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Winnie last won the day on July 10

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About Winnie

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  • Birthday 02/07/1975

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  1. Sounds like the master volume is not turned up at all, which is a screw-driver adjustable volume on the actual radio themselves?
  2. I currently fart around in the 135 and love it, it has some peculiar vibrations but has lots of room in the cabin for an airframe that is as long as a Jetbox... The H145 (BK-117D2 and D3) will be better than previous iterations but the D2 with the 4 blades has some pretty severe vibrations and issues that cause airsickness amongst the people in the back. I know, who cares... But again, size IS a thing and this is simply not the machine needed. As far as the UH-1Y, the low cost was due to parts being used were from older airframes, UH-1N bodies, and Cobra tail booms, with the new 4 bladed rotor system and T-700 engines (CT-7). In Europe, they have very short distances to travel, and don't need much endurance, but Canada is HUGE and the distances are enormous as most of you already know. 2 hours+ reserve simply isn't enough. Wether the machine is assembled in Germany, or Texas matters little in the end. Capabilities count.
  3. Absolutely right! There are some quality guys at Topflight with the new generation coming up.
  4. As if I should have written it myself (No I'm not an authority, it just is exactly true!)
  5. Are you ok with Excel? I can give you a 206L sheet, and you'll just have to jiggle around the numbers to make the correct one for the 407?
  6. The DOC for the H145 is about $1450 USD an hour, As mentioned before it has very short legs, at 2 hours, plus reserve, the aux tank is small and adds maybe another 30 to that. it has no space/weight for armour or armament. is super sensitive to ground operations with a Mast Moment indicator that will go off for nothing, and as stated before, all the control cables for the engines go up the center windshield post, and can be taken out by a bird... the UH-72 is a great machine for Liaison, and training, and medevac, but it will not be able to carry two M134 minigus, so it can be top cover for the chinooks, and where the CH-146 struggles to get even 8 troops on, you wouldn't get 2 on a H145 if it was up-armoured and armed... Edited to say, that the cost for an H145 is also staggering, at $13.5 million, you can get an AW139 for that, with double the capacity, and 30 knots faster cruise speed. The H135 cost about 3.5 to $5 million and are only about 1000 to 1500 lbs behind the H145 in max gross weight and carries fuel for 3 hours...
  7. the H145 certainly isn't in the same class as the CH-146, it cruises at roughly the same speed, has fuel for just 2 hours plus reserve, and can't carry near the crew the 146 can with full armament. I agree that there are better airfames than the UH-1 style/age fuselage, but the H145 certainly isn't it! It is extremely vulnerable to birdstrikes from the front, as in both engines quitting bad, with all control cables running up the center windshield post. Also, they are 2 separate weight classes. Look at the UH-72 Lakota, basically a EC145D1, it's sole duty is stateside liaison, Air Ambulance, and training. No weapons, no international ops. Cheers H.
  8. Well a few days anyway, I don't mind a nip of scotch, but certainly I'm able to do my 3 week shift without one. A good bottle last longer that way too...
  9. Blackmac, the 139, the 169, the 135, the 145 etc are all capable of Cat A Flyaway, so not a real problem of flying single engine. All the ones operating in Canada now are H1 capable to helipads I believe, so good for us I guess. In the US they have gone away from Single engine IFR. but they still do single engine night VFR and NVG, which I find quite risky. The only ones operating single engine VFR at night in Canada are police operations and OMNR. every other operator are Night VFR twins, as the minimum requirement is IFR capability to carry pax. In the US, the major operators all use A109/EC135/145/S76/MD900/902/BK117 and AS365, with more newer modern types most prevalent. They still most run single pilot IFR, but only in machines with good autopilot systems. The smaller operators and some bigger ones run AS350 and Bell 407 but night VFR/NVG only. Most IFR except inadvertent, is done to recover back to an airport or a hospital. Here In Canada we don't really do much IFR other than training, as the rewards aren't big, and the risks are high. Cheers H.
  10. As far as my limited experience on google searches, everything stopped dead (at least in the public eye) after the Vertical mag article. The concept seemed interesting and should have been ideal to compete with "the big two (CAE and Flight Safety International)," But they'd basically have to get the operators of both those advanced machines to dedicate all their training there. As far as the VFR sim goes, a great concept, but unsure if there is market enough to do it like that? Most companies seem to do their training inhouse? H.
  11. Most accidents in EMS in the states are night VFR machines, 407, 350, with the occasional twin. no more single engine IFR in unstabilized aircraft. But I agree the statistics speak for themselves. Single Pilot IFR, whilst seemingly harsh, I don't find too intimidating in an aircraft outfitted for it. Heck the guys are doing it in Cessna 208's, and PC12s, no problem. Until there are problems...
  12. No more noise about this, seemed a great idea to have a sim center in Canada for advanced training, and they were promising 407, Astar, S76C++ and AW139 Level D sims, but nothing more? They were to open in 2018 in Sudbury... For the more advanced types it would have been a great addition, unsure the benefit it would have had for the lights, other than being able to do things not possible in the aircraft, like chip lights and real engine failures... So Anyone?
  13. coming up on max date for GPS as well, it will reset to zero, can't remember what day it is
  14. I see the question was asked about BC Heli as well... To be honest, it's a flying school, they have limited time to teach you the minimum required, which is 50 hours less than ICAO wan't you to have. Cost is a factor, but in the end, the end result is the same, you walk out of the door with 100.0 flight hours, and a license to learn, that is it. you might have had eposure to long lining if you were fast enough to pick up the basics, A little mountain flying, but no mountain course, some out landings but no real bush flying, so when push comes to shove, you end up with a license. At Chinook you may find that they have too many other students so may not have enough time to give you 100% attention, but... this is the same at other schools as well. I'd walk in the door, see how you are welcomed, if you seem to matter, or just your money? Remember, at the end you have a license, and so you will from any of the other schools... Cheers H. (former instructor)
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