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Everything posted by GrayHorizons

  1. While his post does appear to be advertising, it's on topic. So I personally dont get my panties in a knot. Perhaps pilots/engineers should refrain from posting their hours/ratings and skills, because that too is shilling their "business" So relating my position to this CRM training, I rarely if ever now have to do a maintenance flight, is there a requirement that I must comply should one of these rare moments arrive that I need to?
  2. I've flown with many drivers who I thought were trying to jar the gear loose on landing.....one more bounce....ooof....almost there.....🤪
  3. we all know, had you come in as "Bob, the 100hr pilot", the response on post #2 would have been more prevailant. Who says that chivalry is dead??
  4. I just read the news article and I'm saddened to hear of Deans passing. RIP, you've been a great mentor and an exceptional person
  5. I had to google grindrr....so happy I never knew what that was off the top of my head 🤪
  6. what I always get from these posts, and its what keeps drawing me in to read the comments, is that there seems to be more protectionism of the available jobs more than anything. anyone new, sniffing around for tips, tricks and whatever to get their foot in the door or whatever, is always met with a go away attitude. Dont be afraid guys, if youre good at what you do, they wont take your job away from you.
  7. the whole oil and gas industry is used to negative criticism. Jane Fonda is just a bug splatter on their windshield as far as they're concerned. DiCaprio is a skid mark in their underwear. But they paid for a flight....someone delivered. I dont understand the OP or where he is coming from. perhaps clarity in the post direction would be helpful. I wont hold my breath though for the 1 post wonder who likely had a few drinks before conjuring up the idea in his head to post that.
  8. https://www.exxonmobil.com/en/aviation/products-and-services/products/mobil-jet-oil-254 https://www.exxonmobil.com/en/aviation/products-and-services/products/mobil-jet-oil-ii refer to your manual on the mil spec required if you can use it or not
  9. we got you covered.... https://www.walmart.com/c/kp/cup-holders
  10. Rico will simply hurl more of his gibberish. dont hold your breath for a retraction, or apology.
  11. Its definately not a course topic, How to hate your Pilot 101 But back in the day, there was definitely many a conversation in class that included "dumb Pilots" by the instructors. I'd much rather foster a good working relationship with the other staff. We all have different jobs with one common goal. Working together shouldn't be an issue. There are some instances where the dynamics just wont work, but thats life.
  12. Im falling a bit short on the minimum 2,000, 000 barrels per month. Any chance you can lower the requirement to 10?
  13. Part V - Standard 571 - Types of Work (d) Work that disturbs engine or flight controls ....accomplished, by at least two persons...etc While drag braces and mast nuts are debatable as being a flight control, and an ICC is perhaps not required for them, its still not a bad idea to perform one yourself as the pilot as it is your sense of safety that is important. I have always had the second set of eyes check out the installation, its how I was taught. My reasoning on them being debatable falls in it's most basic form. once installed and safetied, they are now a fixed item, that do not move as a flight control by the input of a pilot. Is that the best answer? no, would it hold up in court? who knows really. regardless, beyond that interpretation, it falls into check lists from the maintenance manuals. I don't have any Bell stuff on hand so I can't reference them, but what I do see for semi equivalent parts on an AS350 is that you're signing for the starflex bolt installations and for the safetying of them under chapter 62 as those steps are specific. Not much different than a mast nut and lock or a drag damper I'm assuming, there may be disagreement. So the engineer who checked them off as complete is taking responsibility for that task. Pitch links on a 350 are clearly a flight control to me, but they are also under chapter 62. They too have specific instructions on torque and safety.
  14. ^ problem still persists to this day I imagine
  15. I recall that some operators took it to the next level, because they felt that CADORS unfairly painted them with a bad record in the public's eye, before any actual investigation was completed. I encourage transparency, but apparently some operators prefer the hidden stealthy way to deal with accidents. So stealthy in fact that its a best kept secret. so now, CADORS is a waste of time browsing for recent events...Ive stopped looking at it unless I'm searching for historical information about an incident in the performance of my duties.
  16. What was his history? Had he been involved in an accident? Scared of heights? I think theres more to it than him just refusing for no reason. How did the aircraft get past the maintenance flight? Was a satisfactory one not a requirement for the maintenance release? How did that get signed out?
  17. Oh god. Dont turn this into a canada US thing. Its bad enough as it is. The human factors involved in the slips could be caused by anything. And i dont think that makes anyone a bad engineer for it. I dont like excuses or blaming as much as the next guy but it happens alot. I agree the one on one communication is the best route. Keep at it, i hope you resolve it, and i hope every learns something pulls up their socks and betters the whole situation in the end.
  18. you have to put things into perspective, any properly torqued piece of hardware should never just back off. There always has to be something that causes it. most times its incorrect torque loading in the first place. When you get into flight controls, and other important connections, they add a secondary locking, such as lockwire, loctite or self locking nuts. I haven't been up around a medium head in a long time, but i dont recall any secondary locking. Realistically if only one nuts loose, the brace still is not going anywhere, the other nut still firmly holds the rod from rotating. However if two loosen, then the rod has the opportunity to turn at some point. I would hope someone finds the issue long before that causes problems. I agree with you that the answer from your DOM is a bit off, but i dont think it should be the only factor into forcing his retirement unless theres been other issues.
  19. just keep an eye on the import registry, and when you see them import them you'll know... https://wwwapps.tc.gc.ca/Saf-Sec-Sur/2/CCARCS-RIACC/AImp.aspx?rnum=1&xsc=6&psc=1&xso=desc
  20. Is it really a surprise though? reading the article, are there any immediate job losses? unless you're not prepared to move locations over time.
  21. They do take a beating though. I've seen a bent droop ring after a rollover, yet the stirrups were still doing their job. Most in service likely wont pass inspection as per the manuals. They are one of those parts that is neglected. The cracked ones start at the corners where the ring is allowed to bang and wear into them. you generally will feel a sharp point of metal at this point. You didn't specify if it was 4 contact or Timken. They are different part numbers and the Timken has a machining mod available on them to prevent contact with the mast.
  22. don't forget the different TBO hours for the -04 and -05 gearboxes (gearset) Seen a couple cases of running the longer TBO in error. Or was it a strategic move ????
  23. You literally need a flow chart to figure out the OH extension. Lol.
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