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ValKiran.mtc

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About ValKiran.mtc

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  • Birthday 02/11/1981

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  1. As quoted from Short Circuit...."NEED INPUT"...only less NEED and more "looking for" Thank you for looking in to the question and taking the time to answer. Off on the info-hunt!
  2. I didn't realize the 'flipside' to seeking CAMTS accreditations. If CAMTS is not the route chosen for accreditation / third party consideration of practices - what are some of the other routes company's can take / have taken to instill the same kind of checks and balances?
  3. Rivetting was a traumatically frustrating, devastating challenge in college...though I've reasonably mastered it since, it still gives me the queezies. I really resent shoddy work-especially when its my own! Glad the post was positively received..I always fear that some comment about being long winded will come up instead; but I hope that the long stints where I'm not around balance it all out somehow.
  4. Look up International Aviation Transport Association - they have all sorts of courses from security to SMS: Try here, hope the link works, these courses are given all over the world : http://www.iata.org/training/Pages/airline.aspx
  5. Having both ratings has not affected my 'daily duties' . Though, I've tended to be the 'odd one out' by actually being interested in taking on electrical snags. Snags have some engineers run screaming in the other direction; or put-off troubleshooting while it still mostly works (as a kind-of 'mostly working isn't broken, so don't touch it' rule...that usually means it will break when the piece is needed most). I've ventured more into the E side than the S side. Being most familiar with Bell, there is a lot of work that can be accomplished under the ESPM and the SPM and even the MM that won't go into E-classed areas - as long as I am careful and don't break in to any of the systems that require specialized test equipment the company doesn't have. That's #1 out of two main issues with dabbling in E and S areas under dual ratings: 1) specialized test equipment and 2) what kind of responsibility the company is willing to accept with/under the AME's ACA and signature. The TC inspector that I talked to said what a dual-rated AME can sign for really depends on what is written on the AMO certificate of the company. Example used for me was: Installation of an autopilot system. I could remove an old system, run the wires for the new, put the connectors on the wires, and make any modifications necessary from a structures point of view for the installation and even turn on and troubleshoot the system. What I can't do is hook up the pitot-static test box and certify the system. Firstly, most companies won't keep a fully certified pitot-static test box in their inventory so the company would have to get one (which isn't out of the ordinary). Secondly, I would have to be able to substantiate solidly enough (ultimately, to satisfy the jury in a terrible court case) that I know what I'm doing when I use the equipment and that I have enough experience to use the equipment. That could be done through a training program, much like how pilots undergo training for AD sign-outs or elementary maintenance. Problem one, being the time invested to get the training for company who has the engineer to learn the equipment and the company with the trainer (which would have to be able to substantiate THEIR experience if the court case was big enough). Problem Two - time=money. An avionics shop could complete the task in much less time because of how often they perform the task. Recently; it was explained to me that with one engineer holding dual rating and proper training, specialized repairs in composite and/or sheetmetal could be added to the scope of maintenance within the AMO. Industry approved courses in composites would provide the training, then the AME could either perform the work or individual jobs could be sub-contracted to sheet metal companies who could provide the more experienced people/advanced apprentices to do the work with the AME signing for their work. I have installed auto-re-light systems, replaced faulty canon plugs and re-run lots of wiring within harnesses. Electrical can eat up days if I'm in the nose/floor/engine/transmission of a Bell re-routing, re-tying and cleaning up messy splices, burnt wires, broken solder joints, etc etc etc. Same with any little sheetmetal jobs I've dabbled with - I don't know the tricks and tips that make a job move smoothly; get me into every area the rivet gun needs to fit and don't carry the practice to be fast at troubleshooting or making the piece right the first time. I'm just insanely thorough. I abhor crimp splices. I carry enviro-splices, solder sleeves, wax lacing, solder paste, the correct style of crimpers for canon plugs pins AND PIDG terminals in my tool kits...complete with tool calibration papers just like I do for the torque wrenches I use. I provide copies to the company so that they know my tools are properly certified, just like any avionics shop. The biggest constraint: TIME. Sometimes it just makes more sense to hire the professionals and keep me on the wrenches.
  6. I prefer to work with plasma line, a sheath and an external cable inside the sheath. From my short years of experience, the sheath protects the line from dirt and sunlight, the cable can be fixed when the remote hook won't work and the plasma line is lighter and easier for me to hoof around. The problems I run into are some pilots get frustrated real fast when flying an empty line. They want to go tearing across the sky as fast as they would without a line and therefore complain bitterly about the sheathed lines and how poorly they fly empty. I can't count the amount of times I've been asked to add more duct tape to the four rolls all ready spread across the line-or argued about pulling the sheath off completely. The company I work for went with those braided-sheathed, internal wiring, Spectrum lines this year, and the complaints about the aerodynamics of the lines vanished. The 100 ft line that we worked with began to fail to open the hook under load. Ground tested great, continuity tested great...until I started manipulating the line. Then all ten wires showed intermittent continuity. Just handling the line, everything in the top third felt strained and super tight, where the bottom third felt like everything had slid down....probably stretched all the wires down the inside of the line: the fix: good old external cable taped to the outside!!! til we could take it out of service and send it out to get repaired!! As an engineer, I like what i can fix, and fix quickly and efficiently. But, then again, I'm not the one flying either. We have a drill crew here that will grab a branch, 2x4, sledge handle or even a twig to touch the hook first before they grab it...seems to work great for static discharge.
  7. I found the thread surprisingly interesting; and cleared up some doubts about what I had previously understood. Cap, You are truly a wealth of information, those engineers/pilots/aviation tech and buffs like you, that delve so deeply into the why's and wherefore's, can really give a hand-up to newer generations in shared experience and hindsight (as it always seems to be 20/20). Personally, a yes/no answer doesn't do it for me....I like history lessons and for an information-hungry apprentice that became an engineer I would still volunteer to clean dead bird carcasses from your aircraft; and I freely admit that I am not above bringing in home baked cookies or brownies in to the hangar just to make sure I stay on your 'good side'. Cheers and thanks. Val. And believe you me I don't feel saying that is a waste of my finger time.
  8. It was explained to me, when looking at the Grunman Trackers that have been hoarded by Conair for Fire Trackers. military ships may have 'recommended lives' on their tracked components, but those same components may be run on an O/C-no time life basis as the need requires. Because of the dubiousness of a components history, that made for the stipulation that any military machine being switched over to civilian registration requires that all tracked/life'd components to be scrapped (not overhauled) and replaced with new/overhauled civilian ones. Sheetmetal followed much of the same 'special to military' guidelines-that repairs done under military tolerances are not civilian, so all skins that have previous repairs must be made to 'new' again: not just replaced with appropriate civilian repairs, but replaced completely so that no previous damage exists. Not to mention the shielding and military electronics that gets removed, tank modifications (if installed)....just the weight and balance changes to the airframe itself sounded like it got a Transport Inspector unto itself. Since then I have always assumed the same would apply for fling-wing applications. The 214 has huge amount of ballast in the nose (much like a 212 without float bottles) and I've been told that if the company would run with the original military armoured seats, the weight and balance would be down to a more normal aircraft. I don't know if I what I was told at that time was mis-interpreted as I was being told, for now I have back-around knowledge from work experience and course training that I didn't have at that time. But it did make sense to me, that in order to make Military to civilian conversion, it would have to be along the same line as the 'quantity ensure quality and price" and have to take a company with deep pockets and a big spares department. I would love to see the 214 go back into production, but I was under the impression that the type certificate was held by a company in Iran, so they have built themselves hundreds of 214B's and all Bell can do is maintain the civilian fleet that is still flying over here. And since none of those Iranian 214's are built by Bell, then Bell won't recognize or support them flying in North America. I just put that together myself, as I found that Bell only begrudgingly recognizes that they made the 214 at all because they HAVE TO, not because they want to.
  9. The guys I worked with at Conair were fabulous!!! They'd bring me a CinnZeo (when there still was a CinnZeo in the area) or every once and a while let me in on a really cool job-like getting a DC-6 ready for first start up of the year; prop and power checks, giving me a clip board with all the info I needed to take on the test flight...made me want to work harder for them. When I did my job, then they could do their job, and everything would go smoothly. I was hired as an aircraft groomer, and I did the s*** jobs...that was just the way it was. I knew I would take my schooling, then I'd get different s*** jobs...then slowly I'd work my way up, to the point where I could hand them off to my very own apprentice. Its gratifying to know that I'm at a point now, where I don't do those jobs unless its only me that's there, because my time is better spent wrenching. Just about the only drawback that gives me is that I take a rather perverse pleasure in hearing someone complain about the scraping/cleaning/whatever that they are doing (scraping proseal is a sweet job, as opposed to scraping dead birds from flight controls or sanding for weeks on end, if you think about it). Because as long as they are complaining about it...I'm not the one doing it.
  10. Most tedious job ever: Logged over 100 hours of sanding Astar canopies and cowls for repair prep...most of it hand sanding and in consecutive eight hour days. Longest single job ever: Cleaning all the longerons, stringers and internal airframe in the a$$ end of a Firecat for paint prep while it underwent a turbine conversion: spent six weeks in close communication with a toothbrush. Most Painful Job ever: Two weeks spent paint stripping parts using a dark purple nasty goo; and really hot water to wash them...near the end, and on the last pair, didn't realize the insides of the gloves has become soaked...thought the tingling was from the water temperatures......until after a long weekend the skin on the first three fingers and thumb on my left hand, and the thumb and forefinger of my right hand, came off like a glove. Lost all the layers of skin..right down to the pink...owee!!! Had to keep the left hand soaked in almond oil and bandaged for the next ten days until the skin was tough enough to expose to the air and wouln't bleed. Ever since then, that's the only job I"ll complain about doing-paintstripping. Best job ever: Apprenticing on a logging 214 in Sayward, and sitting in the hottub with a cold drink at midnight after maintenance. Anytime I'm out with my own machine, really..>I love it. and Looking forward to gaining more experience....love that too.
  11. Worst job: When I was just the lowly cleaner.....behind the aft pressure bulkhead in a firefighting DC-6 there are anti-ice ducts for the vertical stab. In this particular aircraft, these ducts were blocked off or plugged. This plug is lovingly referred to as the 'coffee can'. An engineer had opened up the inspection panel of the bulkhead, flicked his flashlight over the area, put the bulkhead panel back on and handed me the screwdriver with a "you have fun with that" look on his face. I re-opened the panel, stuffed my light inside and realized that the 'coffee can' had exploded due to a plethora of dead birds that had collected in said orifice. Those that were not hung up in the remanents of the can had been dragged through all the flight control pulleys and cables. Not to mention the collected residue of a season worth of Firetrol swimming with maggots. Took me three, eight hours days to clean said areas. Counted 13 discernable carcasses...plus unknown number of bits too far gone to know where one stopped and the others began. Kicker: sitting down the first afternoon to a lunch of chicken and rice. Best Job: knowing those places don't exist in helicopters.
  12. I'll send an email to give the original poster of the video a heads up: I'm sure he'd be fine with posting it again.
  13. hmm....214 uses a grapple sometimes too. referred to by the crew as the "iron chokerman" if I remember correctly.
  14. I started my apprenticeship in Lights: astars and 206's. I finished my apprenticeship working on mediums and worked another year as an un-endorsed engineer in the hangar. I got frusterated at the unendorsed part; so I bought myself an Astar course-The DOM kept telling me that I had to go back to Lights before I'd be allowed on mediums. Someone higher up didn't like that at all. That person helped me get into a 212 course that I paid for myself as well; and supposedly, I had the chance to go out on the medium if I would have stayed on a little longer. I got impatient and de-mystified with all the dithering that I was seeing over the following months.. one person was saying yes, and soon; and another person was coming up with reasons why it couldn't be done..so I chose to leave. I went back to lights for the summer; and had a blast. My type courses still haven't meant jack to anyone but me; as I ended up working on 206's this summer-but I'm glad I have them. I've had the oppurtunity to work on 212's this winter; and the type course still didn't do sweet f*** all because I didn't have the experience to back it up. sucks in the biggest way and I hated it as I still find myself playing the apprentice. But I can't fault anyone but myself for it. I can't make experience out of thin air. I don't see any reason why someone couldn't go into mediums straight out of the gate. It would take a tolerant company and a lot more prep for the junior engineer-which is where most companies balk. When I looked at going out on a medium to going out on a light; I found that I might be able to handle the daily events; maybe even do rather well; but I wouldn't have the previous experience to deal with the pressures that is present on the bigger machines. Bigger machines come with bigger personalities and I've found that for some types, it doens't matter what information you have behind what you are trying to say-the fact that you haven't been there and done that gives them all the reason to ignore it. I'm the type of person that will capitulate to another engineer that has more experience; unless i feel I have the experience behind me to go 'toe to toe' with them and get things done my way; or get my opinioin heard. And going back to lights seems to be the way to go to do that. If I would have gone out on a medium I might not have had the backbone that is required to make me stand on my own to make my point clear. I may have found myself in over my head as the snags started to pile up and I would be scrambling to sort them all out. I just spend my days hoping I can get back in to mediums; because they still get to me more than any light ever did. One day.........
  15. Girlfriends can be so lacking in understanding sometimes....
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