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onemorepilot last won the day on October 1 2019

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  1. Thanks for the input, everyone. I think I got my answer. Only two people here have actually experienced it, so it seems that it doesn't happen very often but when it does, it is definitely at seat sucking experience. In my case, I was taking off with turbulent winds and a load on the hook. So the setup was there: oge hover in a left crosswind, high power etc. But that's what the LZ dictated and I had taken twenty or thirty loads like that in the previous couple hours. Got to the top of the trees, dancing on the pedals and then everything smoothed out. Left pedal was on the stop and the th
  2. Hmmm... Lots of views, but no replies. Let's throw in another teaser... What happened today, is the same thing I've done thousands of times in 12,000 plus hours and over 25 years as a utility pilot. The truth... We push the helicopter to it's limit to make a living. That limit is not always the (maximum certificated takeoff weight). The other part of the truth... What we are taught about LTE is not the whole story. Here is what we are taught... LTE is a risk when we take off heavy at high DA with a left crosswind (Bell). If we are honest, we will admit, that we do this ALL THE T
  3. My two cents... I've always been a mechanical guy which is why I wanted to fly helicopters in the first place. I got my A&P in order to get a flying job. Yes it lets out the secret of my age and county of origin...Being a mechanic did in fact get me my first pilot job. I was never hired as a pilot/mechanic. I was hired as a truck driver wannabe pilot. The company rightly believed that it was better to bring somebody up from the ground than have to unteach a lot of bad habits... But now I'm rambling...I strongly believe that a pilot mechanic is a conflict of interest. Whenever I h
  4. I'm curious... How many pilots have experienced full on LTE and when it happened, did you know why? And please, let's not be judgemental.
  5. Not exactly a flying story but a pilot story... When talking about the somewhat new laws about texting and driving, a fellow spray pilot once said, "I operate 11 switches with my right thumb while flying a helicopter within ten feet of obstacles in a 3d environment at 60 mph while holding my track within 3 feet. Don't tell me I can't figure out how to text and drive."
  6. Agreed. There are definitely some bad ones out there. And you kind of have to be half nus to want to be in this business so the deck is already stacked badly.
  7. Interesting interpretation of of ICC requirements. The part that caught my attention is "I always have the second set of eyes check it. It's how I was taught." We live in a world that requires us to sign off and do things by the book but as experienced mechanics we also know what is important. As a footnote, I have also been a certified mechanic for as long as I've been flying. I have always refused to do my own inspections in the field. My reasoning is that I look at it every day. At inspection time, I want the second set of eyes.
  8. We've gotten off the original topic of the drag brace so I started another thread about the new discussion.
  9. This is an extension of the UH-1 Drag Brace topic, but it seems appropriate to start a new thread about it. In the other thread there was talk of ICC requirements and "company critical task lists", etc. GrayHorizons is right when he says that human factors are complex when it comes to maintenance slips. In my mind no amount of regulation or company policy will substitute for an experienced, conscientious professional pilot/mechanic team. I want to point out that this is not mechanic bashing. Pilots should be judged just as critically. To me, it is about confidence. Here is what I mea
  10. ...and we're still hung up debating the legal issue.
  11. Don't want to waste the space qoting the whole post but 6/13/18 "Tang, bolt and nut we're in place... Finger tight... Found on preflight"
  12. Exactly! When we have too many rules and policies, we lose the ability to think for ourselves. It doesn't matter if it's flight controls, transmission mounts or the connecting rod bolts on your race car engine. Some things are critical so check them twice. And have someone else check them if you can. We need to teach the young mechanics and pilots to do the right thing even if they're not told to by rule or policy.
  13. You are correct SwingWing that one should look at the mast nut on preflight. Please read the previous post to find out when that discrepancy was discovered. Also, next time you're up there, think about how you look at it. From the top you will see that everything is in place. You may even feel that the nut is in place but actually seeing that the nut is not tight is a different matter.
  14. Sorry I checked out for a while... Been in the bush. Where to start?... First, I agree that the safety weinies are important. I was was one for a while and one thing that I learned is that adding another item to a checklist or another signoff (the ICC) is not always the answer. Apparently there is debate about whether a mast nut qualifies. I think it is more important that people think about what they are doing than to blindly follow procedures. We shouldn't have to tell someone that a mast nut is important so be extrat careful. Also, it is important that we are all able to talk
  15. Sorry GrayHorizons. I can't resist. I was actually just poking back in good natured fun (I didn't realize the US/Canada thing was really a thing.) But the last post... Three_Per.... Bell Helicopter a Canadian company; really!? Is this the same Bell Aircraft that was started in New York and currently headquarted in Texas? Will you tell me next that Eurocopter is Canadian as well? Update on the original story: Grumpy DOM won't even speak to me know... Sad state of affairs... I just want to walk through the shop and feel the confidence that I had when I told everyone this comp
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