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Heli500 last won the day on July 5 2013

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About Heli500

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  1. We just pulled a spider off our B3e with 2000 Hrs since new ( mostly people moving). Split bush bearings had broken free and been spinning for a while. Output shaft was still ok, but the spider was a mess. There had been issues of the bearings not bonded in well during production as explained by the Airbus Rep. Let us know what you find.
  2. We were excited when this SB came out and wanted it for our B3e, that excitement faded fast when we realized it would not work with an onboard load cell. You are in a unique situation were you can test the 2 versions. Would you be able to conduct an experiment where you load up a hook to max that your TQ limits and weight limits will allow. Try and lift it with the load cell conector disconnected at the hook. Then try it with it connected. See if there is a difference and if you can get the Nr to bump up. It would definitely help some operators make a decisions on retro fitting older aircraft. Why did they just not make a Nr trim switch. Then it could have been utilized with internal loads too.
  3. I belive with the onboard hook you will no longer be able to reach the max potential of the B3e as stated in the flight manual. This was Airbus fix for the problem. You are going to have a tough time finding anyone with experience with the post mod airframe and siren hook, I think its very rare. Most opt for delivery with an onbard hook. It would have been alot better if you just could flick a switch and have the vemd/decu let the Nr go to 400 rather than have to detect a load. Here is something to debate and maybe help you get your answer. Will a straight B3 (2b or 2b1) out lift a B3e (2d & dual hyd)? In my head the lighter old B3 that does not have a governed down Nr should.
  4. None of these graphs take into account average hours per pilot or how many pilots accounted for the hundreds of thousands of hours. In a 100000 hours the accident rate would be different if it was flown by 100 plots or 500 pilots. It also does not take into account pilot skill/experience level. Toral hours flown. Accidents with 10000 hour pilots vs 600 hr pilots Going straigt up hours to accidents doesn't really tell the story. If this is what the new regs are based of in my oppinion it will not make a difference. The same number of accidents to flight hours will remain the same. It is really up to the company to realize a guys ability to perform the job vs safety and recognize when to pull them early from a shift or know when to pull then self. Everyone has a limit to the amount of work/stress there brain and body can handle.
  5. Thats an interesting read. Im interested in the ELT findings. I submitted an SDR (service difficulty report) about 6 years ago on the G switches. We were finding that 20 to 30% of our fleet were failing on the annual test. This is just another example where the ELT has failed to activate after an incident. Whithout the sat track unit and had the injuries been worse, this could have been a different story. We were mandated by Transport Canada to buy these junk 406 Elts years ago, and when they are alerted to a problem they do nothing. We all remember how flying in turbulence would set off the old units, now you need to pile the aircraft in at 10G to get the thing to go off (Maybee). It would be interesting to see the stats on how many crashes there has been, where the 406 failed to activate. From a maintenance standpoint the only ICA I have seen is to do the self test evey 30 days. I have never heard of taking it out and shaking it every 4 months. Has anyone else found they have had to replace the G switches?
  6. Thanks. As technology advances, it seems Transport is going in the opposite direction.
  7. Does anyone know where to go to reserve a Registration Mark Online? I found where you can search and I thought that you could reserve it in the same spot. All I seem to find is dead links and phone numbers that go to TC staff with full mail boxes. Frustrating as **** An hour of my life that I will never get back. Cheers
  8. Does anyone have a master AD / SB list, that they would be willing to share, one that has all the Astar Aircraft Mod numbers with descriptions, corresponding with airworthiness directives (CND, ESA & FAA) and manufacture service bulletins? Thanks
  9. I think Heliian is messing with you, I have never heard of anyone recommending Winair. If you add Winair to your company, you will need another person to your staff to input all of the data required to keep everything up to date. Just started at a company and inherited the program, I hate the f'n task cards. Doing a 300 hr requires you to print out 80 sheets of paper! For a 5 aircraft fleet I would just get someone really good at excel to audit your aircraft, books and spreadsheets. I used to use Compucrap to track my inventory and cut POs and a spreadsheet to do everything else. It was simple, cheap and worked. It just looked circa 1987. Not recommending it, but it got the job done. Personally I find Spreadsheets to be the easiest thing to work with and update, everything is right there in your face, but then you really have to know what you are doing when it comes to updating parts that have multiple parameters tracked. The last place I worked I linked the whole WO process and maintenance tracking spreadsheet into one .xls workbook then locked it out so all you could update were the current times and give it a work order number. Now I wish Winair was that simple cheers
  10. That is BS. If you get ACA from an in house program it quaifies as an approved training as long as the training has been approved by TC. I have asked every inspector I have ever delt with about this and you will get a bunch of different answers. If you are an AME in this situation and are about to jump ship, call your local transport office and ask for a letter from them stating the training you recieved was approved by them. It is then up to the next company you work for to test you on that type and recoganize the training you have recieved and grant you your ACA. When a pilot gets endorsed by a company to fly a type of AC it is good for where ever he goes. Why is it not the same for AMEs For Transport to reject the Can Heli course is like saying that thier 206s are some how different than anyone elses. There is a lot of grey area in the Regs on this so if you do not get the right answer from your PMI go ask another one, and his boss. Remember prior to CARs all a guy had to do was right the TC type exam and he got the endorsement. Its all up to the company what they accept
  11. I am looking for an apprentice or engineer that is in the Whitehorse area that would be available to work with me and help out with an inspection on a 500D on Tuesday night 13 Sept 2011. 500 or C20B experience would be an asset :up: . Thanks Rob 1-250-248-2565
  12. I would say Marc is right. Under CARS with the training you have the grandfather clause works. Whether its right or wrong, CARS say you can do it. My concern would be the liability of signing it out under you AME license. I would personally make sure you document exactly what revisions of manuals you are using and where you borrowed them from. Also document any special tools you borrowed. Cover your A$$ right.. I have never worked on a 520 so I cannot say how different a beast it really is. I would say its probably closer to the f model than a D/E with the longer blades and beefed up components. If I were the owner of said machine I think I would be using an AMO to due the annual and 100hr. I am sure you are more than competent to do the inspection but why take the risk. Spend a million on and aircraft but refuse to spend an extra $30 bucks an hour to get it inspected is kind of sad. Whatever the CARS rules are about type certificates and prior to 1999 grandfather clauses, what is your experience level with the Notar. Do you feel comfortable signing it out. I would suggest if you are going to due the import, either find an AME with 520 experience `to work with or work with an AMO with the appropriate rating. Im sure someone on this site could help you out. cheers
  13. Has anyone had any trouble with the Garmin SL40 opening up FM transceivers. We have 3 SL40's and whenever you transmit on VHF the FM opens up and the co-pilot gets squelched out. You can actually sit in the hanger and transmit VHF in one machine and have it squelch the FM in the machine beside it. Has anyone else encountered this? Thanks
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