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Heli500

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Heli500 last won the day on July 5 2013

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About Heli500

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  1. Thanks. As technology advances, it seems Transport is going in the opposite direction.
  2. 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
  3. Master Ad/mod/sb List For Astar

    They don't, I asked lol.
  4. 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
  5. Maintenance Tracking Program

    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
  6. Maintenance Type Training

    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
  7. 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
  8. 520n Aca Approval

    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
  9. Garmin Sl40

    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
  10. Hey Pup, The wax will do nothing for lift. Your better off skipping breakfast on drill move days. If you wax the blades the next problem you will have is the tabe wont want to stick to the wax. Oh maybee check the length of tape. If its 2 feet you can get your engineer to shorten it up. That might give you a pound or two. Also blade tiedowns at the tips of your blades will destroy a bit of lift. So missing breakfast tie downs and tape that might give you 10 or 20 lbs. PMA blades suck cheers
  11. A/c limits are aircraft limits. How many of you out there feel more comfertable taking over a machine that has some sort of a tatel-tale gauge in it. At least you know if the last guy that flew the machine was not abusing it. Its the only way I can think of to keep everyone flying the machine honest and not pushing where the red line is. What about educating the customer better. Drillers are drillers. What they say wieghs 300 lbs is usually like 450. If the helicopter is pulling max power @ 1000' to get the drill off the flat deck that brought it there in May how well is it going to do in Aug at 4000' with the less exeperinced pilot. You guys want change talk to your customer and explain the aircrafts limitations and safety margines. And b*tch at your opps managers for putting you and your co-workers in situations like that. I remember a pilot telling me that he was asked to help out another company move a drill because they were not available. Our 500 had had a load cell and the drill had been placed at 7000' with a jet box. The biggest part of the drill was 1400 lbs ( the drillers had no clue what it weighed) after he slid it off the deck he rode it down to like 2000 or 3000 feet. Im sure he was sweating and crapping himself woundering how he was going to stop at the other end. After all this he at least had the decency to tell the customer to go pump his hat never call us again for help. I'm not to sure what happened to the 206 but im pretty sure it shat out its turbine on the side of a highway about a week or so latter (know one onboard was hurt). All I can say is 95 percent of the time im glad im spinning wrenches and it aint my aurse in the seat and if you use your transients constantly to lift something then your just asking to get bit. Sad reallity is the damage you do to the machine might not bite you or the next guy, but it will defidently bite the owner of said aircraft when it come to pay the standard aero or turbocrappa bill and that just makes for sh*ttier scotch at the christmas party. Cheers all and fly safe
  12. Why is this incredible. Not all aircraft react like a bells. Not all aircraft require any minimal friction on the colective for flight. Last bell I put a wench to was at SAIT about a decade ago. I guesse that was the last time I had ever heard of colective bounce. There is a reason that we type endorse AME's before we give them ACA. I asked 2 pilots to explain (not bell pilots) and they could not either. I did not know if it was just a phanominum that occured in this type of rotor head. There was a post about how pilots would ask there engineer to reduce the friction on the machine they were flying. Maybe now someone will read this and know that maybee thats not the best idea. Im glad you still remember every detail about every aircraft type and system you learned about in school. I guesse you're a better engineer than I. If I ever have any questions about Mag timming i will drop you a line. I think that this thread has been very informative and personally I learned from it. I sure the guys that put out this TSB report would be happy to know that there were people from all over the industry discussing it in an open form and educating people in hopes to one day prevent an accident like this from happining. I think the whole point of the reports being published is so we all can get closure and learn from others mistakes. Oh ya pretty sure we're also taught to use the Maintenance Manual when perfoming maintenance on an aircraft. I pretty much stick with that and its worked for the past decade. I guesse I did remember something. Cheers
  13. Thanks for the input on colective bounce. Up until this form I had never heard of it. Crazy what a little friction on the collective can prevent. I just heard that Dart has gotten TC aproval to distribute the STC for McPherson Seatbelt seat modification kit. Applicable to all aircraft models. Cheers
  14. Im not a bell guy and have never heard of Colective bounce. Can someone explain what it is, how its induced and how its corrected. Thanks
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