RTR

geeeze, you kids and yer Apps. We just used to use a pen and paper and our personal appendages. Once you hit 21 (20 for the fairer pilots) you would just start over and add up the totals at the end of the day. Holy cow we live in a complicated world today! RTR

I don't believe aircraft type has anything to do with it. I spent most of my time in the Airforce on CF18's. The requirement from TC was that you had to do 6 months of civil aviation work and a certain percentage of tasks (don't remember the percentage, it was a few years back, but i remember it was small), and have taken an approved basic training course. The ICS course actually works well for those who have a solid background and time in. At any rate, that information is free and found in the CAR's in licensing and training. cheers, RTR

The Max stop on the fuel control should not be adjusted. It is set at overhaul, Just a FYI. As far as rotor drooping at 95% N1...it does sound like you have a low flow rate for higher powere settings. Seeing as how you have already tried swapping out the fuel control with no change , the Engine driven fuel pump seems a likely culprit.. I'm with Skully on this one. Be interesting to see what it ends up being. RTR

Safety Officer for a large oil company eh? Drug and alcohol abuse is more rampant in the oil and gas industry than most other industry sectors I would hazard to guess. So I can see your misguided opinion at least. Sometimes I think that more than flying your crews we are actualy just running drugs for you. I found the Ad humorous as intended, and not the least bit promoting drinking and flying. Sometimes a cigar is just that,...a cigar. I recommend you police your own before you attempt to understand or police the neighbors. You have a lot to work with there already. RTR

You bet, I guess there just wasn't enough fish. RTR

Some people just "know" things. Kinda like, if you set your cell phone on fire if you keep it in the freezer it will still work. Remember to leave the freezer door open a crack though so you can hear it ring. RTR

Robin and I are deeply saddened by this news. Wayne was a rare and special individual and we miss him greatly. We love you Linda. Steve & Robin

In light of the latest thread trashing a fellow long standing participant in our industry and the lack of any moderation, I think I am done here. When a board is allowed to degenerate to the level of innuendo and public lashing that this has lowered itself to, it's time to get out of Dodge. All the best and Ciao. RTR

I'm not sure why it was felt that this should have been posted here. Moderator please, if you would be so kind. RTR

The point is there is a level of inspection and an action that must be taken. Simply cleaning and running isn't the terminating action. Even IAW the part of the c20 manual you posted. An additional inspection is required. IE removing and reinspecting the plugs. Note that it says to remove and inspect the plugs after the 30 minute run. It does not say remove and inspect plugs only if the light illuminates. Maybe "old wives tale" isn't the best description, however the main gist here is that the applicable M&M will give you the required procedures to follow and the level of inspection and/or follow up to take. This 30 minutes ground run somehow migrated from the C20 manuals to become the normal inspection for all. It just ain't so. This, "To advise that this is strictly an old wives tale may cause pilots to doubt their engineers even when they ARE following the MM.", Is an excellent point and I retract the sentiment. Fingers faster than brain sometimes. I stand by the rest though. cheers, RTR

I often wonder how many here have actually read the process for dealing with metal found on a chip plug as published in the prospective M&M. For the Arriel series engines turbomeca has a fairly detailed table of actions that must be carried out. Wiping off the plug and performing a ground run is not one of those actions. I don't think I have ever seen any engine manufacturer recommend just that for any metal contamination. I think there is some confusion on what a pilot can do in regards to chip lights and or metal found on a plug. I know that inspecting and continuity checking of self-sealing chip detectors is listed as an elementary work task, but that is a far cry from performing the required maintenance action for a contaminated plug, and the inspection requirement is far and away from what a pilot is capable of doing. Any time you find metal, through a light indication or a visual inspection of the plug, it will require some kind of maintenance action. Consult the applicable M&M. I guarantee you it will not say just clean plug and ground run. There will always be a more detailed inspection that must be performed. Are you grounded? You better believe it. If you are a pilot, you need an engineer to carry out the required inspections and checks. If you are an Engineer you need to carry out those required inspections and checks. This "run for 30 minutes and go" is an old wives tale perpetrated by the need/want/desire to get back in the air and back on the job. It is a dangerous practice. Again, there is always a level of inspection/check required beyond clean and carry on. Lastly the quoted post is patently wrong. RTFM kids. RTR

Sad, sad news. email otw to Linda, and sending lots of love and positive thoughts Waynes way. RTR

Here is the CAR reference for the requirement. 566.02 cheers, RTR

As far as I know the requirements haven't recently changed. You must have type training to work on any turbine powered helicopter. Small piston powered helicopters are a different matter. There has never been a requirement to have type training to work on them. Of course your employer may require type training IAW their MPM. cheers, RTR