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GrayHorizons

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Everything posted by GrayHorizons

  1. just one example, should i google you more?
  2. how about we go single pilot...save a few buckeroos
  3. and i'm pretty sure the PC12's are there for that reason too
  4. you should dot a map with 200km radius circles. We will go with really short range of 400km (return to base) rather than the almost 700km range published, just to humor your statement. Why is the 139 the only option for range? when range is a non issue for the bulk of the flights? put a circle at london, toronto, peterborough and ottawa (bases they already have) and see how mucha rated, 2 pilot, 2 patient, 2 paramedic equipped aircraft can cover. at 1/4 the cost of a 139, we could put two aircraft at every location and still be lower per hour on the variable costs, or spread them out to better cover the ontario landscape. I feel the service is better served with more for less. It needs an overhaul. its not OK running as it is. Just my opinion still....
  5. Contradictions of the day: most are powered these days so they don't have to lift manually - I'm sure they have other boards and whatnot for manually loading. Staffing costs would offset aircraft costs - It's less than a fraction of a percent of the health care budget
  6. to comment about scene landings. The Ornge website details their requirements. the landing zone is on a stable surface such as concrete, ashphalt, packed gravel or grass and 150ft X 150ft You're not going to find that in too many off road scene calls. I also have issue with range comments, especially in the south of ontario. Toronto as the hub can reach literally 3/4 of the provinces population in about 20 minutes. And if the weathers bad in toronto, it's likey also bad in london, hamilton st catherines, and up to ottawa. So they wont be launching anyways to worry about an alternate IFR landing.
  7. what environment? a made up requirement for the biggest and most costly aircraft. Its the cadillac of a/c. While I agree some trauma flights would benefit, I'm looking at the big picture. a simple astar would work for many of the flights they do. but again, only my opinion, which you dont share.
  8. you can google the salaries and make the comparison yourself. I'm not your google *****. The paramedics and the pilots, even some maintenance staff are well published across the country. You can see the disparity quite clearly for the same work. The manageers are even more top heavy than the most wasteful private sector company. Its only my opinion, so you can have your own. You aren't going to change my mind easily nor am I going to change yours.
  9. You make it sound like cutting corners is always on the safety side. it's not Paychecks for Ornge and all of it's heavy top side management as well as most of the employees is unattainable for the long term. Look at what the same workers get paid elsewhere and you wonder why there is such a disparity. Right off the bat if you control the over the top pay, that makes turning a profit in the private sector attainable. Beyond that, the choice of aircraft is another good place to go. I dont disagree that the 139 is a great aircraft. nor the PC12's. but c'mon really, patient transfers with the 139 economically sound??? I would rather see all the 139's sold and replaced with more EC135's or 429's, for more coverage and a lower operating cost. That's a decision that adds to the value, even if it doesn't really save a lot of $$$. Bottom line, Governments are for Governing, that's where they should be and any operations should be private sector business I believe this should be the case in a lot more than just this little helicopter discussion.
  10. If Hydro 1 is a private company, its a poorly run one But I digress, I'm not sure how much the province of Ontario owns as shares, but the fact Douglas Ford is attacking the company constantly, I'm not thinking it's really a "private company" per se. Regardless of the theatrics of politics involved, its a fail two fold with the privatization and the government oversight. IF OMNR didn't have contractors, then they'd burn all of Ontario to the ground by mid June. But that wasn't my point. I'd rather see the fat paychecks end and the rest that goes with it, back into competitive markets and private operators. My tax contribution would surely reduce somewhat and I'd see a few bucks back into my pocket. And Ornge doesn't have all new aircraft. Newer maybe, but look closely at the fleet. Didn't you get one from ERA not long ago? Hows the airframe time and condition on that one? As a mechanic, I've seen 20000hr astars in better shape than 1500hr ones. So its a moot point when you talk about aircraft age even though its the easiest argument to lay on the table when you talk of safety.
  11. to answer the leaks, I've copied the criteria from the MM for your reference. I pasted it below. The tail rotor balance should have at least been checked. If everything is marked correctly and re-assembled right, you can get lucky and avoid a rebalance, but it's a crap shoot. I just did one a couple weeks ago and the crew that checked the balance told me it was 0.4 IPS. SO even though I put everything back as removed, I didn't get lucky. they tweeked it down in several runs. The Tail Rotor Output Driveshaft is clearly worn, thats indicative of that dark grey appearance. I dont see any breaks in the chrome in the pics though. But a quick rub of scotchbrite would remove some of the dark material and expose the blisters, bubbles or chips that may very well likely be there. The next time they change the sliders, it may be more obvious. But at the very best you'll need a rechromed shaft at the next overhaul. Definitions: Seepage: Seepage is an imperceptible leak that cannot be measured. The area in which you find seepage is "damp", but there are no oil "drops". Doubtful leak: There are signs of a leak and the quantity of oil is not negligible (as with seepage). The oil may collect around the area but there are no other signs of a definite leak (no oil drops when the engine is stopped, no consumption that can be measured). It is possibly "accumulated" seepage or oil from another source. Definite leak: The signs show clearly that there is a leak: After you stop the engine, you can see an oil flow (drops, a trickle of oil). Oil collects and can clearly be seen to come from a point on the gearbox. It is also clear that it is not the result of accumulated seepage. These signs are confirmed by a clear increase in the oil consumption. Permitted leakage criteria for the MGB and the TGB: The oil level must not decrease to become less than the minimum level: after 24 hours when the helicopter is on the ground, after approximately 1 hour when the helicopter is in flight. When you add oil, the measured oil consumption must not be more than: 5 cm3 (.305 cu in) per hour of flight for the MGB, 2 cm3 (.122 cu in) per hour of flight for the TGB.
  12. I wholeheartedly agree that the government should relinquish operations like this back into the industry. Hydro one and OMNR should be contracting their services as well. I'm sure there will be disagreement and I accept that.
  13. let us know if the TRGB gets sent out for overhaul too. I suspect it likely will require it for wear on the shaft. If I was you, I'd wander over and look at it yourself when the spider gets removed....I bet you're mechanic wont want you to see what he said would be fine for another 50-70hrs.
  14. you need to change the split bush slider bushings in a bad bad way. 350A33-2122-21 might as well change the scraper seals too AUAS40-50-5-8 keep flying like that and you're through the chrome on the tail rotor output shaft and it'll have to be replaced too.... mucho more dollars for that.
  15. Heliian....you've been around long enough, don't surmise anything when it comes to the french. 😜
  16. I browsed the Civil Register, and only saw maybe a half dozen that werent registered to Bell. and even then, it seems like some of them were only registered to be re-sold judging by the registered owner. Its evidently clear that the sales in Canada are sluggish. Depending who you talk to, they are gold, or bronze on the podium. I'm one of the naysayers. I cant stand how it looks and therefore totally ignore the performance numbers. I really want nothing to do with them until I'm at the stage in my career where I dont have the choice. then I'll bite my tongue and become a supporter. Sheepishly dragging my toolbox into the hanger and putting on a fake smile. Had a "406" version been offered, I likely would have be more impressed and interested. With no military add-ons, that thing would have been a stump puller for sure.
  17. I just googled it, because google is never wrong. and the page lists operation down to -40C https://www.mobil.com/english-us/aviation/pds/glxxmobil-jet-oil-254
  18. https://calgary.ctvnews.ca/video?clipId=1597814
  19. Ah yes, the lag...I forgot that happens in the beginning
  20. What happened? The Pprune thread you started there 5 days ago didnt answer the question either? https://www.pprune.org/rotorheads/617438-bendix-fcu-gov-fundamental-question.html
  21. I'm damaged. I'll never be the same.
  22. Here I thought some fresh life was brought to Vertical Forums to start of 2019 ...turns out it was just alot of spam from mymco74 dredging up 7-8yr old posts. how much of a let down is that? mymco74, you have officially destroyed the year 2019 for me.
  23. Can you imagine a graph that took every item of interest into account to display the data? I'm not sure theres enough colors in the spectrum to make all the lines. When you see companies requiring minimum hours as per demand from their insurance companies, you know someone was logging that data. Mr Insurance has. I know as I get older, I know when to pull the pin and be in bed by 8pm. Instead of burning the candle at both ends and staying up to 9.
  24. I prefer to go by the accident stats per flying hours. That's a more accurate representation. Otherwise a year with one hundred accidents and a million hours differs than a year with fifty for the same hours flown. Still unacceptable in my opinion, but the drama disappears over the 100 if you get my drift. You cannot directly compare 20yrs ago to today accurately unless you break it down this way. I think safe working hours is very subjective to the situation. It cant be fixed based on a standard approach designed for one segment of the industry. What affects me, may not affect you. And conversely the fix for my fatigue is not the fix for yours. If you think I dont like you, I would prefer to inform you I'm only challenging your statement. Your reaction is what determines whether I like you or not.
  25. the biggest thing for me as far as fatigue went, as a field engineer, was the fluctuation in the work times and duration. If you did the same routine all the time it was easy to get used to, whether it was a 3am start time or a 3am finish time...you do it consistently then your body adjusts. However, that was never the case for many reasons. Whether it be schedule conflicts, or unplanned events, it was near impossible to follow any time line that allowed you get proper rest. As a general rule, or out of respect, we always let the pilot sleep, even though many times we would have loved to wake him/her up at 3am for that leak check so we could go to bed and stay in bed until we got all the rest we needed.
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