Yes!! I'd love that! Can you run through knee-boards and their usage in a helicopter? How do you write anything down when you're flying? Also, wouldn't vibration make it hard to work a tablet?
@@davidallyn1818 the knee boards work great if you are left handed as trying to write on it with your non-writing hand is hard hahaha. As for iPads ive never had an issue using them as far as vibration goes. The cold or heat, thats another matter. Have a search though my videos for the iPad ones.
The topic of this video podcast is mind-blowing. Flying constantly IFR for over half of the year, I wonder how many pilots can handle this in long term physically and mentally. Money has to be crazy, that's for sure. Just imagine emergency situation in helicopter just before snow storm - the only comparison I see is to space missions. Sounds like guys are almost on they own with whatever happens.
Pretty much! The money is not as good as you think it is. They don’t fly too often and do get stranded at times at the various radar sites, for which they are all equipped. As for rescue, yes there are times when a rescue could be days away and this is one of the reasons I chose not to do this particular job.
Hi D G, Chris from the interview. IFR flying itself isn't that stressful (airline pilots do it all day everyday no problem) and even easier out here since there is no air traffic control or hardly anyone else to talk to. If anything it's the VFR side that is more stressful as you are dodging clouds and dealing with whiteout in locations with none of the support or safety net of the IFR environment. We plan our trips around the weather to do our best to avoid having to deal with any complications it would cause, that's why I mentioned in the video that it's not a good job for a new pilot looking to build hours. We can go over a week without flying (record is over 90 days) because of the conditions. Pay is around $70k/year for FOs and $108k/year for Captains. I make more money flying the Astar on forest fires in the summer when not hauling fuel. We are on our own for the most part when out in the field. As the only helicopter based here we actually are the first SAR responders for the local communities as a secondary duty and normally take on 1 or 2 SAR missions a season. Talking with a Cormorant SAR pilot, it takes about 14 hours for them to get to us if something happened. In the mean time they would parachute SAR techs if needed and one of our company machines from another zone would respond with a 5-8 hour response time depending on location.
@@yzaw4411 If we are at a main base like in the video then maintenance isn't any different than down south. When we have to stage out of long range sites with no hangar than maintenance has a rougher time of it. Generally we don't put tons of hours on these helicopters so they can plan their major work around our schedules. When parked outside they will only do the basic work needed to keep us going. If something breaks, welp sucks to be them as cold tools and cold machines make for difficult work. Everything takes longer and is harder because of the cold!
Very cool. I think the 212 is 60USG/Hr .. my BH06 is 1/2 that. Impressive machines. And the side skills you develop/need to effect the missions are impressive .. pad now removal, flying up and out of whiteout conditions, nav with the mag challenges. Wonder what the fallback is when this is loss of GPS with no VORs or NDBs
Compass and time. In todays world though a loss of GPS is unheard of. Still wouldn’t get me up there. My company offered me the chance but didn’t really float my boat.
Hey Rick, I cant say for sure on the 212 but I know most engineers will change out the greases used when it starts to change over to winter. As far as oils I believe they run the same year round as they are designed for high and low temps and running all year. Keeping the gearboxes warm with plug-in heating mats like the Tanis system is very popular up north.
Hi Rick, Chris from the interview here. We don't need anything special for lubricants as the oils we use are already good to the -40c that is our max low temp. The 212 can operate as low as -54c with some limitations based on the fuel. The fuel we use is certified to -40c which is fine because our temperature limit for the crew is -40c or -55c windchill anyway.
@@PilotTeacher This is a very interesting and informative video. It's a niche in aviation most people are unaware of. I'm partial to Bell helicopters. I used to work for Bell in Texas on the TOW Cobra program and the production of the 206's. I was married in a 206 @ 5,000 ft in Nevada. My wife was ok with it,she knew she was marrying an aviation " nut".. lol
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Yes!! I'd love that! Can you run through knee-boards and their usage in a helicopter? How do you write anything down when you're flying? Also, wouldn't vibration make it hard to work a tablet?
@@davidallyn1818 the knee boards work great if you are left handed as trying to write on it with your non-writing hand is hard hahaha.
As for iPads ive never had an issue using them as far as vibration goes. The cold or heat, thats another matter.
Have a search though my videos for the iPad ones.
@@PilotTeacher thanks!!
@@davidallyn1818 anytime!
Seeing this helicopter and hangar brings memories. Good interview. As much as it was a great adventure i do not miss it 😅
Enjoy Chris!
I know alot of pilots who worked the Dew Line. I almost went myself but had no desire to freeze my ass off!
Great interview Rick. Perhaps you should do more of these showcasing the varied types of jobs out there? Keep up the good work 👍
Keep your eyes open in 2022 😉
The topic of this video podcast is mind-blowing. Flying constantly IFR for over half of the year, I wonder how many pilots can handle this in long term physically and mentally. Money has to be crazy, that's for sure. Just imagine emergency situation in helicopter just before snow storm - the only comparison I see is to space missions. Sounds like guys are almost on they own with whatever happens.
Pretty much! The money is not as good as you think it is. They don’t fly too often and do get stranded at times at the various radar sites, for which they are all equipped.
As for rescue, yes there are times when a rescue could be days away and this is one of the reasons I chose not to do this particular job.
Hi D G, Chris from the interview. IFR flying itself isn't that stressful (airline pilots do it all day everyday no problem) and even easier out here since there is no air traffic control or hardly anyone else to talk to. If anything it's the VFR side that is more stressful as you are dodging clouds and dealing with whiteout in locations with none of the support or safety net of the IFR environment. We plan our trips around the weather to do our best to avoid having to deal with any complications it would cause, that's why I mentioned in the video that it's not a good job for a new pilot looking to build hours. We can go over a week without flying (record is over 90 days) because of the conditions.
Pay is around $70k/year for FOs and $108k/year for Captains. I make more money flying the Astar on forest fires in the summer when not hauling fuel.
We are on our own for the most part when out in the field. As the only helicopter based here we actually are the first SAR responders for the local communities as a secondary duty and normally take on 1 or 2 SAR missions a season. Talking with a Cormorant SAR pilot, it takes about 14 hours for them to get to us if something happened. In the mean time they would parachute SAR techs if needed and one of our company machines from another zone would respond with a 5-8 hour response time depending on location.
@@CCoottWW Thanks for the detailed info, it will be a great help for new pilots
@@CCoottWW How is your maintenance handle?
@@yzaw4411 If we are at a main base like in the video then maintenance isn't any different than down south. When we have to stage out of long range sites with no hangar than maintenance has a rougher time of it. Generally we don't put tons of hours on these helicopters so they can plan their major work around our schedules. When parked outside they will only do the basic work needed to keep us going. If something breaks, welp sucks to be them as cold tools and cold machines make for difficult work. Everything takes longer and is harder because of the cold!
Awesome video!👍🏼
Thanks Peego!
Thank you for knowledgeable generosity. Much appreciated!
Anytime Lisa!
OMG thanks for this! So cool!
Glad you liked it!
T55-7one and four mechanical engineer always want to fly himself a helicopter.
Thank you
Manpura Nengnong
Excellent video great interview have a little knowledge of that life hard on home life.
It is. Many helicopter jobs are hard on the home life, especially in Canada!
Fantastic video! Would love to see more of this. Thanks very much!
I’ve just done 3 days of shooting for more videos like this so watch this space Harry!!!
Awesome video and great interview! What a gig these guys have.
Thanks Andy! Glad you liked it!
Very interesting. Cool. Thank you and be safe.
Thanks Ron!
Very cool. I think the 212 is 60USG/Hr .. my BH06 is 1/2 that. Impressive machines. And the side skills you develop/need to effect the missions are impressive .. pad now removal, flying up and out of whiteout conditions, nav with the mag challenges. Wonder what the fallback is when this is loss of GPS with no VORs or NDBs
Compass and time. In todays world though a loss of GPS is unheard of. Still wouldn’t get me up there. My company offered me the chance but didn’t really float my boat.
Very cool interview
Thanks Chris!
as always, great video and content....
Thanks buddy!
Fantástic 👍
Does it only max out at 130 knots?? I would be thinking it was quicker!
Big old slow bus!
Stay safe
Thnaks!
Is it necessary to change lubricants and oils for extreme cold operation of the 212?
Hey Rick,
I cant say for sure on the 212 but I know most engineers will change out the greases used when it starts to change over to winter. As far as oils I believe they run the same year round as they are designed for high and low temps and running all year. Keeping the gearboxes warm with plug-in heating mats like the Tanis system is very popular up north.
Hi Rick, Chris from the interview here. We don't need anything special for lubricants as the oils we use are already good to the -40c that is our max low temp. The 212 can operate as low as -54c with some limitations based on the fuel. The fuel we use is certified to -40c which is fine because our temperature limit for the crew is -40c or -55c windchill anyway.
@@PilotTeacher This is a very interesting and informative video. It's a niche in aviation most people are unaware of. I'm partial to Bell helicopters. I used to work for Bell in Texas on the TOW Cobra program and the production of the 206's. I was married in a 206 @ 5,000 ft in Nevada. My wife was ok with it,she knew she was marrying an aviation " nut".. lol