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Superwrench

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Superwrench last won the day on March 24

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About Superwrench

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    Smithers, BC

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  1. I am curious what the general thought is on this method. It is a super common practice, that is not in the manual. I have done it many times, and still do occasionally. I have on many occasions had hard tail rotors to balance after setting the track, so I loosen the tail rotor bolt, retorques with tool "Z" ( tail rotor block) and 2 runs later it is smooth as glass. How much did that help in the end?? I think the torque on the tail rotor bolt and preload on the teetering bearing is more important than setting the track. More times then not if you have troubles balancing, loosen the bolt o
  2. What has really changed here? This was always possible. We had the Mi26 working in Canada 15years ago, and nothing really changed after it left. The CH-47 has approval to do one job/project, with set dates it can be in Canada.
  3. The rates are not just controlled by the operator, the customer are a large part of the rates. I have been in the industry nearly 20 years and the hourly rate for helicopters has not gone up much ( if at all) in that time. Cost of aircraft, insurance, US dollar, cost of parts ( typically increases 1-3% annually), and labour cost have all gone up in that time. It may not be the operator doesn't want to pay more, it could be the operator can't pay more. Canada probably has some of the lowest helicopter rates in the world. Everyone seem to be on either long term exploration ( generally a low
  4. Their are far too many variables to say a DoM or a PRM salary should be $X. Obviously size of fleet, size of crew you are managing, your QA program ( are you doing it all or do you have a QA person), customer audits requirements (BARS, Contrail, etc), length of flying season ( do you shut the doors for 4 month every winter), is it a MRO, a DoM for the AMO and AO all play a factor in your salary. Personally I have always gone with the amount of time, energy, stress, etc put in to the amount I got paid. I need to be happy with that. It will be different for each person, and only t
  5. I had the pleasures of working at USCAN and Doug right out a AMT school. I learned a lot there. RIP Doug.
  6. I think you maybe thinking of a different John. John was an great AME about 40 years old.
  7. The leaf springs have little to no effect on the ground vibrations. They are there for landing just as the skids first touch the ground. On the ground they have no effect in my option. They can be in limits and not even touch the ground with bearpaws on. As long as they are equal or lower then the bottom of the skid tube they are within limits for delection. I have seen plenty of shocks feel fine but still need fluid. If you have the old style pop up the black seal and fill that cavity with hyd fluid, then shack the tail. It will draw the fluid in, keep filling and shacking the tail til
  8. I have had a similar experience. The mag pick up interrupter was on the wrong spot on the swashplate. The interrupter should be over the mag pickup with the red blade over the nose. Made all my move lines 120degrees out. Took a few runs to figure that one out.
  9. Your ground is no longer smooth? Has your track changed much from hover? If ground is not smooth, (0.35ips is limit on high gear) check your shocks are good, may need fluid added. For the three per, what is your ips at( on the one per)? Common 3 per issues are windshield screws, check there torque. Also if your one per ips reading is below 0.05, not uncommon to start to feel normal 3 per that is always there. I have had smooth readings on balance gear, but you feel the 3 per. Actually made the machine a little ruffer, so it felt better. If you are using a mic
  10. I don't believe A&P's need type courses to sign out an aircraft like we do in Canada. There still could be FAA courses available if wanted. I thought a whole class of FAA inspectors a couple years back, and they got a TC approval number on there certificates. The FAA courses are open book, so they are not transferrable to Canada. Countries like Europe, NZ, Australia and others do require type courses with local approvals, so a TC approved course may not be accepted.
  11. The 205B was a modified Bell 205A-1. Bell had an SB for the conversion but only 4 were ever built. 2 in Canada still flying S/N 30188 and 30297. The Bell 210 ( pretty much same at Huey 2 and 205B) was built off UH-1H airframes zero timed and civilian certified. Bell again only built 4.
  12. Was the tail rotor recently installed? If so try loosing and retightening the attachment bolt. It can load the hinge bearings up. If tail rotor was not recently installed check the laminated bearings. I have had both cause a big shutter through the airframe around 270-320rpm. It would be smooth at idle and at 100%. I think if you had messed up teeth in the MGB, I would hope you would have had a chip light
  13. Heard canadore maybe putting one on in may if there is enough interest.
  14. I don't think it is the power cables. We had tried connecting the unit straight to the ships batt with different wires and the problem was still there. The filter/shields helped, but I can not explain or understand why they did. If you have a latitude unit they can check your box/data from there computers and possibly see if something that s up. Our trackers don't have any interfaces or connect to any systems, just power and ground to the unit.
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