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Sticky

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  1. Here's the Canada Gazette Part II section that applies but I don't see a change from 1200 feet - but then again it's a tough (dull) read and I may have missed it: http://canadagazette.gc.ca/partII/2006/200...l/sor199-e.html
  2. Here's a link for you guys. Its a 35MB zipped file and may not be entirely current so only use it as a training reference. http://www.thecontrols.ca/206.zip I'll leave the file available online for a little while so get it quick.
  3. Helmets are a pet peeve of mine. Norm, in your career as a helicopter pilot you will invariably go through many flight suits, work boots, gloves, GPS's and other personal ops gear but you will probably only own one helmet. If you cheap out and get a used helmet from EBay you may find that it was someone's toss away that maybe got dropped off the top shelf or worse. And fit is of huge importance because you will be wearing this thing for hours on end in the cockpit (hopefully)...if its flopping around on your head or squeezing your temples till your eyes pop out then it will make t
  4. A valid argument can be made to rationalize either of your options. If you're willing to expend the cash for another 5-10 hours in the spring to refresh your skills then flying this fall is viable - just not ideal from a continuity perspective. You may find after this four-week layoff that getting back into the groove will be frustrating and you'll arrive at your own conclusion anyway. Personally, flying helicopters is a career choice that deserves your undivided attention so if you can gather the funds by next season I would wait and dedicate yourself to the task.
  5. I don't think you can ever introduce any autorotations too early in a pilot's training. I always included one as a demo manoeuvre from the first lesson onwards to remove any mystique and anxiety about them. When they actually got to do one for themselves is another issue but certainly before first solo they would have seen and done many. Its a basic survival skill after all. RW, its already been said by others but I too appreciate you providing the details of the accident so we can all learn from it...and of course remove any speculation. I'm sure there will be a few instructors out th
  6. The TC Instrument Procedures Manual should have the answer, unfortunately, I'm on the road and don't have a copy handy. The rule of thumb, as I recall, is: Intercepting outbound - looking at the ADF, you go from the tail of the needle to the desired track plus 45 degrees (tail to desired plus 45)...if the tail initially indicates 250 and you want to intercept the 280 outbound you steer 325 (plus/minus wind); and Intercepting inbound - looking at the ADF, you go from the desired track to the head of the needle and add 30 degrees (desired to head plus 30)...if your desired inbound tra
  7. I'm currently using Eric Bradley's FLTDUTY XLS (ver 2.01) and it has most of the functionality that I need (702/703 rotary-wing operation); however, it seems a little dated (can't back up to anything other than the A:\ drive, no automatic calculation of days off last 42, etc...). I also maintain a "hand-raulic" version but the math can be quite taxing at times... Despite TC apparently distancing themselves from supporting the use of electronic flight duty software, what are people using these days in the field on their laptops and/or PDAs to calculate their flight duty times? Google s
  8. CARS 421.40 Blanket and Individual Type Ratings (3) Within the 12 months preceding the application for the rating, an applicant for an individual aircraft type rating for a helicopter with a minimum flight crew requirement of one pilot shall have successfully completed: (i) a flight test, on the helicopter type, for the issue of a Private or Commercial Pilot Licence - Helicopter; or (ii) a Pilot Proficiency Check on the helicopter type; or (iii) a qualifying flight under the supervision of a person qualified in accordance with CAR 425.21(7)(b ). ----- CARS 425.21
  9. Hmmm, a private sector military...I think they call them "Mercenaries"... The loss of heavy-lift has always been a sore point since DND sold the CF's Chinooks to the Dutch and then forced them to go with one common airframe (Griffon) to fulfill what was once done with three types (Kiowa, Huey, Chinook). The ultimate embarassment was relying on Chinook support from the Americans in Afghanistan because Canada couldn't provide their own helicopters that were capable of operating in those conditions. My spidey-senses tell me that we'll see combat-capable heavy-lift helos in Canadian milita
  10. No slight intended cap, I didn't preclude it...it was stated by HP in the opening of this thread that civilian instructors would do ab initio and the advanced training would be done by military pilots. None of the helicopter training currently conducted in Portage, except for perhaps formation work and NVGs (if that becomes part of the syllabus), requires unique military skills in order to teach the course so civilians would be well suited to do all of the training. The QFI course is quite demanding and would adequately prepare anyone unfamiliar with military training methods to teach in Por
  11. Too bad because it would be a nice perk of the job. I instructed in Portage when we had a mixed fleet of CH-136s and CH-139s for one year and the extra hoops we had to go through to qualify on both types were cumbersome considering they were really both just JetRangers of similar flavour. I was just curious if there would be a change in the wind for this contract. For skullcap, I used to drain my fuel on the JetBox DI whenever I was away from base on a x-country. I'm pretty sure it was a requirement of the DI and away trips were the only time pilots did a full DI (called a "B" Check back t
  12. Let's also not confuse "operational availability" with "serviceability". Operational availability normally means that if a unit with say eight aircraft is responsible for generating five lines of tasking (ie. five aircraft must be available constantly for missions 24 hrs day) and it manages to provide aircraft to satisfy their responsiblity for that 24-hr period, then the availability rate would be 100%. So add in refueling, turn-arounds, aircraft swaps, crew changes, snags, hard unservicabilities, normal maintenance, scheduling problems, weather delays, etc... you can see the availability r
  13. This may be outside the box, but why not make the instructors dual-rated - then they could do ab-initio and the advanced training...now there's some incentive to take a posting to Portage. Instead, you're looking for 45 instructors to turn out 45-50 helicopter pilots every year. Hmmm... I'm sure I'm not being innovative and that the concept of dual-rating the instructors has most likely been discussed by those at the table but I'd be interested to know what the major stumbling block is...currency, competency on type, cost, disruption of ricebowls? I know I'm over-simplifying the
  14. And if you feel two hands on your shoulders... :shock: you better hope one of them belongs to the nurse. The good news cap is that they can accomplish the prostate check with a simple blood test nowadays instead of the latex glove...I did just that last week. Much more, ummmm, civilized. Excellent advice on the volunteering of info. The CAME is only checking to see that you aren't going to pass away in the cockpit. Ideally your CAME would be a pilot since he'd have a better appreciation of your plight should he find something wrong with you. Not easy to find one though.
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