1. A typical Transport Canada approved Operations Manual would say regarding responsibilities of the pilot-in-command that he has the sole authority as to initiation, continuation, delay, diversion or re-routing of a flight when conditions require operational decisions. Does this mean the Chief Pilot does NOT have legal authority to over-rule an operational decision made by a company pilot out on the job? Yes X No ____. Does this prevent the Chief Pilot from exerting better judgment influence with the pilot? Yes __ No X Is it okay to call for advice when in doubt? YES
2. Not included in the Book under suggested pilot flight kit supplies is an 8 or 10 foot square orange ground position marker panel. They fold up to almost nothing, weigh almost nothing, and are also a valuable shelter aid. Also, check into getting one or more "space blankets." They are light, tiny, and reflect plenty of heat from your campfire (Go for high quality only - no dollar store stuff). About flash lights: LED's seem to be the way to go. Google: Tactical LED flashlights. I have the G700 and love it. It has SOS, rapid flashing mode, beam concentration. Rugged. Some flight schools provide an actual winter outdoor overnight survival training experience for their students. Good stuff! Is it possible that you too as a professional pilot operating in remote wilderness territory could benefit from survival knowledge and equipment. Yes___ No___. Ref. Q.23 Oh yes, pack a tube of LIPSIL. Great stuff and often needed. Write in at the bottom of book page 127. Add other items to this page as they come to mind or are suggested.
3. StoryTime: While cruising along at 6,000 feet ASL, the engine compressor failed - three on board. (This was back in the days of very unreliable Allison C-18 turbine engines in Jet Rangers. Thank goodness those days are gone). We were in the mountains, about 500 feet above rolling valley terrain, which in turn was about 1,000 feet above timber line, meaning - no vertical trees to help identify a level spot to land. I headed for a small lake (more a large pond actually) in order to find areference-to-level to help identify a levelset-down area. We were somewhat heavily loaded and at 5,000 feet we may need some run-on space. We landed on level mossy groundwith only a couple of feet of run-on, less than twenty feet from the water. It worked just fine, and there we were for the night. It was quite cold at night at that altitude and of course no firewood. Fortunately we had a ten gallon keg of jet fuel on board which sustained an adequate fire using easily pulled-up moss. We were found the next morning. We didn't have the luxury of a satellite phone. Take Home Lesson: When flying above timber line and surrounded by steep mountains, a pilot has no accurate concept of the horizon. Water is the only surface a pilot can absolutely count on as being level. In an autorotation it is notpossible to do a leisurely low level recon to determine where the ground is level enough to land - especially if anticipating a run-on landing. Therefore my somewhat frantic search for water. Dried-up ponds are also good for level - landing in the middle works. To a lesser degree, but real nevertheless, is the fact that "perception of level problems" occurs in so-called flat country when required to land on little knolls, ledges, slopes, and saddles. Be aware that basic mountain flying procedures apply. Portions of mountain flying technique apply in every part of most any area of any country. Why is standing water so important in mountain flying? _________ _______________________________________________________________________________
NEW MATERIAL WILL BE ADDED HERE FROM TIME TO TIME - THE EXPERIENCES NEVER STOP.