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Jammed left

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Jammed left last won the day on August 1 2013

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  1. An interesting read. Although it appears that it wouldn't have made a difference in the outcome of this tragic accident, the discussion on flight following procedures is a good one to have. http://www.tsb.gc.ca/eng/rapports-reports/aviation/2011/a11p0117/a11p0117.asp
  2. There really is no need to complicate this...the CARs are pretty clear...change the config of the aircraft...change the c of g in the log book....do elementary tasks...note it in the log book. The CARs weren't written with operational convenience in mind...the were written to cover the legal aspects of flying. if you spend any time looking at the CARs, the intent is clear....how you or your company can manage that with your Ops manual...is the only way to bring operational convenience into the matter.
  3. I think Skully has hit the nail on the head once again.. The rules are the rules, but there are ways that an operator can help their pilots do their jobs and stay within in regulations that are already in place. That is a much better tactic than trying to figure out the how you can possibly word smith your way around the regulation. Unfortunately most first year law students can shot holes in those attempts.... It comes down to professionalism on the part of the operator and the drivers...
  4. I see your logic on the 703 / 702 thing.....and I agree that the COM is the default of what an organization should do... The requirements of a Journey Log cover it off for all types of flight.. CARs 605.94 schedule 1...particulars to be entered in a journey logbook.. Except where an approved fleet empty weight and balance control program is in place, aircraft empty weight and empty centre of gravity and any change in the aircraft empty weight and empty centre of gravity that's all..
  5. Interesting that some guys are looking in the RFM for guidance on this....this is a CARs issue 723.37 Weight and Balance System An air operator shall publish in its operations manual a system to ensure that during any phase of flight operations the loading, weight and centre of gravity of the aircraft complies with the limitations specified in the approved flight manual. The weight and balance system shall: (1) establish an operational empty weight and centre of gravity for each aircraft and configuration; Taking a door off is a change in the configuration of aircraft, not
  6. Well technically speaking...there is one more requirement as it is laid out in the CARS... ( Airspeed for operation in reduced visibility (amended 1998/06/01; previous version) Helicopters shall be operated at a reduced air speed that will provide the pilot-in-command adequate opportunity to see and avoid obstacles; so when asked on a PPC or PCC.....there are 5 conditions that must be satisfied to operate in reduced vis... Ops Spec, 500 hrs, Annual low vis training, current PDM and operate at a reduced airspeed... Class dismissed...
  7. Thanks for posting Dick... I know a lot of old guard that swear by draining the filters with boost pumps off...this sheds some new light on the perennial issue... Cheers
  8. I'd love to see it in writing, but I think that would be easy to argue that within municipal boundries would qualify...the problem lies in areas that are seemingly not 'built up' but someone is able to make the argument that it is built up. There was one instance where a dock on a lake was considered 'a built up area' and fines levied.....I'm sure a golf course would fall under the definition...
  9. Flying low introduces more hazards that must be managed...as DImit has pointed out..I'd add to the list by including wires on to the hazards that now need to be managed because I'm flying low. (well not me...). We re told in the Flying the wires course that wire strikes are the single largest cause of fatal helicopter crashes in the US. Take from that what you will,... From a regulatory point of view, the sticking point is usually whether or not you are over a built up area or not.....but try and define a built up area. You won't find it defined in the CARs...it has a pretty loose inte
  10. Just wrote the CP exam 2 months ago. Like all the advice here...they tell you what material they are going to test on in their study guide..get the appropriate sections, put it all in one binder and read it through over and over. 50 questions - 80% is the pass mark. When I wrote mine the computer selected 2 questions that were invalid so mine was only 48 questions.. It's really not too bad. I've heard the Op Mgr exam is the same as the CP except with 3 or 4 different questions. I found a couple questions to be an attempt to trip you up with wording, ie.) minimum alt vs min alt over a
  11. There is the lure...........oh and there he is setting the hook.... wow, i'm sorry i even looked..
  12. Yep...it would jump up and the forces are there...a good strong arm could hold it down, but you'd have to be expecting it to hold it down.
  13. Amen to that....that locking strip can be the source of a lot of issues if it is not adjusted correctly....good point
  14. Not fully correct sir...a 205 with a dual hydraulic system will lose boost in the collective with the loss of the #2 system...the cyclic is always boosted in the dual hydraulic 205. I agree with your comments that diligence is paramount, but there are characteristics unique to the astar in this instance that create the problems. You don't generally hear of 206's and 407's jumping into the air during hydraulic checks...although we shouldn't let our guards down when doing hydraulic checks in these machines either. It is the pre load on the spherical thrust bearings in the astar that c
  15. The Astar hydraulic pump is creating operating pressure in the hydraulic system down to 170 rpm Nr. There is no advantage to doing the checks at 100 %. The only difference that you will notice between doing checks at 100% and idle is that it takes longer for the accumulators to recharge than stated in the flight manual once the hydraulics are turned back on. At idle provides an extra safety margin."
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