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Everything posted by skywrench1

  1. Mac flew for NOVA for a few years in the early 90's. I thoroughly enjoyed working with him, he was a flying museum piece as he talked of all the a/c he flew over the years dating from WW II.
  2. Confirm by p/n that you have the correct bleed valve and FCU. I have seen standard C20B units of each installed on C20R's and both caused stalling issues, the bleed valve being the most severe. With the incorrect bleed valve the engine had to be accelerated VERY VERY slowly to prevent stalling. The C20R bleed valve is noticeably larger in size when compared to the C20B unit so it can be easily identified.
  3. I too knew Howie from our days at Kenting - he was my boss and a **** fine one. I have many memories of him, a rather raucous two weeks on the 412 course being a particular favorite. RIP boss. Neil
  4. A different era at SAIT I guess, our project was a C clamp, I still use it today.
  5. You're welcome, :punk: I always say to myself "treat her nice" (thankfully most out there are professional enough that they don't need to be told) as you take her over the fence for the day 'cause she has a long memory and sometimes takes her time before providing that kick in the butt to remind us. Cheers ps: Hmmm... Double post... Dumba$$.....
  6. You're welcome, I always say to myself "treat her nice" (thankfully most out there are professional enough that they don't need to be told) as you take her over the fence for the day 'cause she has a long memory and sometimes takes her time before providing that kick in the butt to remind us. Cheers
  7. skywrench1


    From my perspective, CAMC has done little if anything to further the interests of licensed AMEs. Granted they hve been instrumental in getting Shop Techs recognized, but I have yet to meet a Shop Tech that have revieved any additional benefits by being recognized as an actual "trade" The non-licenced trades were the primary objective for CAMC - to provide some sort of standard that a person could present to prospective employees. AME's were way down on the list of priorities as we are already recognized in terms of standards for holding a licence.
  8. In addition to the 212S factor it's understandable considering all components are identified as 210 p/n's and are not interchangable with those from the 212 even though they are the same pieces. Kinda paints you into a corner when you're looking at overhaul and replacement.
  9. If your engine meets or exceeds the 'standard', then you will be able to achieve the weights shown in the "performance" charts of the flight manual. That is how much you can lift!! Well said O.T. While it is "nice" to have a +12 "stump puller", in doing so flight manual performance may well be exceeded even if 100% torque (or Ng as the case may be) was the maximum parameter reached during that excercise. A spec. engine will deliver flight manual performance (which is what we are being paid for) as doggish as it may seem. A sudden radical change needs to be investigated - sometimes
  10. At one time I couldn't spell inginear and now I are won! :punk:
  11. Regarding what size of company to work for, as previously stated, it's a toss up with advantages either way but I would tend to lean to the larger organizations for a more varied exposure. Keep in mind the best company to start off with is probably the one that wants to hire you. As for light versus medium I definitely feel an apprentice (and junior AME) should spend their time on lights. It is a rare individual who can excel on the more complex a/c when they really need to learn how to be an effective AME without the pressure of production work combined with the added workload from both
  12. While I have no experience with the B3 I do know a B2 will out perform the 355F1 easily so I expect the B3 would blow a Twinstar away. Regarding costs, you are correct the two C20F's aren't cheap but from my experience it would be pretty close to a wash when compared to an Arriel and at least you can buy parts for a 250. They are cheap to buy because nobody wants them, hmmm must be a reason of some sort. While I'm a staunch twin engine guy, my thoughts are unless you have an operational requirement for a one, an Astar would be the way to go as a 355F1 would likely perform to 350BA standards at
  13. KHP was written off, in '79 or '80 on Victoria Island in a whiteout if memory serves although some of the other Kenting types might be able to fine tune on that.
  14. The aircraft in deep snow will likely rest on its belly parts among others, like I said, slow! In an Astar ensure your swing isn't pinned agianst your fuel drain Also make sure you don't drive that cargo swing into the belly panel, it makes for an interesting conversation usually about the expense of the repair and how much INSERT LIQUOR OF CHOICE it will really take to slake your engineer's thirst
  15. For the new guys use the "Air Boss" as the Customer, they are like "Drillers", they always misrepresent the truth. Yeah they have this other unit of weight called drillergrams. Don't know the exact conversion but's way heavy. :down:
  16. These people aren't hunters, they're criminals. Maybe I'm getting too sensitive these days but to refer to poachers as sportsmen is akin to calling car thieves chauffeurs. Lineworker, don't take this rant personally it isn't aimed at you, I just need to vent when I see the kind of s**t these idiots were up to. Hopefully one of the lost priveleges will be their ability to purchase hunting licences - although hiding behind that facade probably cleanses their conscience, I doubt it would be much of a deterrence. :angry: There, with that done I think it's time for a wee nip to settle the blood pr
  17. Hey SP, is that where you first used that fancy flashlight displayed so elegantly in another thread? :up:
  18. For what it's worth F.I., servo transparency and a jack stall are two terms for the same thing - aerodynamic forces exceeding the available force generated by the hydraulic system.
  19. Hey no sweat, too sensitive I guess . As for the tighty whiteys, the scorching in question had nothing to do with flames, if you catch my drift Many thanks to the Gods of Javex :up: . sw1
  20. As alot of folks know the ground wire is not nearly important as bonding. Will I refuel without a ground wire? In a heartbeat and 10 times a day if needed. Will I refuel without a bonding wire to ensure that the tank, pump and aircraft have the same continuity,,,,never. Well SC, shame on me . While in fact I was referring to the same thing, you are correct in stating that the bond wire is very important. So remember kids, whatever you call it, ensure there is zero voltage potential between your a/c, fuel source and refueling gear and if you can ground everything as well, good on ya, I'd
  21. If the stories I've heard are true then there are quite a few former and current pilots with some serious scarring who would suggest it's a bad idea. Fueling fires can and do happen, I can speak from personal experience on that one. Hot fueling a 500 in a snowstorm with a faulty ground wire. Turns out those little 2 1/2 lb extinguishers do work, the only things seriously scorched as a result of that caper were the tighty whiteys. Make sure the grounds are intact! Cheers - SW1
  22. For storage of box end wrenches string them onto a suitably sized carabiner. I also use "diaper" pins commonly used on Astars (u/s ones of course! ) for smaller wrenches where the carabiners don't work (finally something good from Eurocopter :up:). I've come to prefer this system to the conventional wrench pouches as they take up a bit less space in the field box/tool bag and they don't end up laying loose at the bottom of your tool bag after falling out of said pouch. Cheers
  23. Maybe the question should be "What about some of those guy AME's out there?" I've worked with a few women AME's and they've at least held there own and in several cases, in fact I'd rather have them on my crew than many guys out there. About the only place I can think of where the size 44 shirt may have an advantage in this profession might be when it comes to handling fuel drums and the like. I find it amazing there is nothing better to talk about than this drivel. But then again, that's just me.
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