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Everything posted by freakadapter

  1. Yellowhead in Valemount or Clearwater.
  2. Did Ultra have their hangar just East of Grimshaw? There was another small operator in Manning or thereabouts. The name Atech rings a bell. Also, was there a company called Nationwide around there? It’s strange how things come back to you years later. There was also Venture in Calgary.
  3. I’m an engineer, so I haven’t worked for him directly. I do know that he was quite civil to deal with and more than a few rocks were turned over by him looking for work. In addition to that, I always remember him going to bat for those under him. Overall, my dealings with him were amicable.
  4. Eslin, Edgeworth, Hayes, Peregrine and I’m not sure if Ultra still around. I've worked with CT a few times and I found him to be a fairly decent dude. The CT who was previously at GSH.
  5. Worked with Mike at VIH and at NMH. He was a good sheet metal guy and a good guy to work around. So sorry to hear about him. I'll miss working with him and my condolences to his family.
  6. Someone was saying VIH might be holding one. Give them a call, see what's happening.
  7. I think www.aviationcoursesltd.com might be what you're looking for.
  8. I worked with the pilot this winter. A good guy and a good pilot. I couldn't help but remember him talking to his kids on the truck phone. Kinda hard to deal with right now. I send condolences to his and the passengers families. Goodbye my friend.
  9. I used to work on a Twinstar with C20R's. The No. 2 (LH) engine used to stall on startup all the time. Everyone said it was normal due to the airframe configuration. I took their word for it and never did bother to troubleshoot. I guess I should have in hindsight.
  10. Sorry, haven't heard that one yet. I work for VIHH and there always are rumours going around. Rumours about this company, other companies and rumours in general. So, can't help you there man.
  11. Leave the chart corrector at the bottom of the box. Mount the accelerometer pointing up ( cable going down ), mount the photocell anywhere. Make sure you have clean or new reflective tape on one of the blades. Mark the target blade target, or T, on the balance wheel then mark A,B and C on the balance wheel at 3:00 O'clock , 6:00 O'clock and 9:00 from The target blade. Flash her up and take your first reading. Plot it on your chart or in the dirt for that matter. Remember to keep the chart corrector at a safe distance from your chart. Add weight at any of the positions on the balance wheel. Do another run then plot it. Remove weight previously added then add same weight to a position 90 degrees from first position. Do a run then plot it. From your second and third runs you should be able exptrapolate what weight and where you have to to put it to balance your TR. Remember the three rules to balancing; 1. Do not listen to anyone else when your balancing. 2. Record the adjustments you make and do the adjustments you record. 3. Make one move at a time. When your done, pile all the equipment on the chart corrector. Good luck.
  12. Ya, VIH is supposed to be getting a few sometime.
  13. Oh sorry, Helihopeful. Disregard what I said earlier, I thought you were an apprentice. Just do what the engineer says to do.
  14. Yup all you're going to need to know is in the MM. One person can do a compressor wash as long as the hose from the pressure can is long enough. And you're only going to need the pilot for is the run afterword. Remember a run is only required for the wash and not the rinse.
  15. Highwoods using one doing bird towing around BC.
  16. Ok, to work on it's the Astar for sure. It takes what? 2 minute to take the TRGB cowl off of the Astar and 15 minuts for the 407. To decowl the tranny and engine, its takes maybe 15 minutes on the Astar and you're done sometime after lunch on the 407.Don't get me started on the other cowlings. When you're up on the deck of the Astar you're safe as can be and risking life and limbs when you're on the 407. You have to regrease the TRDS splines every 100 hours on the 407 and that's a pain. There's still the annual on the mast and fuel cells and oh ya they're still the bladder type. Then there's one more blade to cover and tie down. The FCU is pretty easy on the Astar and a gong show on the 407. And as for engine work, the Astar is a pleasure and the 407 fuggedeboutit. Somebody stop me. The pilot's think the 407 is the cat's meow though. If you disagree with me, the gloves are coming off.
  17. No, they'er gonna compare a '77 Ford F-150 to '07 Toyota Tundra.
  18. If you've flow for most seismic companies, you probably ran into either of the bag runners. I was just wondering what you guys feel are the pros and cons of them. I've also heard of another runner that Conquest uses, but never personally ran into it. I've never had any big problems with any of them but, the All Terrain can be finnicky sometimes.
  19. Ya, the cabin limit sounds like some yarn a previous engineer spun with that pilot. The PRE would give you a definite answer though.
  20. Well, depending on what type of dogbone you have, cycles or GAG's (ground-air-grounds) are important. Pre mod dog bones, or bidirectional crossbeams require an AD to be performed every 150 cycles or 30 hours. They also need to be dye pen'd upon removal. I think they also have a 2000 hr. overhaul limit. I've never heard of the cabin structure GAG limit before.
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