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Everything posted by Blackmac

  1. Heli-Ops: The original reason for starting the thread was to get comments on who is actually responsible for external loads. The industry is supposed to be proffesional and be the experts on moving loads, wether internally or externally. The pilot excepted the load as is, but actually could of had it repacked. As I stated previously there is no excuse for dropping (on the pilots part) a load unless it can be a proven malfunction of the cargo system. Lets cut-out the "I can do it" syndrome, stop and think about it first and go from there. Remeber the well experienced pilot who was slinging mud out to a drill site in a wooden box, the mud moved to the rear part of the box, caused by centrifugal force, caused by an increase in air speed. The added force caused the box to come apart in flight and go into the tail section, the a/c landed safely. All kinds of experts were around and this was an accepted practice. This pilot was the first to actually try a higher air speed in the slinging proccess. In retrospect you did not have to be a rocket scientist to figure that one out. :up: :shock: :down:
  3. Iroquois: You still did not state what part of west Africa you were in. Actually there are quite a few people that have been going to all parts of Africa since the early seventies that I know of. I think that there are at least seven different strains of malaria, some are mild, other ones like in Sudan will kill you in forty eight hours. This is not the place to get an opinion on Malaria, your doctor is. You can check out this web site for information ONLY. http://www.cdc.gov/travel/regionalmalaria/wafrica.htm Good luck.
  4. ---------------- On 8/5/2003 12:39:23 AM Iroquois wrote: To all those disillusioned pilots out there. West Africa has got to be one of the most exciting places to work. Anyone toying with the idea should seriously consider making the move to flying for an international company. The pay is good, the time off is excellent and your experience level will rocket. Contracts are always being awarded to new companies and the west coast of Africa is a gold mine waiting to be discovered...... you don't agree? Go try it out and see for yourself..... ---------------- The last time I was in west Africa, I was in some specfic area's or countries. West Africa is a big place. Your statement is like saying I really like flying in the Western part of north america. Try and be more specific and maybe you'll get more replies. Cheers. I've had malaria.
  5. Story time: In this scenario I am the customer. I have a lot of equipment I want to move by helicopter to another location, no roads. I call up a few companies to give me a quote. I am requesting a flat rate for the complete move. As the helicopter company is the professional as to the transportation of said goods, I defer to them. Not knowing the internal capcity of the various helicopters, I leave the loading up to the so-called professional movers. One fairly large electronic unit does not fit inside the helicopter and the professional's elect to sling it. Of course the item valued at over 3M is dropped. The operator was negligent in informing me that in accordance with his published tariff avaliabe at his office, I was only covered for 10 cents a pound. In my purchase order the only thing I requested was movement of equipment at a flat rate. The operator responded with flat rate for the movement of X lbs. of equipment. Who in your mind is responsible for the loss of 3M dollars of equipment. DON'T YOU THINK IT'S ABOUT TIME THE INDUSTRY STARTED ACTING PROFESSIONAL AND ACCEPTED RESPONSIBILITY FOR THEIR ACTION'S AND ACTAUALLY BECAME PROFESSIONAL, INSTEAD OF TRYING TO PUT THE BLAME ELSEWARE. And that's all I have to say about that. P.S:This of course only applies to the companies it offends.
  6. Cargo hooks have been the bane of the helicopter industry since they originated in the military. Cargo hooks are no problem when used by the military for military applications. Not so in the civilian world. Without going into the history and or types of hooks, lets look at something else. The smaller 4-5 pax helicopters when supporting the average drill camp and or survey camp is usually used to move the camp as required. Most of the time the camp manager will ask to use the cargo nets as it would take up to much flying time to try and pack everything internally. When a load of drill pipe or even the drill itself is dropped, it''s usally in the muskeg or whatever and easy to recover. The camp manager has loaded a valuable piece of survey equipment in the net, the net is dropped and destroys the equipment. The equipment can''t be repaired as it is a one off. The project is cancelled and the customer is seeking his start up costs which are substantial as he states that the carrier was responsible to move his equipment safely. Back in the days prior to de-regulation this item was covered in the tariff that was posted with the government. Since de-regulation (1987) those rates and regulations are not applicable unless they are included in a contract signed by both parties. Should a cargo slung load be dropped by the carrier, the carrier is responsible for the (liable) load unless he has received a signed waiver from the charterer. The court would recognize the helicopter operator as being the proffesional mover of equipment in that fashion and hold him liable. The major problem with all this, is the industry itself, always somebody else to blame, finger problem, equipment problem. Get with it, get hook insurance, include the cost in the rates, make it mandatory to have hook insurance if a hook is attached to the helicopter. There has to be a method of overcoming the finger problems. The insurance companies can look after the maufacturers of faulty cargo hooks. If the customer doesn''t wish to pay the additional cost for a cargo hook, remove it. As pilots it usually comes down to you being responsible for the load you are slinging. To protect yourself have hook insurance or a waiver. Remember a waiver does not cover negligence or stupidity on your part. Once a load is picked up and moves forward in flight, you are responsible. Aerial construction comes under the same conditions. For your information the cranes used on highrise construction carry a minimum of 10M insurance. And that''s all I''ve got to say about that. P.S. Do not expect the HAC operators to do anything about this as the problem is always blamed on the pilot or hook assy.
  7. ---------------- On 7/26/2003 10:01:34 PM Heli Ops wrote: After the past couple of days I have to say the worst thing about this industry is going to funerals to say goodbye to friends. Writing this, my thoughts are about Randy Harmon who was killed in the Kmax crash on Saturday. This part of the industry sucks big time. Unfortunately its a very real part of this industry that we all love and enjoy and is a part of our everyday lives. I met Randy in Taiwan where they had the Kmax. Larger than life, always outgoing, and typical of the good guys of the industry. He was married to his childhood sweetheart, and they have been married for twenty five years with two kids. Heading off to Oregon later this week for Randys funeral. To those I know and have met in person, take care and safe flying. To those I havent met, the same goes to you as well. Lifes so short, make the most of it and if you have kids, give them a hug before you hit the sack tonight. Neville - Heli Ops ---------------- I didn't make it to all the funeral's, but here is some of the people I remember from some of the companies I've worked with and some from the Navy, who got out. Navy; Jack Runcinman, Jack Beeman, John McNeil and Fitzpatrick and Fred Lucas. Spartan;"Doc" Demerah,"Shorty" Ferguson, Mat Gordon, etc. Autair; Pierre Looten,Pierre Babusso,Jim Masse, Emile Lupien, Harvey Easton, Chris Brignaud, etc. Viking; Larry Camphaug, John Kowalski, Dave Johns, Venturi's brother in law, etc. Canadian Helicopters, Lac St. Jean, SeptIsles Helicopters, Dom Peg, Universal Helicopters, these companies were all owned by Okie; Mike Maguire is the only one I can remember from that time. Most of these people migrated to other companies, but that is were I met them. MAY THEY REST IN PEACE.
  8. ---------------- On 7/28/2003 7:38:09 AM Vortex Ring wrote: I don't think a Union is quite the way here. What the helicopter industry needs more than anything else is sometine like ALPA. An unified voice representing pilots and AMEs in the helicopter industry to approach a helicopter company, medical association or the government to address these concerns. I have no doubt that plank drivers would gladly share their experiences and offer assistance in launching such a venture. A similar one has begun in the US I think, Canada seems long overdue. Just listen to yourselves, you love your work, you love (the majority) of the folks you work with. Stop taking this crap and join forces to speak out. ---------------- Holy gosh, gee, heck darn oh what the ****, sounds familiar.
  9. Cap; As you are well aware the helicopter industry (pilots & ame's)in Canada have always been there own worst enemy. Ask yourself a few simple questions? Who represents the airlines? Who represents the airline employees? Who represents the "Air Taxi" operators emplyees, NOBODY. Now I wonder who's fault that is!!!!! So, ***** on, it won't change until you do. 407 Driver: The Cod Father said he would get rid of the Okanagan name, so were is the similarity. The actual screw up's started with Dan Dunn, may he rest in peace, hopefully.
  10. ---------------- On 7/13/2003 11:25:32 PM beltdrive wrote: You guys picking on the guy for 3 pages now. Why don`t give the man a chance. Just because you are not competive enough to hack it does not mean nobody else is too. Just work harder. ---------------- The person or person''s involved in this endevour should be helped to create new work in the industry. I wish whoever it is all the best and hope you make it. Don''t take the three pages of comments to heart, you have just joined the most red-neck and negative society in the aviation industry. The famous saying is "If I havn''t done, nobody else can." CHEERS and GOOD LUCK.
  11. ---------------- On 7/10/2003 12:15:48 PM Commodore64 wrote: oh, we call that ''trend monitoring''. The crew to fly her first thing every morning does one during cruise. ---------------- The best system out for a "multi aircraft operation" is any type of Health Usage Monitoring System or H.U.M.S. These sytems have been out for years and actually pay for themselves, but most operators are to dumb to use them. Everybody knows the story of the overtemps on start-up and or over torque with an overweight sling load so as not to go into the tree''s, etc.,etc. Enuf said. P.S. The same thing happens with fixed wing on take-off. Trend monitoring will not tell you how many times an engine has been over temped or over torqued, you will only find that out when the turbine blows apart.
  12. ---------------- On 6/18/2003 4:53:26 PM CTD wrote: No, that was a 1-900 number.... ---------------- I understood the 1-900 was for the better half. She-TD. BIG SMILE. ( I can''t get them to work)
  13. Oh yea of the one flying without the benefit of hydraulics. Your idea has merit, allthough the engineering required on a conventional tail rotored machine would be astranomical. The concept of thrust would be better applied to the Notar concept. No disrespect intended, just apply a little theory of flight. P.S Fly helicopters with power stearing only. CHEERS
  14. ---------------- On 6/2/2003 1:19:18 PM PilotOperator wrote: So to give an endorsement you need to be a qualified instructor. Which requires you to have not less than 10 hrs on type and a comm licence? Or am I missing something? ---------------- An instructors rating is required to give a person the required instruction to write for any license. Once an individual has a license, has at least ten hours on type, that pilot can give another licensed pilot an endorsement on any aircraft that the check pilot is endorsed on. Instructors rating is not required, only a CPL.
  15. I have talked about this subject at other times and as our insurance companies and underwriters are influenced and mostly branch office''s of the states, I thought you might find this interesting. http://www.avweb.com/news/insure/182791-1.html As the local insurance industry does not provide this info, I think it is appropriate.
  16. Not having a parts book, offhand I would say the nav lites.
  17. Bruised, Now I really feel sorry for you, fying a machine wihout hydraulic. Not trying to be a smart ***, if you take a problem and do a risk assessment and find that you can live with it, as the alternative is not cost effective, you like anybody else will live with it. Bell never fixed the 204 problem for that reason. They produced a 205 which eventually became a single engine 212 and you will find 204 parts on a 212. The 204 was an anomoly. The 205,212 & 412 all support the same airframe. Cost effective. And the story goes on, etc.
  18. Bruised Armpit: (is that name from applying under arm deodorant to rigoursly) If you havn''t already done so, find a Risk Management Tree and you will understand the philosphy as applied to certain situations. ####: Someday maybe I''ll agree with what you say, hopefully. Liability for any thing on the aircraft is the manufacturers responsibility. Sub-contracting is the responsibility of the manufacturer, he designed the specs and is responsible for the work of the sub-contractor. Any liability action is taken to the original manufacturer and if it should be a sub-contractor problem that is settled between the maufacturer and the sub-contractor. I hope that is clear as mud. If you want to use a Risk Management scenario ask Bell why they have never changed or redesigned the T/R assy on the 204B, and made it mandatory to remove the AD.
  19. Cap: I could be wrong but I think your memorey is almost as bad as mine. I personaly do not remember either 204 having a fire while refuelling. I could be wrong. The one 204 that was lost, was on it''s way to Greenland and the final concencus was a problem with an antenna attached to rear vertical fin. The pilot who''s name I can''t remember at this time was a French pilot from France and was very charismatic. I''ve had a lot of good buddies who are upstairs (where all helicopter drivers go) and some fixed wing from the military. Jack Pearson is an old Navy buddy as was Don May. Fred Wayte and Jim Masse I hired when I was at Autair. Don May & Messier worked for Heli-Voyageur. Messier replaced me on a 204 on the Ivory Coast. The only Linda''s I can think of is one I had as a secretary in St.Jean and the other is Linda who worked for Mel in Calgary and later became Mrs. Wayne Johnson. So if there is another Linda out there, please advise. Cheers
  20. DGP; I don''t recall Ray G. being at Autair, I do recall him from Vikings days and believe he was one of the Valley boys from Sky Rotors along with Jack McCormick.
  21. It is so nice to hear an expert from EC state that there is no problem with there product, when the actual manufacturer puts out an AD. Those GD manufacturers don''t know what the heck there talking about. For a certain persons information the last thing any manufacturer wants to admit is there might be a problem with there product. Maybe eventually we will find out what happened to the OMNR machine from EC and don''t tell me that they don''t know. From an ex-opertors point of vue and with a far greater understanding of any helicopter I am operating I would take any point of vue that contracticted the actual operating procedures that my company experienced with great wonderment or plain what the fu-k.
  22. Downwash: The orginal operator of Bell 204B helicopters was Autair Helicopters, Registration AHA & AHB. These machines were bought new from Bell, one crashed on the Polar Shelf contract and the registration was later applied to an FH 1100. Pierre Lotten was flying an S-55 on the same contract. The original ex French pilots that had flown in Algeria emigrated to Autair Helicopters and were excellent pilots.
  23. ---------------- On 5/22/2003 6:09:17 PM TDK wrote: Sorry Blackmac for butting in, but you seem to have forgotten that you were really pushing a certain product back in the Military Aviation post. Want me to quote you, or do you want to grow up and apoligize like a man? ---------------- TDK; But in all you want, I am not with a particular company and was not promoting that product because of its name. I like the three engines and I am a bit of a safety nut. Possibly you should read the article from the Calgary Herald referred to in Rotor Pilots thread in the Military & Government. For your further information I not only have a CPL and AME license, I also spent thirteen years as a procurement officer in Aircraft Operations and Services Section for the Federal Government. My opinion is only biased towards the safest helicopter on the market, at present and I do have the background to make that comment. Thanks for your input, but we would be better served by you making comments to your local MP. E-mails are wonderful, #### uses them when he want''s to insult people. Cheers
  24. ---------------- On 5/20/2003 5:24:37 PM Elvis wrote: Blackmac: #### has been very clear to tell all readers that he is any employee of ECL.so any pro comments can be taken with a grain of salt. Do any of the other manufacturers ( Bell,Sikorsky or others) have people making comments without telling of their alliance. ---------------- I've been reading most posts on this site and on the previous site and as far as #### is concerned he is the only one to get on site and push a particular brand with a rather clear motif. If he wishes to push the EC brand, maybe he should do it on his own time, not the companies. Or better still respond only to asked technical questions and never mind the comparison with other makes. Most of us have been in the industry longer than him and appreciate helicopters as a whole. When I made the comments about him he doesn't have the gonnads to respond in kind and or insult me in the open on this thread, he sent me an E-Mail instead, which you can all read. [deleted by mod] A really GREAT person.
  25. Elvis-Downwash; The KomavKA-26 did a tour in Canada in 1968 or 69 equipped with piston radials. I was with Harvey when we went along for flight at Aircraft Industries in St.Jean. Very few instruments and the throttles worked with a twist to the left. They would not take the cowlings of and give us a look at the engines or transmission. Was not impressed.
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