Відео

The ships are told to keep the patient close but inside and someplace warm.

If I recall correctly, there was a family member in the basket and the patient was in the stokes litter. Yes, they can usually bring one small piece of luggage. It would have change of clothes, documents, passport, medication..etc.

No, alive. We do not to such hoist activities for body recovery.

I believe you may be thinking about the NH90 but I'm not sure.

Ya, I've never done it nor would I want to try. I've done 400 and that feels psychologically awful but physically it's a smooth landing.

1) The entire cabin is heated and cooled. The cockpit can get quite warm in the summer time due to the greenhouse effect of having all those windows in front of you. 2) In most cases in cruise shutting down one engine would have little to no effect. In fact other countries that operate this machine shut down an engine in cruise to save a bit of fuel. We do not use that procedure. In the hot, high, and heavy hover...ya, losing an engine can be quite detrimental. But unlike fixed wing aircraft there is not asymmetric thrust or adverse yaw to contend with. Just power available<power required. 3) I believe it is being removed, I am not 100%. When outside of busy areas we are almost always out of VFH range due to our low altitude. It is not uncommon for me to fly across parts of Newfoundland, in controlled airspace, and not be able to talk to ATC. We're used to it, ATC is used to it. In uncontrolled airspace we just aren't talking very much other than to other aircraft and blind position reports.

In flight? Not really, quite hard to do. But we can land somewhere and switch seats. In every day life it doesn't matter who takes the right and who takes the left, we chose randomly. The only time it matters is when doing a boat hoisting sequence. The hoist is on the right side, so the boat will be on the right side, which means the right seat pilot will be doing the flying. For an operational boat: if I am with a more junior First Officer I will usually be the one doing the flying. If I am with another experienced pilot we will flip a coin or something to see who gets to fly it. If I am with an experienced First Officer who is about to upgrade I will try to let them fly it.

That's a camera. It's used to measure the track of the blades when we are doing track and balance adjustments.

@@mattfrom103 Awesome, thank you for the info and for all this great content. It's fascinating to be able to vicariously participate in these life-saving missions and learn about all the cool tools that make it possible.

MTOW for the current configuration is 15600. We can actually taxi at 15700. That would roughly be full SAR gear, full crew, and full fuel (4100kg). For training our normal fuel is about 2400kg which puts us at about 13900kg. During a mission it is at the discretion of the Aircraft Commander how much fuel and gear they want. We can actually offload some gear to save weight. It is call 'sea stripping' because it really only effective when heading offshore.

That was a quicker answer than i expected, thank you :) Okay! Is there a possibility for an MTOW increase, with the upgraded helicopter you are about to recieve? Right, so for a longer SAR mission, you could choose to increase fuel for longer endurance/range?

@KNJensen I'm not sure on a MTOW increase. The 4100kg is about 5000L which is the maximum fuel the helicopter can hold. If we wanted more fuel than that we would need another tank. Most likely in the form of an auxillary tank fitted inside. I don't think there is any more room in the belly for fuel tanks.

@@mattfrom103 Oh right, so an MTOW increase wouldent really give new capabilities? Do you often find that you are running out of fuel (or wanted more on that mission)? :)

@KNJensen Are there time I wish I could take more fuel? Of course. But those are few are far between. Having that much fuel costs a penalty. Eventually you start becoming too heavy to do anything. There was a mission not to long ago where I miscalculated and took too much. It wasn't awesome. There are some locations that will just be inaccessible by current helicopters. Technically the farthest point in my Area of Responsibility (AOR) is 900nm out to sea. I have the fuel to do a rescue about 225nm out to sea. There is only so much one can do.

And while enjoying your explainations a few questions here = When are you using the APU, when not? Can you pilot still interact with the crew if they use a "private intercomm" channel? (for ex. emergency/safety communications..) And the last one : I would really enjoy knowing what the medical equipment is comprised of! Maybe in a next video with a SAR-Tech :)

The APU is primarily used on the ground for start up and shut down. It can be used in flight. The checklist sometimes calls for the APU in flight when troubleshooting electrical malfunctions. When they are on their channel I can still override and talk to them, I just can't listen to their reply. I'll see if I can find a SAR Tech willing to describe what is in their medical bags.

No. There is a variant of the AW101 that can but Canada does not have that capability.

1)Yes. In fact in an autorotation with no engines running all systems will still be powered. The systems are power by the rotor head or transmission turning. The engines turn the transmission. 2) Remember that empty water bottle I showed you in the fuel demonstration.........

"Money & fuel go in one end, power and noise out the other" 😅

I'm not sure what the -53s fly with the gear down all the time but the Cormorant generally does not. Only doing circuits, landings and takeoffs, or hoisting will we have the gear down. During transit or off shore operations the gear will be up.

I miss spoke. I meant to say either on the flight line or in the field. Not in flight.

@ I’m just kidding I know what you mean haha

Thank you for the clarification.

LOL, no flight planning department whatsoever. It's up to the pilot to do it. Luckily they are very simple flight plans, I only ever file direct. Generally I use the ForeFlight to do it. Sometime I just use a 'company note' when going VFR on a mission somewhere. Pop-up clearances are also common. ATC around here is pretty wicked and very accomodating. We can do ILS cat I, VOR, NDB, and RNAV (LNAV only) approaches. The new upgrade should bring us more capabilities.

@mattfrom103 that's good to know, I am a dispatcher with AC, and flights to YYT and YQX are always challenging due to weather and inability to find a good alternate.

@@chetanchc Yes, finding an alternate is incredibly hard, if not impossible, for us some days. My weather rules are different than yours but I can still get stuck sometimes. I think it used to be that everytime the weather was bad and I was flying Air Canada to or from YQX my bags wouldn't make it. I theorized it was because the plane needed more fuel for a valid alternate. I believe Cougar Helicopters created a heliport by the name of CCX2 a few miles away on the other side of the peninsula. It experiences much different weather and has a valid TAF. Both us and Cougar use it at times as a valid alternate. Pilots who fly here definitely to some gnarly weather.

Not sure why it wasn't purchased 25 years ago but the new upgrade we are getting should have EO/IR.

We can do most maneuvers and work with with just 2 engines. We can't fly with only 1 engine. Some high hover, high weight hovering requires all 3 engines.

I think I mean to say either 'on the flight line' or 'in the field'. No, not in flight.

That is the Vernier Accretion Meter or VAM. It's a way to measure how much ice has built up on the airframe. It's quite accurate and requires no electrical sensors. It's just those two posts. They are fixed and don't move. When sitting in the left seat you visually line up 2 lines and then you can measure the ice thickness. It works for 0-20mm of ice. It's also heated so once you accumulate 20mm of ice you melt the ice off and start counting again. I can't explain it much better. It's one of those you have to see it to understand it. I'll try to incorporate it in a future video.

Not entirely sure why it is still used, probably because it's a standard across the planet for both air and marine and any replacement is not better if at all. 1 degree of latitude = 1 nautical mile which helps. Ya, the 2X90KVAs are very powerful. They are also surprisingly small, I'll try to include them in a future vid. In flight they are barely loaded. Once all the anti-ice systems are on they are loaded somewhere under the 50% mark. Like you mentioned, redundancy. 1 should be able to power all essential systems including the anti ice. Biggest consumers of electrons are the heated blades, windshields, intakes, and the Night Sun.

I'm not aware of any rules around wrist watches. If you've got a smart watch it must technically be in airplane mode while flying but that's about the only rule I am aware of. I am also not aware of an issue wrist watch.

@mattfrom103 sweet! Can't wait for the next vid, this one was super informative and in depth. Keep on rocking!

Great suggestions. I'll add that to the list.

@@mattfrom103 interviews with maintenance techs would also be very interesting, as well as letting them talk about how they got to where they are today.

I'm not here for the subscribers or view count. I just wanted to share with others what we do. But thank you for the kind words and interest. A few years ago I got to fly the EC120 for 25hrs on a mountain flying course. It was mind blowing how quickly that helicopter could just come to a stop. Totally different flying something that's 1.5tons vs flying something with 14 tons of momentum behind you. I even got to auto that thing to touch down, something I don't get to do in the Corm outside of the sim.

It's a camera. It's used to measure the track of the blades. It's used when we do track and balance adjustments.