Heliian
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Content Count
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We had to remove all the unapproved ball mounts at one point but there are other legally mounted stc's that use the space. Just velcro it up there i guess? I'm a big believer in getting approvals for in dash and other fixed items you need. However, that can be cost prohibitive. As far as restricting vision, yes, a very small portion. It doesnt mean that they wont allow it but you'd be better off to query your local inspector.
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I know not everybody is on board, many people lobbied for it and have been for years. That is my point, these are teethless regs so calm down simpleton.
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Any and ALL flights are to be logged. Get some cycle counters! Bill the customer whatever you want, it's your business. Pilots who pad their books will quickly be called out. Your story reminds me of any number of shady operators from days past.
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It's been years in the making, consultations with industry, comparison to other major regulatory bodies and still won't take effect for at least 2 years. It's not scary, it's not confusing, it's not overly restrictive. You just have to play by their rules. FRMS is your way around the regs. Fatigue is a hazard and they are addressing it. You asked for it and they have delivered.
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I don't think a tailrotor imbalance would give you such a high lateral vibration. But that cross bolt does like to do weird things. Start with easy things first. Check trim tabs for proper setting and track too. Get that lateral vibe down lower too.
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Sounds like the anti vibe in the head. Most likely the bearing is shot, i've also seen damaged springs. You'll have to remove and disassemble it to really see the problem.
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Is M1/M2 license classified solely on the MTOW of the aircraft?
Heliian replied to taknev's topic in Maintenance Ops
pffffft. -
Not really that interesting. tldr: Timberline got shut out because they didn't have civil assets to cover the contract, timberline got upset, timberline sued, timberline lost. Using restricted aircraft for utility operations is normal in the USA however the contract stated that the aircraft had to be up to the civil standards. There is a reason that we don't allow the use of those types for civil operations.
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Is M1/M2 license classified solely on the MTOW of the aircraft?
Heliian replied to taknev's topic in Maintenance Ops
We aren't denying that, as you need a type course for turbine helicopters to sign one out. M1 or M2 + type course= signing authority on that turbine helicopter. This post is about initial training in which the licences given will be according to the type worked on during apprenticeship. It's very simple, 70% tasks on normal cat a/c = m1, 70% tasks on transport category= m2. You should know this by the time you finish school and your inspector should know this. If the inspector is giving conflicting information then call him out on it. The mistakes are usually made by long time fixed wing inspectors with no rotary background. -
Helicopter Cargo Basket max weight capacities
Heliian replied to NOT A PILOT's topic in General Helicopter Operations
Hi Lindsay, The max load in a basket is due to the structural limitations of the aircraft and the basket. As said above, the centre of gravity is very important in a helicopter and the further you get from the centre, the more effect the weight has on the aircraft. The maximum external hook load is still roughly 2000lbs but is located close to the centre. The 4550 lbs. Max (external) You quoted is for the entire helicopter, including people, equipment, fuel and a cargo hook external load. The 206l4 can operate to a maximum gross weight of 4450 lbs. internal (no hook load) and this would include the weight of the basket and goods. The baskets can handle a heavier load structurally but when operated beyond the working limits, will start to resonate more and will eventually fail due to metal fatigue. -
Is M1/M2 license classified solely on the MTOW of the aircraft?
Heliian replied to taknev's topic in Maintenance Ops
From CARS 527 (a) This Chapter sets out airworthiness standards for the issue of type certificates and changes to those type certificates, for normal category rotorcraft with maximum mass (weights) of 3,175 kg (7,000 lbs.) or less and nine or less passenger seats. (amended 2009/12/01) Anything above this is Transport Category. This does not vary by inspector. -
Is M1/M2 license classified solely on the MTOW of the aircraft?
Heliian replied to taknev's topic in Maintenance Ops
Interesting, I'd like to know which office. I have an M1 and signing authority on M2 helicopters but I was told that I had to fill another book with tasks on the M2 to get the M2 rating. I signed the tasks for myself as I was the one releasing it. 🙃 -
Is M1/M2 license classified solely on the MTOW of the aircraft?
Heliian replied to taknev's topic in Maintenance Ops
M1 or Normal Category Rotorcraft are 7000lbs or less or 8-9 seat or less. M2 or Transport Category Rotorcraft are above these limits. You cannot obtain an M2 license by working on Normal Cat Rotorcraft, regardless of turbine or not. I think you might be confusing it with the fact that either an M1 or M2 licensed engineer can obtain signing authority for turbine powered helicopters. However, type courses are required for turbine powered helicopters. -
No signing authority means that you are essentially an apprentice. If you're skilled and licensed then you're worth more. Say $22 an hour for apprentice and $30 an hour minimum for non ACA engineer. $45 an hour for ACA would be okay. Where and when are you wrenching? That makes a difference also.
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Because they're paying customers! Who cares what their political views are. It seems very hypocritical to whine about.
