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koalaa119

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About koalaa119

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  • Birthday 11/01/1969

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  1. I was sent out into the mountains the first time to move a drill. It was pretty scary at times. I do however have one strong recomendation. Know your performance charts. If your a/c can do them, live by them. I always gave myself a little cushion as well. I think that is why I made it through without a course or any experience in the mountains before. Stewart is beautiful in the Fall! Koala
  2. I have worked all over Canada and have rarely had a firearm in my a/c. I have wished for it on at least one occasion. I know of 4 bear maulings, 1 in Yukon by Grissly and 3 blacks in Northern provinces, all while working in remote locations. I have been charged by a wolverine and have a buddy who was out for a walk in the high arctic and ended up shooting a couple of wolves from 5 feet before the rest of the pack decided to bug out. I have talked to a number of CO's about handgun use for animal defense and the minimum recommendation is a 40 cal. I know of one guy that used a 45 to take down a polar bear. I have worked in a number of camps in NWT that have had issues with bears. One of my Engineers ended up on top of the 407 rotor head for a couple hours in the middle of the night while we all slept because of a grizzly that kept trying to climb the heli to get too him. We have had the front seats eaten by a grizzly. I have had a number of bad experiences with guns and customers as well. I have had 3 loaded firearms pointed at me by my customers, twice in the helicopter (handgun) and once while doing a hover disembark. Gun safety is important and the rules are there for a reason and guns in the hands of an untrained person could be more dangerous than any animal attack. I have hunted bears lots and although I have been within 5 feet of them, never been mauled. Scent and food is a major issue with bear safety. Pack smart, and don't carry open chocolate pudding containers in your back pack Koala
  3. Hey guys, Sorry about the lack of FM. I have tried shrinking it and sending it via two emails types, but no luck. Anyone else have any idea how to send them? koala
  4. I have two L manuals. 206 L and 206 L1 with C30. PM me if you need them still. koala
  5. I agree with the dry droop stop ring. I have had this in the past a number of times. The dash shake definitely sounds like you need some balancing work done. koala
  6. Thanks for the good reminder. I know I have flown a/c in the past that I shouldn't have and I got away with it. I sure hope this isn't an indication of where my company is headed. I have worked with other companies that played the extension game and it was pretty messed up and I think in the long run it cost them more on Overhauls anyways. I know it is tough times but as stated, it is my butt in the seat. koala
  7. Thanks guys and good advice. I am pretty confident that the a/c isn't going to fall out of the sky. The idea of using an extension for a finacial rather than operational considerations would be the gray area I guess. From my position, this would be hard to tell. koala
  8. The liability issue is the big issue for me. I don't want to take an a/c that is on extension, when the extension was granted to allow the a/c to return to base, if this is an issue of airworthiness. I don't think the a/c is going to fall out of the sky, although it does make me somewhat nervous. koala
  9. Just curious if anyone knows the legal reasons for the extension of aircraft compents? What is the purpose of extensions? Can I just fly an aircraft to a job that has been sitting on extension at a base, but not done? I was under the impression it was for the purpose of getting an aircraft back to a place to service the a/c. Am I wrong or can it be used for more than just operational convience? I have searched on line and through manuals without any info on this matter from a pilots perspective. koala
  10. Interesting: At 4000' @30 deg. L4 useful OGE is 1850 while B2 is 2000lbs. But at 6000'@30 degs, the L4 pulls ahead with a useful load of 1700lbs verus the B2 at only 1600. I know the B2 charts are pretty accurate and use them up to 8000' regularily, how accurate are these figures for the L4? Koala
  11. We operate a number of B2's and as stated they are limited as soon as OAT goes up or altitude goes up. I normally fly the B2 at 4000+ feet and in the summer, you can't lift max external at this altitude. For an idea here are a few numbers for OGE at alt for the B2. 4000' @ 20 oat approx. 5200 (max external is upto 5500 lbs) 5000' @ 20 oat approx. 5050 6000' @ 20 oat approx. 4850 (max internal is 4960 lbs) 4000' @ 30 oat approx. 4950 5000' @ 30 oat approx. 4700 6000' @ 30 oat approx. 4550 our B2's average around 2950lbs without a basket on them. In the summer we offten get 30 deg. C at 6000' while fighting fires. So in the summer at 6000' and 30 oat a realistic load with 50 % fuel (500lbs) would be around 900lbs max. We normally carry between 900-1000lbs of forestry loads with no more than 60% fuel. This gives me a hour or so of fuel and okay IGE as long as I don't have to vertical into a hole. I have found that a 120 gal Bambi bucket works well for most conditions left wide open. If I am heavier on fuel I just don't take as much fuel. Haven't flown a L4 at altitude so I can't help you there. Koala
  12. I have been involved in SMS directly from the management side as well as seen a couple companies struggling to implement it. Yes it is becoming more and more of a requirement from customers and for insurance purposes. So far I have seen it more and more as a paperwork exercise that is overwhelming small to medium sized helicopter companies. There is the constant request for reporting, but no money to truly back anything up. Much of this industry is struggling due to poor economic conditions. Some are even struggling to keep up the cost of the paper work let alone truely implementing an effective, functioning, proactive SMS program. When companies can stop struggling to afford fixing a/c and have extra capital to spend on things like external torque guages, load cells, new windows that aren't crazed........ the list goes on depending on company, jobs and a/c types, then we might see true SMS programs that work and reduce and manage risks and in turn save companies money in the long run. In the area I work and observe, the poor economy combined with surplus competion is wreaking havoc on rates and available jobs. This further leads to less profit and tighter belts and financial pressures. I believe this will continue to cause SMS programs in general to be a paperwork exercise until things in the industry improve. I truely believe that an functioning SMS program as it is intended will reduce incidents. However, there are many things that stand in it's way. Financial pressures, company management, company culture and customer knowledge will cause SMS programs to struggle for years to come. Koala
  13. Sadly enough, although most might see the helicopter or fixed wing world as a Professional occupation, I don't see it. In 14 years of flying helicopters, a Dad with 30K+ hours with the airforce and commercial airliners and a brother now working through the ranks of the Canadian commercial world, it isn't as common as one might expect. We train pilots, then when they get hired, the status quo starts. We sell a/c for jobs they shouldn't do. We tell pilots they need to go. We watch year after year as people die as we cut corners to increase profit. It doesn't matter if it is a one helicopter company or Air Canada with thousands of employees operating world wide. My dad and brother can tell you horror stories in the fixed wing world and I have only met a handful of helicopter pilots that I would call professionals. I have struggled with this so much. I have strived to be professional, but company after company they drive it out of me or don't want or require it. Oh don't get me wrong, on paper they all look great, but after you leave the desk it is a different place. "You just need to be more accommendating!"; "Is the weather that bad?"; "Do you need that guage?"; "Is the Tq in the green? Then it is good to go?" "75lbs of fuel is enough!". "I can see the ground, barely, but it is good to go, I'll take that load on the line!". I could go on and on with just the things I have been told and seen. When I have stood up against these things I have been mocked, laughed at then the kicker, put on the B list and taken off jobs because I am not "interested in customer service or a company man"! I like the fact that the article mentioned that ethics aren't intrinsic like most people think. It is taught. Our company saftey cultures and personal standards are lacking. I have strived to fight the slow decade in my own professionalism, but it is hard when no one around cares or they even laugh at you for it. There have been a few that have encouraged me to foster professionlism and I thank them.
  14. My thoughts and prayers go out to the family's involved and those at Essential as they struggle through this great tragedy. Steven
  15. Have seen and helped repair a couple of chin bubbles from GPS's going through the window. Have also seen a 50 gal water drum fall from about 500 feet. Made a cool sploosh when it hit the ground. koala
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