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z1milhouse

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About z1milhouse

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  1. IMO the ICS course is only useful if your already working in aviation and your employer suggests you take it. Which school you go to matters very little. Your attitude and willingness to relocate will play a much lager role in getting hired. Make sure what ever school you go to is accredited otherwise you end up doing another 4 years of apprenticeship vs 2.5 with an accredited school. Red River College (Stevenson Campus) had some sort of program where you went for a few months then worked a few months then back to school. I'm not sure if they still offer this program though. Good Luck!
  2. You have to pay the WCB fees to each province you work in AB and sask have some sort of agreement. Call them when you start. The best option as stated is to have the company you work for pay the fees as part of your contract. Truck drivers have some sort of thing where they just pay in one province and are covered everywhere the rest of us just get screwed.
  3. Furnace oil is dyed diesel. Injectors for a dodge cost 1400 each from the dealer and reconditioned ones cost 500 each as of last week anyway that's a lot of cash to run jet fuel
  4. Hmmm. The Allison manual is very clear on the procedures for chip lights. Now I don't have one in front of me but from memory it’s something like this. 1. First Light pull BOTH plugs and the gearbox filter check for chips clean filter. Run aircraft on ground for 20-30min if no chip lights PULL THE PLUGS AGAIN and check for chips no chip your good to go IF you have chips Drain oil change, external filter, clean gearbox filter run again IF you have chips do above and flush oil system run again IF you have chips get a crate and ship the Engine or Component out for repair. IF you are operating a commercial helicopter you require elementary training to pull even a quick disconnect plug which are rare now on 250s. If they are screw in type your company has to get approval for pilots to do it and you still require training. At the risk of being rude all the tips here are great but it’s pretty clear you are not qualified to remove or assess the chips on the plug. These machines have crashed due to total inexperience and incompetence checking chips detectors at the very least get a copy of the maintenance instructions and an engineer to walk you through it.
  5. For Power checks on both A's & B's I have personally found that the numbers are close at most settings. I usually take the numbers down at 2 or 3 dif setting and compare. I thought the reason for the 9 pass limit was single engine. Usually with STC's the Aircraft is grandfathered under the old regs unless the FAA or TC decide that the aircraft has been modified to the extent that its not really the same aircraft (like the eagle single). I haven't seen or read the heli-trades conversion but why anyone would choose it and limit their aircraft is beyond me. I remember there was some confusion about which parts you could use to do the mod (Like steel or stainless yokes) when it came out. When I was doing alot of these mods in the early 90's there was also a real shortage of parts too. So If helitrades had the parts and heliconversions didn't that could be a deciding factor.
  6. Go here http://www.pwc.ca/en/3_0/3_0_6/3_0_6_5_8.asp select pt6t and nothing else. every sb for that model will come up with description for the actual sb's you have to pay a fee From their web site "For the Technical Publications and Engine Health Management applications, access is subject to a fee."
  7. 1. The shouldler seat belt kit from dart or field in most medium helicopters is held to the pylon with Phillips # 4 Screws. 2. The collective uni ball is part of the the collective servo mount and adujusted to 1.0 - 2.5 lbs.
  8. For 205 1 9/16 crowsfoot for t/r T/R coupling regrease tool 2" and 2 1/4" crowsfoot for servos extension cables for RPM box adjustment turnbuckles for Kflex driveshaft #4 phillips bit for shoulder kit screws 0-20 lb spring scale for min friction 0-4 lb spring scale for collective uniball
  9. I had the same snag 5 days ago. I believe my amp got wet and started sticking. It started working again after a while however i changed it out anyway and sent it back for testing and inspection. Currently im in the process of getting a username password from Hamilton Sundstrand so i can download the current manual on the amp which should help troubleshooting in the field a bit. If you wanted to get the doc yourself register and download Form F50077A.
  10. I would agree the christmas parties are second to none however based on your logic i guess i shouldn't. I still keep in touch with them still know people who have worked there recently and stand by my comment. I never said it was bad or the pay was low or the support was bad. You can also add that the gear is ok too. As a contractor your experience is likely not that same as a permenant full time employee. I certainly didn't intend to discourage anyone from working there. They were always upfront with me and I had no suprises with my pay, expenses or what was expected of me. As for your suggestion I have safely placed with all the other crap I'm not likely to ever need to refer to again.
  11. I took an in-house TC approved 205 training course under the old licensing system and was given all the medium endorsements. Later when we switched to the M1 M2 system I was given a historical document from TC the lists all my endorsements prior to the change. That’s what I give my employers along with my training certificates to support their ACA issuance. Now you would have to take your training certificates to the new employer and see if it satisfies their MPM/MCM for ACA issuance. Transport effectively has nothing to do with you getting ACA at a company other that approving the companies MPM/MCM. The Director of Maintenance will decide if you meet the criteria for ACA. Personally I liked the old endorsement system far better. At least you knew exactly what you could certify. Currently there is no "endorsement" just M1 and M2. Endorsments were used prior to 1999.
  12. Some info on local employers: Campbell Helicopter, Abbotsford BC I haven’t worked here for about 13 years and at that time you wouldn’t get a job without schooling however now with the shortage now you may be able to. You would expect to spend most the winter in the hanger and the rest of the year doing 6weeks on 2 weeks off tours. They operate Bell Medium Helicopters my personal favorite type. This is a tough place to work especially long term. Helilogistics, Langley BC I haven’t worked in quite a long time either. The do hire without schooling at least when I worked there they did. They also paint aircraft there so you would certainly bring something to the table they could use. They maintain MD369 (500’s) and a little bit of R22. You can expect to almost never leave town with these guys. I personally enjoyed working for them quite a bit. The pay however will be lower than with a company that does tours. Prism Helicopters, Pitt Medows Never worked for these guys but there’s a name for you. Lots of Bush time. Helijet, Richmond Don’t know much about them except you don’t leave home ( I Think) and you work nights. The Attributes you say you have are basically necessary for aircraft maintenance. However there is not a lot of room for “creative” repairs which you may have picked up from the automotive industry. Everything is supposed to be done to an existing standard or requires authorization from the manufacturer or Transport for deviation. Another way to get school is here http://rrc.mb.ca/index.php?pid=2086 this is kind of like the block release program that exists for other trades.
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