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Everything posted by Lunchbox

  1. What about away from base and bush pay? Are you guys getting a flat rate AFB whether you're away on a different base vs bush camp? Or getting a higher AFB for sitting in the bush? Our per diems are $50 and have been that for 10 plus years.
  2. A few years ago, Airbus moved the basic "S" Inspection from 100hrs to 150hrs. However, a handful 'out of phase' items remain at 100hr interval. Turbomeca/Safran had similarly shifted towards a 150hr inspection cycle but more items remain at 100hr interval. Still, the leftover 100hr items for both seem to amount to maybe a couple hours of work, if that. The bulk of the Inspection items are at 150hrs. Wondering if there's any operators out there that have taken advantage of the new 150hr inspection cycle and made it work for them?
  3. If that's the case, then the cover hasn't been removed in a while. I was thinking a good time to remove it and give it a good clean out would be at the T inspection.
  4. Greasing the swashplate on a BA/B2 you can quickly lift up the boot to clean out the grease. The B3 and 355 have a dust cover that is much more involved to remove. The AMM makes no mention of removing the cover to clean out the grease. What are other B3 or 355 operators doing to clean out the grease? Remove the cover at every 100hr greasing or only every so often?
  5. The only times I've experienced a strange transient vibe at the RPMs you're talking about (would be so bad we couldn't read the gauges momentarily), it was the T/R, specifically the teeter bolt. Flipped it around , re-balanced the T/R, and was good after that. Someone explained it as being a harmonizing of various vibrations in the airframe at that RPM. Don't know if it was a BS explanation of something real. If that isn't the problem, my next thought would be to re-set all M/R balance, rigging, and trim tabs to nominal and re-balance, or as mentioned, the Anti-Vibe Would be interesting to hear about the end results in this case...
  6. ...but AMEs can still be flogged 25 hrs a day... 🤪
  7. We're looking to source some battery mount brackets for the 206 with a Concorde battery. The older Gill battery brackets fit the Concordes and are still available through Gill, but the best and most robust mount bracket (nice beefy stainless steel) seems to have been one that came with the Saft battery kits many many years ago. I don't imagine these are still being manufactured anywhere, but even a part number for the Saft battery mounts would be helpful.
  8. This whole shifting of CARs to the justice website has been poorly done. The regs are on the justice website but the standards remain on the TC website. The justice website is far more user unfriendly than the TC site. And if the TC people don't even know what's going on, then that's indicative of some really poor communication within the government. Thanks kjw57 for reminding us about the Gazette process. Maybe that's how we should be keeping up to date anyways.
  9. Mastinox mil spec: MIL-PRF-8116 Best bet is to contact your tech rep directly if alternates are approved.
  10. In theory, they can do a lot of good. In theory, Communism should do a lot of good. The problem is that good intentions can be hijacked (just as Communism was), and unions are not any less immune to corruption than any other organisation. Power corrupts and powerful unions are just as corrupt as any corporation or government. Health & saftey, labour laws, enforcing contracts, etc, yes all fine and dandy. Squeezing every last penny possible out of tax payers for public worker contracts, pay and retention based soley on seniority, not allowing workers to go 'above and beyond', unsustainable pensions, etc, sorry I won't drink the cool-aid. I ain't no die-hard capitalist, but the world needs competition and meritocracy in order to progress just as much as it does health and labour laws. Unions squash competition and merit as often as corporations squash health and labour laws. Nature requires a balance, not extremes...
  11. I was once asked to sign what amounted to this, and I agreed as I thought it was a fair compromise. Both parties are essentially covered, or at least have a reasonable out. It still takes both sides to abide by something like this, but thankfully in my case it turned out ok. I did end up leaving early and so I paid my left-over pro-rated amount. I guess had they been an as*hole operator they still would have jerked me around anyways. Thankfully for me, they weren't as*holes. At the end of the day though, there's nothing that can protect a person entirely. There's always going to be unscrupulous companies, even with apparently fair and bulletproof contracts. You can't always protect yourself from getting invovled with some chick who turns out to be a bunny boiler, but there's usually signs early on that things could go bad quickly...
  12. bellhelicopter.net If you are an owner or work for an operator they will provide you access to all the manuals to your heart's content.
  13. I don't think even Eurocopter would have such a list. It's aircraft dependent (model, engine type, component serial number, etc). The SIM will cross-reference mods to any applicable Eurocopter SB. ADs are available on the Transport Canada CAWIS website.
  14. Years ago I bought a used helmet from a pilot buddy after I realized that most of my flying was after engine changes, new rotor blades, major maintenance, etc, statistically a period of time when a lot of sh*t can go wrong. Also, when sitting next to the pilot who's wearing a helmet, I'm thinking to myself: Why are they wearing one and why am I not? A few hundred bucks for a used helmet from a pilot buddy. A small investment for potentially substantial savings...
  15. Came across CHC's Safety Summit youtube channel. Has some past presentations (looks like the most recent summit), for those of us that haven't/can't attend each year. A handy resource...
  16. Regulation doesn't automatically make something safe by default, but neither does the lack of regulation default to a system of common sense, professionalism, and safety. You went through flight school and training in a deliberate, conscientious, and regulated manner. The AME went through school and apprenticeship in a deliberate, conscientious, and regulated manner. Generally, further learning, knowledge, and information is spread in a deliberate, conscientious, and regulated manner to ensure proper and accurate dissemination of that information. I'm sure you wouldn't be too happy or feel too safe if your engineer started doing whatever they felt like, without any regard to damage/wear limits, turbine installation procedures, flight control rigging, etc, because regulations/procedures don't play a role in those things...right? That's all just stupid paperwork that doesn't do anything to keep anyone safe. As Skidz points out, the lack of regulation/enforcement can often lead to a system of the lowest common denominator. It only takes a few rotten apples to spoil the barrel...
  17. They seem to have some compatibility issues. I know the Bell tech pubs don't like Firefox (gotta keep IE around for something...). Info Letter Gen-12-124 claims that their stuff works on most tablets and smart phones. Haven't tried it myself. Alternatively, you can contact the Bell Tech Pubs people directly for clarification/help.
  18. Management is responsible for the system and culture within the whole organisation. We might be safe, professional, use our common sense etc as individuals, but it might only be limited to our own little work bubble. It's management's responsibility to make sure you're not just working in your own little bubble, that important information gets to you and others or info gets from you to them, that there's good lines of communication, etc. That kind of stuff defines companies with good safety, quality, and professional reputations. "The whole is greater than the sum of it's parts", and only management can make that happen.
  19. Do you have numbers to back that up? Common sense isn't always all that common, and varies from one person to another. The more people that come into the industry, the less likely that common sense is present. If the industry hired only pilots and AMEs with common sense, there'd be like two small companies in the entire country... They should. They should also shut down any remotely unsafe companies, as well as most of the puppy-mill flight schools. Generally, reduce the number of aircraft, pilots, AMEs and operators. That would put the focus back on real quality and common sense. When it comes down to it, SMS isn't paperwork. It simply documents what is/should already be happening. Why would someone NOT apply the same level of pride and professionalism to documentation that they apply to carrying out their every day work? Paperwork doesn't keep the rotors out of the trees, but neither does common sense alone. Now one is born with the knowledge, information, education, and experience that actually keeps the rotors out of the trees. Knowledge, information, and education happens largely on paper. Books, studying, passing on information and learning from mistakes within a company...these fall into the category of 'paperwork' that many seem to think is 'useless'...
  20. That goes for any quality or safety system. These elements are more states of mind than processes. If the people at the top aren't encouraging and living safety and quality themselves, then the workers aren't carrying it out. Management won't hire quality people. Management leads by example, and that example trickles down and creates the safety and quality culture of the company, for better or for worse.
  21. Both of the above replies are good info. As 3per points out, there is alot of 'out of phase' stuff when going through the MSM and ALS. Our company has consolidated as much as possible for simplicity's sake into a 100 hr, 300 hr, 600 hr, 1200 hr, and 12 month inspection intervals. All the 150 hr stuff gets bumped down into the 100 hr, etc. Also research all Airworthines Directives and Service Bulletins for the B2 and engine, as there is some stuff buried in there too. Watch out as there are a couple items listed as 600hr intervals in the MSM, but tied to 500hr interval ADs (Lebozec Fuel Filter and T/R Driveshaft Bearings). The AD takes precedence which messes up the neat intervals. Also, when going through the Turbomeca books, their inspection intervals don't 100% line up with the airframe stuff. Again, our compny has bumped stuff down into a more frequent interval to make it easier. There will be a bunch of after inspection checks and retorques in the B2 MSM to comply with as well, which can be overlooked.
  22. For the most part, the general public doesn't care about stuf like 'active Transport Canada enforcement' or quality of transportation services. If they did, they wouldn't be scrambling all over themselves when discount (or even regular) airlines pop up with cheap flights. Why pay more when you can fly out of Bellingham (instead of YVR) for a $100 or more cheaper? Screw quality, screw maintenance, screw well paid/trained/experienced pilots... Until people realize (or care) that saving a few hundred bucks on things like air travel means skimping on other things like quality of maintenance and pilots and what that means for their safety (and ultimately their lives), then little will change. Wide scale active enforcement by Transport would require a huge number of inspectors on the ground. Who's gonna want to pay for that with increased taxes, bureaucracy, and government bungling? Anyone? Nothing fundamentally happens or changes without the voting public making their government do it, or the market demand for better quality of transportation services.
  23. As I understand it, some (many?) pilot requirements in terms of experience often come from the client or insurance companies. If a large number of clients or insurance companies in the industry request pilots with X number of hours, it can make training low timers difficult.
  24. There's more than one company out in western Canada slammed for pilots and engineers. Don't know if it's quality/qualifications (or lack thereof) of candidates, pay scales, lack of advertising, or unwillingness of some to go where the work is, but some companies are having trouble keeping up with demand. It may be a temporary blip or maybe some contracts have just shifted from one company to others, but there is busy work out there...
  25. Have the relevant gauges been checked or swapped with another aircraft? Seen it before where pretty much all engine components are changed, but it turns out the gauge was wrong all along.
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