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oil pressure

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oil pressure last won the day on June 23 2014

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  1. I would think that reducing the ability for an operator to potentially task flight crew to 42 consecutive 14 hr days would indeed, very much increase safetyin reducing risk.. Keep in mind HAC is very operator oriented and obviously anything that increases operational costs and logistical hurdles would get their, and those they represent, attention. This all seems a little reactive in that, had the operators put as much effort into providing a solution over the last year or two, as they did reacting to the potential changes (petitions etc.) we may be farther ahead. The new proposal seems extr
  2. Finally maybe we will do at least one little thing to evolve the safety of the industry, at the grass roots level in the field. To think that a Helicopter Pilot can work 14 hrs a day for 42 consecutive days is ridiculous. Particularly given that we know the majority of accidents and incidents are the result of a poor decision....which, of many things, fatigue is a major contributor. We need to give up on the offense of finances and operational logistics....who cares....that will take care of itself with time and client education/adaptation...perhaps the recommended changes are too restrictive,
  3. We had a excellent young Canadian 100 hr pilot who took a leave of absence to compete in the Sochi Olympics. He received a job offer and interviewed with Phoenix....landed the job, now he's been endorsed and PPC'd on the 120 and last i heard is actually flying....he is in an environment that should provide him with a long, safe career with an excellent company....near as i can figure. Not many companies getting young Canadian pilots in the seat these days ...so thanks to Darrell and Phoenix. Who knows....maybe the kid will work his way up to a 135 Captain with NVG experience etc.one day!!
  4. In my simple little mind there are a couple ways to look at averaged mins. The company is saying that they need me to go work on a job for them....say, for 20 days....and they are saying no matter what, we will guarantee you 3 hours of revenue per day, averaged over my 20 day tour....whether we fly it or not!...wow that's a good deal....even though its averaged over my tour they are guaranteeing me 60 hours that tour....no matter what the weather does, the client does, the helicopter serviceability does...lotsa daylight....little daylight...no matter what....you will get 60 hours. Seems like
  5. Soooo...sirlandsalot....you're flying hours you're not getting paid for?
  6. VIH Aerospace has a wonderful bubble window for the 407...might want to check with them...I think its STC'd but may only be an LSTC...give them a call
  7. Yellowhead Helicopters has immediate multiple openings for full time pilots to fulfill crewing needs for secured, long term contracts with Oil & Gas and Heli Ski clients. Yellowhead Helicopters has pilot needs as follows: Bell 206 type endorsed, minimum of 100 hrs. on type and a total of 1000hrs PIC Helicopters. Pilots will be tasked to contracts within the oil and gas sector in BC and AB, transporting passengers and equipment to well/lease sights. Selected pilots will be expected to work in this sector through the 2015 season. Yellowhead Helicopters is committed to providing op
  8. Bob Mcnary Pelican Group, Calgary AB. 1 403 209 4044 Good guy, understands what we do and will get you as fair of a package as anyone. Good guy to BS with about it and get you set up!
  9. I talked today to a product support person at BLR. She indicated to me that for the 212 the premiss is that TC recognizes their FAA STC. At this time there is only approved published performance charts for HOGE...no WAT increases or HIGE (which would be WAT limit anyway) Seems the 212HP with applicable T/R ....giving you the increased WAT limits...would be the best 212 combo for the buck from a clients perspective. All leagal beagal and certifiable on manufacturers charts. I still havent figured what a 212E is and how it needs to be configured to be designated as such.
  10. Not sure what the marketing angle is? a 212 (stock car...no tricks) will do what the flight manual says. so strakes and fast fins add improved performance but no charts published/approved. The benefit would be an increased safety margin and lower pilot work load? The only rig that has increased WAT limits is 212HP with applicable tail rotor. Keep in mind the dash number of the engine has nothing to do with HP's. One operator of the 212E shows increased WAT limits over the 212HP....im trying to learn where that comes from?
  11. The ASRD has published their 2013 Casual Charter Rates (Revised March 25, 2013) There are 3 variances of the Bell 212 listed... Bell 212 Bell 212HP c/w Tail Rotor Mod Bell 212E c/w BLR Strake and Fast Fin What is a Bell 212E and why would it have the same rate as a 212HP? As far as I understood, the 212HP with the applicable T/R was the only 212 variance that had approved published increased WAT performance. The HP without the applicable T/R only has different HOGE and HIGE charts. I did see an operators website that showed higher WAT numbers for the 212E (whatever that is) than the 212HP
  12. The current standards are ridiculous...my concern is that if this current proposal is stopped, then on we will go as is, and nothing will change. If not though, and the proposal becomes law...then maybe we will be able to get an operations specification to increase flight duty time and reduce time free from duty requirements...much the same as we have operations specifications to eliminate the 3 days off in 30 requirement and increase our 30 day flight time to 150 hrs? Maybe an Ops. Spec to allow 28 days of 12 hour duties and 8 hrs. flown a day...for example. I'm sure when the CARS came to req
  13. i heard that too....apparently someone wants to sell some mediums and Bailey is going to pick them up. I heard 2 or 3 212's
  14. I must add...it could be we are managing our fatigue issues, and the current FDT regulations are working fine for the industry, and operators are mitigating the risks just fine...not sure the accident data is there to make the current changes proposed relevant.
  15. I think the struggle here is to separate the issues of safety and effect on logistics. The discussion of this topic always seems to trend to how we are going to conduct business efficiently and competitively with the restrictive FDT's proposed. That, I think, is a by product that we need not worry about right now... how much money we make is somewhat irrelevant. If there is a SAFETY issue here that can be mitigated with fatigue management, then lets look at it very particularily. Forget about crew changes, double crewing, where all the pilots are going to come from etc. If we think tightening
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