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Everything posted by Sticky

  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.
  15. Seems to me I recall that your ATPL-H remains current despite your INRAT expiring...you just can't fly IFR until you redo your Group IV. That said, what good is an ATPL unless you have a valid INRAT...
  16. I agree with donnybrook. Do as much of your IFR training in a small fixed-wing as you can because IFR is IFR - the platform isn't that important in the early stages. A fixed-wing is cheaper and more stable and will make grasping the basics so much easier and a whole lot cheaper (just don't tell your friends you flew a fixed-wing). Self-study is a good way to cut costs but there are strengths in studying in a structured group environment. You will have lots of questions in the beginning and its nice to hear other's questions as well...and hearing the correct answers from an experienced inst
  17. Arrived on the morning ferry today...thanks Heli-Ops...
  18. If both machines are into wind then the rotorwash will tend to flow down and aft, therefore, won't affect the other helicopter appreciably. On takeoff, if both lift off the ground into a high hover at the same time they will avoid each others rotorwash as well and the timing of pulling pitch can easily be coordinated on the radio. What looks hard on TV sometimes really isn't - they just build up the drama for effect although I never saw this Fear Factor episode so maybe it was harder than I imagine... Me...in the middle (summer 1990). We're halfway through a line abreast formati
  19. I agree ####. The Canadian Forces has a similar system in place and it works very well. After an accident/incident Flight Safety issues an initial report to the flying communities as soon as possible so that everyone can increase their vigilance. Its amazing what it can do to help you "readjust" your flying habits after you read one. Supplemental reports are issued as key info comes available and then it finally gets published in a summary once the event is wrapped up and the findings have been made. You can see some here: Flight Safety Summaries I know from my experience this summer
  20. I fly a 212 on RapAttack so no sticks in the left seat (AB forestry policy)...as you can imagine it makes longline bucketing a REAL challenge ... you need either extremely long arms to fly from the left or a giraffe-like neck in the right seat. Shortline is the order of the day and it really makes for a nice, quick, low-level circuit in the flatlands of Northern Alberta so I enjoy it nonetheless... although you sometimes get pretty up close and personal with larger fires...
  21. For such a simple question its hard to nail the exact answer. I never intended to be a helicopter pilot when I started my flying career a couple decades ago...it just worked out that way...and I wouldn't change a thing. Helicopters offer a truly unique experience each and every day. Rarely do I land at an "airport" and 1000 feet and below is the norm for cruise. I fly for forestry during the summer months and its usually me, the machine, a keen forestry crew and a new challenge. You can't beat a good fire, a nearby water source, a shortline bucket, and a few other helicopters in the m
  22. My apologies. After rereading my post last night I realized that I was being a little flippant about a book that I have not read myself and that's not fair to you nor your book. My concern for the way the tailrotor is described in that paragraph still stands though and Ryan is my case in point. He's now left with the notion that the 206 tailrotor can withstand significant abuse and will still get you home. Based on the strength of an idea, this may leave him just a bit more vulnerable in his future operations as a helicopter pilot. Again, my sincere apologies.
  23. The author's comments make the rest of the book suspect... Perhaps he's boldly quoting something Bell used in its sales propaganda for its 1960s'ish bid to woo the US Army but I'm pretty sure that the loss of 50% of a blade would cause enough imbalance to shear the bolts securing the T/R gearbox or the T/R shaft. I know of a Bell 412 that lost about 18 inches of one T/R blade while in flight and the gearbox followed shortly thereafter. His point about it being a pusher is odd as well. Here's a good site that explains the difference between a pusher (ie. Bell 206) and a tractor (ie
  24. I think in a written forum environment such as this, you just have to accept that you will have all manners of discussions here. "IP blocking" those who have controversial ways of expressing themselves would be counterproductive. I like to hear all sides of the fence to get a balanced perspective of our business - whether the comments are rational and well-worded or just blowing-off-some-steam rants - it shouldn't matter. I think we're all mature enough to apply our own filters. BV - sorry to hear about your job situation and I hope there are better days ahead, but don't blame it all o
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