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PerfectTrack

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About PerfectTrack

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  1. "when you are nothing but shyte disturbers and afraid to do anything about your situations" sorry, but i fought for what I believed in and my current situation. I think I won because HEPAC failed, even if only temporarily.
  2. should that rumour be true, would it surprise anyone?
  3. thank god the canadian helicopter industry is chock full of new machines and CRT screens. we'd be in the dinosaur days otherwise....oh wait, thats a sarcastic remark. sorry.
  4. my a-star and 206 courses were both done at northern lights and they did teach about problems in the field and how to deal with them. my factory 500 course basically was a show and tell course.....here's the transmission, here's the rotor head...blah blah blah.... That of course is no indication of todays standards. Helidude can fill you in on the 120 course as he just took it. I've heard great reviews about how, and what Marc L. teaches, so you have to look at it from an instructors point of view...is it a job or is it a passion.
  5. " A RadAlt is not a landing aid. It just tells/warns you how far above the surface you are." I always wondered why they had guys hanging out the door of military aircraft. I always thought they were there as a "landing aid" telling the pilot how far above the ground he was. Not high on technology, but they got the job done and reliably. What should we call them now...? Anyway, another thing that has plagued me lately is the use of guages for everything. where will it stop? Eventually you will have so many guages to scan, your eyes will never leave the panel. what will you miss outside after that? Hopefully the collision avoidance guages with the cute cursor matching the oncoming aircraft will also show birds, snow, rain/ice and maybe the occasional thunderhead and attached tornado, and any other objects in the air not mentioned. Flying a helicopter in it's intended environment requires more than just some fancy guages. Alot of what you need to do requires a good set of eyes and an equally adept brain that can calculate and comprehend everything going on around you. Failure to connect what your eyes see, to a resultant proper action, will end up in a mess really fast.
  6. in my meager opinion, as long as someone learns from someone else's mistake it's not a lost cause. I can look past the emotional aspects of a topic and understand why people get all excited and huffy about topics. The accident was tragic for someone and their family, the lesson hard learned for the pilot, and hopefully the future ramifications understood by anyone else venturing over water. It's too bad the emotions ran awefully high, as the topic could have headed in the right direction for teaching rather than the direction it headed which was obvious.
  7. should we take a guess that you're on a seismic job and the staging area is a bit tight and you're concerned? I don't know if there is a published safe distance, but alot of factors would come into play, such as experience and conditions. Always think of the worst case scenario and if you're concerned, make changes so that you're comfortable. Treat it like a confined area in some respect and don't go into one that you don't think has an acceptable safety cushion around you. Parking further away is my preference. (has alot in common with Walmart parking lots too )
  8. i'll add my two cents worth... all aircraft are potential killers. what stops them from being potential killers are dilligence and attitude. Pay attention to your aircraft, and learn your aircraft, love your aircraft. Yes some aircraft like the 500 don't seem to be made for ease of maintenance, and others are. The point is, everyone seems to know these downfalls, yet it's no excuse for them being less than perfect when it comes to maintaining them. So what if it's a tight spot and hard to see or requires constant care....deal with it, thats your job.
  9. I think what amadao was alluding to, was that it is the final decision of the pilot that applies. An engineer can ground the aircraft, but a pilot can overrule him and elect to fly (dumb move I think) But i hear you on asking pilots what AD's are out and applicable to their aircraft. I know of many pilots who were aware, becuase they cared, and many who didn't for whatever reason. What does that say?
  10. there always is that possibility. read my other posts regarding the steps in the non destructive testing that it goes through (all it takes is one test to find a manufacturing delamination or poor bond, and they all get checked) and then tell me the rate at which errors can occur on the field level that would contribute to cracking. Lets compare. I look at the picture supplied, which i assume is the gulf operator, and i see the amount of splintering running spanwise though the arm, this was not suddenly there during a quick run-up (not even past ground idle) and then shut down. that star arm had to have been cracked, bad enough to at least be seen visually on a DI. There was more forces at play over time. Lets ask the maintenance guys who performed the install of the starflex....we all know that starflex gets warped awefully bad when you pin that first blade in place. (did they go for coffee after hanging the first blade?) after the second, it's still off kilter. Once the third blade gets pinned it levels off and the droop ring is now evenly carrying the load of all three blades. So who's willing to rule out all the possibilities at this point? The story still has alot of voids, no pun intended.
  11. to save you guys from speculating for weeks on end, go see your engineer (ask him nicely) and refer to MET 10.00.00.301 and 302. If by chance you are the engineer and you're wondering yourself, the next time you're on a seismic job wacking it in the back seat of the crew truck, lay down the hustler, pull out the MET and familiarize yourself with it. If you don't want to do that, become a senior A+P mechanic in the States somewhere as they have the perfect job for you. Ignorance is bliss. and in case you guys do not have the proper tie down equiment, i'll keep that in mind the next time a starflex comes in for warranty due to cracking after a few hundred hours. Who's responsible if the blades aren't being tied down correctly in the first place?
  12. What Blackmac said (bless his heart we all still love him) However, I feel you're fishing Sharky. So I'm just going to point you in the direction of the approved manufacturers manuals... Hope you're all reading them.
  13. "I know when I flew A-star's we were told to alway tie the blades down to eliminate the blades flapping in the wind thus possibly leading to premature cracking in the star" Yes, you want to restrain your blades from excess flapping but you also do not want to flex them to their lower limit and stress them. The Starflex in that area is made to flex up and down, yet it's main strength is fore and aft. If you notice the curvature of the arms, they are on an upwards angle because for coning. to pull the blade down and leave a force on the starflex after excessive tie down force is applied, you'd just be asking for trouble. I think they found it.
  14. my question to them, since nobody eluded to it, was how do they tie them down in these high winds? Are they tying them down properly? During constant high winds, guys might get the impression you tie them down tight, really tight. You don't. And overall was there a preflight done? They're lucky they didn't just clear the deck when it happened. Regardless of new springs on the skids, they don't do a **** if they're not touching the ground. If i recall, alot of rig decks are covered in a net, can they prove the spirings were in contact with the ground, or can we assume they may have been elevated off the ground because of the net. Yes there may have been a defect internally, but that would mean it got by several non detructive steps without detection. Highly unlikely in my opinion. Starflex's by nature are very tough, I've seen a broken one from a canadian operator who kept flying even though the vibration was getting worse, it fell apart on the ramp as soon as he rolled the throttle off. I've seen them after a rollover with barely a mark on them and have seen them splintered beyond recognition too. These guys are looking to blame someone but the whole story isn't available to us.
  15. but everything in the west started in the east didn't it????
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