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tooladdict

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About tooladdict

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  • Birthday 09/15/1970

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    Williams Lake BC
  1. That's a pretty good return on their money. It's a better return on their money than the pilot buying a customer lunch and adding a 0.2 to the flight ticket.
  2. I was going to post a reply yesterday, but I was at a loss for words. When I saw one of the RCMP AMEs walk through our hangar, I knew what was going on. Very sad day, indeed. I worked with Dave in Whistler for a few years, did a few fire tours with him in Sasketchewan and did a few movie shoots with him, too. Great times. Great guy. My thoughts go out to his little girl and boy. As a fellow dad, this hits very close to home. I know that his wife and kids will have tons of support since both their families are from the Vancouver area.
  3. Difference course as in 350 to 355 or 355F to 355N? "Just been in touch with Eurocopter Canada Training and they have had no interest to put one on." As in they are not putting one on for everybody or they wont come to your facility to teach the course? There is an ATO in Vancouver that does 355F to 355N. In the past, ECL has come to our facility to teach courses, expensive though.
  4. How many pilots on here have received HPIAM training on top of their PDM training?
  5. CAMC / CCAA is what we use right now for the recurrent HPIAM training for AMEs.
  6. How about using pressurized air from the compressor? It's been a few years, but I used to work for a company that had a grapple and a cone harvester which used an "hydraulic" ram which operated on air pressure. A C20B makes about 90 psi at 100% torque. Run an airline down the longline, a little accumulator with a checkvalve and you are in business. Of course, that was in the days when STCs were optional.
  7. I appreciate all the input. Sorry about the late reply, but I wanted to do a bit more reading before I replied. First, I would like to say that I definetly did not read all of the TC material on Human Factors and PDM. My CARs knowledge is also limited. This is my view on the question of whether pilots need human factors training or not. CAR Std 726.12 says that the Air Operator shall have a training program for all staff with technical responsibilities which inlcudes human factors training. The CAR is very specific on what that human factors training has to include. This training shall happen at least every 3 years. CAR 421.31 says the pilot needs training in "Human factors including pilot decision-making". When I was in flight school that meant a PDM training course. I read our Ops Manual. Seems like the training section is lacking a little bit. It does not mention PDM, but I checked our training requirement checklist and it says that our pilots get PDM training every 3 years. TC's guidance material for HPIAM TP14175E syllabus does not match the material for PDM TP 13897. As was mentioned, there is some overlap, but HPIAM and PDM are not the same. Our TC PMI agreed with that in writing. So I would like to argue that pilots need to take HPIAM training every 3 years unless their company's PDM training material was custom tailored to meet the requirements of CAR 726.12 and TP14175E. I can hear the uproar! More bleeping exams! WTF!!! (My accountable executive used many more f words) And I agree, we have a lot of exams. Last time I checked, we all get paid to write them. HPIAM TP14175E specifically states that it is designed to meet the initial Human Factors training requirements for personnel tasked with Elementary Work and Servicing duties. PDM TP 13897 does not state that. So one could argue that pilots have to take an initial HPIAM course before they can take a recurrent HPIAM course (which most of the on-line ones are). If anybody knows of an on-line initial HPIAM course, please let me know. Cheers
  8. We are having a discussion around the hangar regarding training. Pilots take PDM training. AMEs take human factors training. Do pilots need human factors training, too? All input is appreciated.
  9. You mentioned going on the Bell website, our tech records girl saves each of the PDFs off the site and then joins them together using adobe acrobat. QA gets her to add a watermark "for training purposes only". Takes her only a few minutes I think. Cheers
  10. My motto is "Happy wife, happy life". Make sure that not only you gain from the move. The new house should features she wants, but doesn't have right now. Let her know that you have put money aside so she can fly back home whenever she wants. Good luck.
  11. The original post is asking for log books. That could mean journey log books and / or tech logs and / or CHRs. CAR 605.94(3) says that the owner of the aircraft has to retain journey log entries for one year. CAR Std 625.96(1) says the owner of an aircraft shall maintain and retain technical records, other than the Journey Log, until such time as the aircraft is no longer registered. Without the journey log, you have no idea of the current TAFT or engine cycles. No CHRs means all kinds of bad news. Some of the life-limited components will have some value after they are overhauled. The on-condition parts can be inspected by an AME and put back into service. I think Brad needs to offer a lot of money because his hangar queen is not worth anything without the logs. That is unless he sells the parts with an "as removed" tag or gets very friendly with his local TC guy to see what he can get away with. Or sells it to a private guy in Columbia. I wish Brad a lot of luck in finding the logs.
  12. We have 2 AS355, one Heli Lynx, one regular. the eurocopter style cable is the better solution in my opinion. It provides a constant pull on the cable so that the flexing of the cable does not affect it, which is the problem with the Heli Lynx one. My 2 cents.
  13. responding to : "anyone who posts that has absolutley no clue about the heli industry" let's look at it from the other point of view (every story has 2 sides): maybe the heli industry has no clue about the rest of the blue collar working people. Most automotive mechanics with 10-15 years experience can make $35/hr. Their idea of overtime is maybe an hour or two, definitely not until 3 AM.........weekends off.....paid sick days. This brings me to my point: maybe it is the heli industry's attitude that causes the shortage of engineers? Regarding "what's fair for a wrench": in the hangar with 10 years licensed in the high $30s per hour, in the field low $300s per day with around $25 per flight hour. just my 2 cents.
  14. About 10 years ago, I remember entering all the frequencies into a PC and then loading them into a TFM 138B. We used an old ELT battery to power the 138. All the cables and software were provided by the avionics shop which was Inland Communications in Kamloops. Ian Hunter I think was the owners name back them. I was working at Valley in Hope then and Fred wanted to have all the frequencies in all his machines to be identical at all times. Fleet commonality, a concept I haven't seen since.
  15. I spoke with Peter today and he is working on something for the 407, but it is not completed yet. His phone number is 403-507-8928
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