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Everything posted by Winnie

  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)
  15. Why aren't the 135 or 429 suitable? The 429 is also more similar to the 145 I believe. They seem to be able to run 135s in places much more "rural" than most of Ontario... Can put bigger aircraft in difficult locations like Moosonee if need be, but sure a mix of 135/145 would work fine. Just drop one paramedic on the 135. They'd also be able to make scene calls that are not on the road. (I have no clue if they are or aren't doing scene calls, I just remember the 139 being criticized for not being able to do bush landings)
  16. Whatever you do, stay away from Paraclet... Worst thing I have ever put on my head after the NATO Steel pot...
  17. Thankfully they are implementing the ICAO definition. That is the whole issue, FROM FIRST IN MOTION, to COMES TO A STOP AT END OF FLIGHT. That. That is the only thing that means anything. And what most people argues has been correct. Except a few stalwarts within TC who just couldn't
  18. As you searched and found the answer, good on you! You'll find this is a good community, but most of us are Canadians, and the FAR's are confusing... but you are welcome to keep with us!
  19. Yeah. It's supposed to be great... I only know the 135 anyway...
  20. Unfortunately not able to help, but if you could find anyone with EC225 info they might be able to help, isn't that the same system? Regards H.
  21. Adding on a CPL after the PPL is going to cost you more in the end. you need additional hours on top of the original minimum. So if you did PPL at minimum hours of 45, the CPL add-on is another 60, that is a minimum of 105 hours. you say 15 hours now, closer to 20 for solo, you will be closer to 60 hours total for your ride minimum, now you are up to 120 hours. the Tax credit is only on the part of the training that goes towards a CPL, so you lose out on anything used towards the PPL. for a Commercial License from scratch you need 100 hours, all can be credited, and your current training is covered. if they tell you otherwise they are lying. the basic training until past the navigation portion is the same, it is after the Nav things get more convoluted. The ground school portion is 80 hours in stead of 40 and goes deeper (not close to being deep) into air law, met and nav. the aerodnamics are the same, although as a commercial pilot working you will see a lot more of the situations discussed... So if the tax credit is important, go straight for CPL from where you are, if savings is important a straight CPL is better than PPL then CPL, but a PPL only is cheaper. you WILL see reduced insurance rates with a CPL, and if you go to a Robinson Safety Course you will get additional benefits. Regards Harald, Former instructor.
  22. Recession a few years ago tanked the Offshore Oil market, this in turn turfed 100s of pilots with a LOT of experience into VFR jobs. Also recession related, the exploration market went to ####, and thus no drill moves, so less camp jobs. It is picking up but slowly. H.
  23. See if you can find silk liner gloves.... your hands will never be cold again. I usually fly with Nomex gloves, and they are good enough in the cockpit with the door closed, but soon as I venture outside I have to put on a mitt of some kind. I still haven't found the erfect one, but I'm looking...
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