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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
  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
  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
  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
  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 compa
  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 t
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