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CharlieBrown

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  1. I tried one on at Skye Avionics, and am pleased that it fits my glasses with the inner visor down. The things I hate about my gallet have been rectified with the Northwall design. Love the twist tightener on the back, quality leather (I twice replaced the leather surround on my gallet), beefy chin strap, click style visor controls (my gallet’s Inner visor always slides down by itself), love the dual internal visors. I ordered one, not exactly cheap, but I’m not sure what the other brands are selling for these days.
  2. It's not a 212 single. It's just a 212 or uh1n
  3. Yes, Please elaborate. 17 years in this business and that's the first time I've come across the term "unporting of the fuel system". If you are referring to sucking air into the fuel system I was taught to fly in trim and avoid unusual attitudes when low fuel.
  4. The question wasn't what helmet I should buy. The Bose A20 doesn't come factory installed in a gallet. I've had a gallet for 13 years, I've been very happy with it, I would not fault anyone for choosing gallet. However, the Evo can be ordered with an A20 installed from the factory. I would however prefer to purchase from Canada and avoid going through the hassle of customs, if anyone knows of a distributor? I heard there's a guy in Calgary but I can't find any info.
  5. Anybody know where to get an Evo Helmet in Canada?
  6. First off, helicopter companies don't supply bagrunners, we have no controll over what gear (bags and pins) the seismic company uses. The seismic company will supply the bagrunner! The helicopter company supplies the carousel. Secondly, any pilot that has done seismic for any length of time curses the magnetic pos. It works fine when it works, however there are too many moving parts and rarely do they function properly. It is also difficult to swing back to front without first bringing bags back to staging and using the carousel to layout. The ruperts land would be my second choice, it is lighter than an ATR but heavier than a Mr T. It is easier to manipulate on the ground because the legs touch first allowing it to pivot nicely, however one has to be carefull when picking bags near the tip of the hood and to make sure the bagrunner goes down completly on the cone because the gates on a ruperts land are spring loaded and can pinch the pin and cause a pin out. The Ruperts Land also laysout bags nicely so you can swing back to front without going to staging, the only thing you have to watch for is accidentaly hitting the longline release will cause a bag to fall off in flight. The Mr T is usually regarded as the best, its light, it hangs level relatively to the rupertsland so it's a little more difficult to manipulate of the ground but it is easier to one time cones, it's hood is shallow and the gates are held down by gravity so it has very few pin outs. The Mr T won't release bags unless the tension on the lanyard is less than 40 pounds, so theoretically you can't air drop bags even if you accidentally hit the release button. It also laysout bags nicely and is the easiest bagrunner to swing back to front because the Mr T is so light that tension on the longline will untwist the lanyards allowing you to pick bags and not tangle the lanyards up making it easy to layout without hangups. The Mr T isn't without it's own faults though, if you try to pick a cone at the back of the hood and the pin is aft of the hood, you will have a pin out. It also requires more amperage to release bags, so aircraft must be fitted with the 50 amp relay. I'm sorry to harp on this but the guy that said he's moved 5000 channels is out to lunch, 5000 channels with a minimum 6 channels per bag is less than 1000 bags when rolling 250 bags a day 125 picked thats 8 days experience with this bagrunner. Hands down Mr T
  7. Transport Canada deems pilots fatigued after a certain number of flight hours, duty time and days worked, it does not mean that we CAN (not always) become fatigued earlier than the maximums laid out in CARS. We pilots have the right and responsibility to ourselves, our families, our passengers and their families, and our employer to inform our supervisors in the event we have become or are becoming fatigued. I can think of at least 2 occasions where I called my boss because I was tired. I can also think of numerous times where I've been pulled off high flying jobs because I was timing out when I was not fatigued. In my opinion we don't need more restrictive regulations. The regulations as they are work in the helicopter industry. James Endicott
  8. Sounds like the operators should start American entities,register all of the aircraft in the states, pay for their pilots US licenses and operate under NAFTA in Canada. I'm all for a petition. This is potentially devistating to operators, I'm not convinced pilots will be affected all that much (due to the already low supply and high demand) aside from even more time hanging around camp. James Endicott
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