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Whistlerpilot

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Whistlerpilot last won the day on September 11 2019

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About Whistlerpilot

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    VR Veteran Poster

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  • Company working for
    A 5 ship company in a small BC mountain town

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  • Gender
    Male
  • Location
    BC
  • Interests
    Skiing climbing mountain biking kayaking flying and having a long term relationship!

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  1. Hey fleman, flown Longrangers with and without so here’s my opinion. The IBF does add cost and it can effect performance. However it f you regularly fly in sandy environments or snow I think it’s a good idea. The particle separator stops the big stuff but sand and dust can still come through. Erosion of the compressor blades is inevitable if you do that a lot with no filter. I did fly one Longranger without even particle sepersator. We nicknamed it the “Bare Dog” instead of the “Long Dog”. Didn’t make me feel warm and fuzzy out in the bush without maintenance support for compressor washes. In
  2. OK here goes, I will take a bite at this topic. Bring on the debate. Canada CPL: full down PPC annual training: 25% full down, 75% power recovery USA CPL: power recovery CFI: limited full down Bell and Robinson factory course: full down PPC annual training: power recovery Nepal CPL: Power on glide Auto training whats that? Actually did auto training there for Nepali pilots but due to lack of proficiency of local pilots they dont roll the throttle off. So they call the power on glide an auto for PPC purposes. I trained in Canada with Chinook Helicopters. Did around 200 full down autor
  3. Hey Max the Kid, I did something similar but have the advantage of both US and CDN passports. You will not find Canadian owners or operators happy to lease or rent to such a low timer as yourself. My recommendation is to convert your CDN commercial to FAA (now just paperwork) and spend your money on obtaining FAA instrument and CFII ratings. That will make you more marketable than just hours burned in the sky. At that point you could lease an N reg R22 and find students so at least you break even. Whats your end game? If you want to work back in Canada those time building hours are looked
  4. USA doesnt have type ratings unless the helicopter is over 12500lbs. In Canada type ratings are issued and You can obtain a Bell 47 type rating in around 5hours of air time plus some ground instruction. However you will need to convert your EASA to TC first. Contact Chinook Helicopters in Abbotsford BC one hour east of Vancouver. They still operate the 47 as a primary instructor.
  5. Looked to me like he succumbed to a sneezing fit and forgot to fly the helicopter. We will see if the accident report blames it on hay fever.
  6. Ive landed on the Grande Hospital rooftop pad many times. Its a very slippery steel deck, there is virtually no ground friction. Hareram is not very experienced and probably doesnt know that neutral pedals is not flat pitch. In order to have no tail rotor thrust an Astar pilot must push left pedal 2 cm past neutral pedal. Hareram probably landed and held some collective for a few seconds. Then he lowered collective but didnt push left pedal forward. On normal pads dirt concrete etc the Astar has friction and doesnt spin. Obviously he froze and didnt do anything once the spin started. Full down
  7. When you do the instrument rating only 15 hours of the 40 is required in a helicopter so you can save a little money by doing the maximimum allowed instrument training in an airplane. I recommend to do this at night because its totally realistic. However as the others said, if you want to fly helicopters dont waste any precious training money on airplane time. When you are an experienced helicopter pilot down the road you can do an airplane add on for very little. Right now focus on getting your helicopter CFII and finding an instructor job. Good luck!
  8. My very first helicopter job at 150 hours paid $75. Per day rate and $50. Per hour flight pay. I also got a $40. Per day perdiem for food and they paid all accommodation and travel expenses as well as medical/dental after 6 months. It was a great 8 month season mostly near the arctic circle. I didnt fly many hours but around 4 days a week I got to do a short flight of some sort in the 206 and 206LR. I mostly did ground crew work but it got me started and Im eternally grateful to Great Slave Helicopters for the opportunity. That was only 12 years ago but now Ive travelled the world flying and h
  9. Merci Chris, René Mouille est certainment Monsieur Helicoptere!
  10. Merci Chris, René Mouille est certainment Monsieur Helicoptere!
  11. Hands down the AS350 series now H125 starflex. Simple effective low maintenance reliable and responsive. Combined with probably the best in class gearbox it makes for the best heart of any helicopter in my opinion.
  12. If you get the squirrel cheek cargo pod then the front seat might fit in the left side pod, though contact Airbus to verify. I would caution you against doing impromptu medevac flights for the public for all the reasons previously stated.
  13. The Bell tech reps response was pretty much as iChris described. In the end some numbers were exchanged and the power check is now being done as it should be. Lucky for me I don't need to fly this aircraft often. On my way to the Bell factory March 12 for the 505 course. The company is buying 2 505's though the B3e is still the aircraft of choice for high altitude flying in Nepal. There is competition for the "bottom" end of the market and for some strange reason my company wants to spend outrageous money for the 505 rather than just using a cheap B2. So I will keep you all posted on flying th
  14. This summer flying in Nepal I took off with 3px plus bags at DA 22,700 could barely get into a one foot hover but the wind was helping. The Kalapathar pad allows a sidewise jump off to clear the tail and descent is possible to gain airspeed above the Khumbu glacier which is 300 below.
  15. Totally agree with your power check and dummy approach. This is what I was taught and still practice.
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