ThreePer

Thank you I will shoot them an email in the morning.

How do I get ahold of Applied? Google doesn’t show me much. Are they Canadore?

I heard that NLC is moving to get theirs approved again too. Not sure on the timeline though. Might be worth a call.

Of course your medium buddies make more. The topic starter said they are a “Licensed AME with AS350 Airframe and Engine” so I gave them what a starting wage could be in a urban or semi-urban hangar environment for a relatively new engineer. Small town? More. Camp? More. North of 60? More. Multiple machines? More. Multiple endorsements? Of course more.

Hey guys, I seem to remember a few years ago someone was making aftermarket (3D printed?) compressor erosion spoons and selling them. Does anyone know of any? I also think I remember the Safran guy saying they were cheap to buy direct from Safran (for the Arriel 2 anyways) so maybe I should just be asking Safran. Thanks!

Demand yes. Pay would depend on what part of Canada, what the tour rotation is, and what the working conditions would be. A couple years experience on AStars with Arriel 1 and LTS courses maybe 50-70k CAD a year if you get a heated hangar and cell service? Arriel 2 and B3 course would help with the $$$ as more H125s arrive trickle into the market.

You are not wrong. Our SD2s had an AFS in it because of FDC’s intricacies. I have attached the AFS supp 0. It says no changes to procedure. Also attached is Soloys flight supp chart. If you use their example of an 820 with an OAT of 15 and then recalculate with an OAT of 11 you get just about 800 meaning you now fail your power check by -20 more. I guess this is why the authorities in the US have been clamping down on the filter companies for using manufacturer’s charts with “work arounds” instead of spending millions in flight testing and data collection to create their own charts. Sorry Tom, no answers from me.

“One **** of a ride” is an interesting read. More of a “how to borrow money to keep from going bankrupt and try to take over the world at the same time” book than anything but it sorts it all out. I have it here on my bookshelf but read it many years ago now and don’t remember all the details.

We use it mostly for the scheduler which I think it does well. We also use the W+B which works really well now that they have ironed out the bugs we asked them to. The people who hate it most tend to have greyish hair and have their iPhone font turned up to max size. Just sayin'. If I don't like something with it I email them and they usually have a fix for me within a day or two. Great guys to work with for sure. In our industry, with so many "my way is the only way" personalities, it would be impossible to fit software that works for everyone perfectly. I think that is why there is so many pieces of software out there that are SO painful to use as they are infinitely customizable and therefore infinitely frustrating to work with.

Ya that seems all sorts of strange. It would be interesting to know what office reviewed for the licence as my inspector laid it out for me the way others have suggested. If you do your apprenticeship on an Normal Cat Heli then you get an M1. At least that is what I thought...

This you 2007? https://www.univision.com/univision-news/latin-america/flying-for-a-kingpin-the-revelations-of-el-chapo-guzmans-personal-pilot 🤣

When you graduate you can work wherever, for whomever, on whatever you want. As you start filling in your logbook that is what decides what license you end up with. Example 1: You get hired out of school and go to work for Westjet. You will end up with an M2. Example 2: You leave school and go to work for Billy Bob's flight school and his impressive fleet of Cessna 150s. You fill out your logbook as you go and you end up with an M1. Example 3: You leave school and go work for a helicopter company that has both Jetrangers and S61s. You buy two logbooks, fill them both out as you go. Jetranger stuff in one, S61 in the other. Then when you write the test you end up with M1 AND M2. So basically there is no rules. Graduate and go work where you want to. Big planes, small planes, big helicopters, or small helicopters. It's all up to you.

Yup the new seals are good. Expensive, but good. The other plus on 254 is that if your turbine is prone to N2 lockup while running Jet II then the 254 will usually cure it. It did on two different C20 powered machines we recently acquired. And lastly, 254 glows bright green when you shine a ultraviolet light on it. So if you are leaking just dim the lights and buy yourself a cheap ultraviolet flashlight and follow the bright green trail.

You are not completely wrong as GrayHorizons said. It wasn't a credit class but the sentiment during those first 1.5 years is that pilots are the enemy blah blah blah. I came out of school and worked in a place that had a terrible pilot/mechanic atmosphere. Zero, and I mean zero, face to face communication. But they wanted to be an airline where everyone where white shirts. I didn't last there and came to a place where pilots and engineers buy each other beer. Not because they ****** up anything but because we all just work together. In the last 10 years I have worked with one or two pilots who had the "pilots vs. engineers" mentality and they don't last long. Even pilots don't want to be associated with an engineer basher. LOL. I do work with a couple engineers still who default to the "your just a dumb pilot" sometimes but I am quick to tell them to check themselves. It is wasted breath. We are all on the same team.

I am an engineer and got a set of custom plugs made at a local hearing testing place for about $100. Totally worth it. I put them on under my peltors. The only problem I have with them is you have to lube em up as they are a tad dry sometimes. When I had them made you get to choose different noise cancelling levels (they drill tiny holes in them I think if you don't want max protection) and you can choose your colour and your restraint style (tied together on a string, little handles on each, etc etc).