is a VERY GOOD way to fly. Getting there is a SERIOUS struggle though.
  5. Research, Research, Research... Look through the old posts here on this site, Lots of discussion on this topic. Try Canadian and Great Slave - Best of Luck
  6. I've had it happen about 30 times in the 412 (Griffon) simulator and even when you know it's coming the chances of survival are about 6.7% (2 successful out of 30 attempts...) . The huge c of g change coupled with the tendency to tuck and yaw in an unrecoverable way means you need to have the throttles off at about the same time the gearbox thinks about departing the fix. There isn't even enough time to swear before you are in a very uncomfortable, inverted, nasty, unrecoverable attitude. If someone has had one in a real ship and survived, they need to buy lotto tickets - like NOW (p.s.
  7. The set-up for NVG's is pretty simple: 1. Get Transport Canada to let you operate on NVG's (good luck with that)... 2. Get the goggles from ITT (which no one in Canada can do without Congressional approval and a security assessment - Again, good luck with that. As well, there is HUGE wait because all inventory is going to the US military) 3. Modify your cockpit (about $250,000) to make it NVG compatible and get it approved by TC. 4. Re-write your OPS manual and SOP's - if you have SOP's 5. Train your pilots - If you can find a qualified NVG training guy...
  8. A HUMS is nice, but it works within the aircraft systems. If the guages aren't accurate then who's at fault after the HUMS records an exceedence??? I flew the Griffon for 8 years and there was a continual battle over the data coming out of the HUMS. When used correctly I think it's a fantastic tool. Keep in mind though, it is only a tool, not a wonder box. Cheers!
  9. I'm going to have to go with Jetbox on this one. Can we be a little less vague and spell out the details of this rumour a little more literally for us not in the loop types???
  10. Hey RW, Great news about SISIP - you are fully covered for everything (i.e. NO EXCLUSIONS - PERIOD). If you have the insurance in effect for more than 2 years, even suicide is covered. It's a great program - Well, for your beneficiary anyway...
  11. Pssst - Umm Rotoroboy2, I think you may want to re-read VNE's post... (It was a joke...)
  12. As a pilot, my DI is a pretty routine look at all of the pieces to make sure they are all there. Although it's my butt in the seat, I tend to feel a little better flying the machine after the guy with all of the maitenance training and experience has signed off on the "DI". We all look at different things on a walk around, the more eyes looking at a machine the better. Operational considerations aside, just think how you would feel if you decided to go to bed instead of looking at the aircraft (I've seen this happen alot) and the A/C (and possibly the pilot & pax) didn't come bac
  13. Batfink


    Please don't consider an IFR rating "just another quick endorsement". It is truly a completely different way of flying. Personally, I don't think you should add it on unless you are seriously chasing an IFR job (I think Canadian EMS will hire 500 hr co-pilots with IFR, but I may be wrong.) It would be a colossal waste of money at this stage in your career unless you were actually working in that environment right after completing your IFR rating. The last thing anyone needs is a rusty IFR pilot trying to fight the leans when he doesn't have alot of reasonable VFR (let alone IFR) time
  14. Ryan, The target designator beam is glaringly obvious to anyone wearing Night Vision goggles, but invisible with the naked eye. The strobes on the back of the green guy's helmets are only visible with NVG's as well (a small step in preventing friendly fire tragedies). Cheers!
  15. There is also the added benefit of logging actual IFR everytime you pull pitch. How long can you hold your breath for...
  16. "'EI benefits would be better spent funding courses that train people for jobs that are in high demand. " Goldmember, Well said, but haven't you heard - There's a pilot shortage... (Alot of dry humour and irony intended)
  17. Mags One of the last things that I would be leaving behind is that Sat phone. Saved my *** in a really bad spot one day WAAAAY up North.
  18. Interesting to note that the CH-143 in question is now in Edmonton registered as C-FIOM (STAR 3) now a BK-117 B2.
  19. Cole, Take my experienced word for it. This is absolutely nothing like becoming a pilot in the Canadian Armed Forces! I'm sure you have your own impressions of life as a military pilot, but it is not a place where one can just show up and fly for a couple of years until they get enough time to move on to a nice and comfy commercial job. It is truely a lifestyle choice. If you are into it purely for the flying hours, you won't get past the entry interviews let alone into a cockpit (you are an officer first and foremost and at a distant second, a pilot). As painfully slow and achaic as
  20. Skidz nailed it. Was in Germany and Sweden last year hoping to get my nice shiny new passport stamped. Not only did I not get a stamp, no one except the Air Canada agents and the Canadian Customs Officers even looked at my passport. Europe Rocks!
  21. Great Slave equips all of their remote camps with a 12 Ga (rubber and slugs) for the Grizzlies. Makes the whole registration issue easy. Unfortunately, it doesn't do anything for you when you are 25 nm from base with a bear on your a**. Rubber bullets are a really nice tree hugging option, but I wouldn't want to try them with an angry grizzly closing in... The friendly camp caribou like to stand under the rotor to keep the mosquitos away in the summer (had a few come real close to wandering into my tail rotor on a few occasions). The rubber bullets were nominally more effectiv
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