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Everything posted by dimit

  1. Heartfelt condolences to the families, friends and colleagues of those who have passed. D Mitten
  2. Instead of regular water pump pliers get the Knipex Cobra, they grip pipe really well. These will be handy for fixing the leaking fittings on your refueling gear. Get the yellow T-tape for the refueling gear fittings, it's much better w/ jet fuel. The regular white T-tape just doesn't stand up. Carry a spare plastic bowl for your refueling filter housing. Under the supervision of an AME I was adjusting the attachment points for a Dart basket, using a 1/4" drive ratchet w/ socket and a small crescent wrench. It's fiddly work and I wanted it "perfect" so it was taking a while. At one point His Nibs asked me, "How's it going"? I explained my search for perfection. In his fine Swiss accent he told me, "Well, you'll never get it using those farmer's tools. I don't want to see you using a crescent wrench on my machine again. Go get my small Knipex and carry on!" On my next days off I bought large and small Knipex Pliers and have delighted in using them ever since. Thanks A.L.! DM
  3. Gridfind Lite is a great program for conversions between BC/AB LSD and Lat/Long. Available at Maptown: http://www.maptown.com/assortedsoftware.html DM
  4. That was great, Sharkbait. Informative and amusing! Thanks. DM
  5. If they're hanging out the door a proper harness is the only way to go. I had a photographer working inside the cabin with doors off inadvertently unbuckled himself moving the camera around or changing lenses or something like that. Hence the use of a single wrap of electrical tape. DM
  6. MMike, I can see how it looks staight forward: "Know thy regulations", but the CARS are not only relatively opaque, they are also just the start. Regulations and standards I need to comply with: CARS, AIM, COM, FM, Contrails x 4 versions, company SOPs, WHMIS, TDG Act, IATA and/or ICAO TDG rules and when each applies, AB/BC/SK/MB/ON Forestry rules, Radio Operators whatever, and I've probably forgotten a couple of others. Several thousand pages of legistlation, rules, regulations, guidelines, suggestions, Thou Shalts, Thou Shalt Nots, and so forth. You get the picture. Most of us strive for complete compliance but it can be a challenge. Cheers, DM
  7. A wise friend has counselled me to consider, "How will it look in the accident report?" If it will look like I'm an idiot, it's probably not such a good idea. Applies to taping seatbelt buckles, using harnesses, selecting anchor points, and way too many things to enumerate. DM
  8. In the past I've put a single wrap of electrical tape around the seat belt buckle to secure it against inadvertent release For a harness attachment point I prefer clipping into a seat belt attachment point, but that's often not possible, or the attachment point isn't designed for lateral loading. In that case I secure a seat belt by taping the buckle closed and taping or tying the loose ends, and clip the harness lanyard into that. I want all attachment links to be locking, and the equipment operator needs a knife or seat belt cutter readily available. Cheers, DM
  9. A couple of 206 techniques I learned from a cranky, (not so) old guy in LLB. Verticalling out of a hole: Lift up to a 6" hover, make sure skids are free. Check C of G and Ts & Ps. Pull rather quickly to 100% Tq, and maintain. Up she goes. You may have to give another tug 'cuz the Tq can drop off a little. This technique utilizes the "ground cushion" to help overcome inertia and get the machine accelerating upwards. If the climb is slowing down...slowing down...slowing down...about to stop, apply very slight aft pressure to the cyclic. Just pressure, try not to move it. I don't understand why, but this will help keep you climbing. Thanks, buddy. Try to stay away from those CBs, eh? The golf course ain't such a bad place! In the Astar we're almost always kinda crabbed on final with a longline load, so that we can see the destination through the chin bubble and lower window. If I'm tracking directly into the wind this puts my T/R into the M/R vortices and increases my workload. If there's enough wind I try to find the crosswind "sweetspot" where my T/R is flying in cleaner air. I also try to "fly the front of my skid tube" to the target. Then the target shows up nicely in the longline window. I'm proficient longlining from an Astar, but by no means expert. I'd love to hear more on this topic from some bag & drill moving experts! DM
  10. Pls do not use my first name as a perjorative, or the moderators will have to prohibit it again. Thanks, **** Mitten (Sorry for the thread drift)
  11. There was a crew under the machine. The pilot sacrificed himself and the machine to protect the crew. As any of us would have tried to do. Dick Mitten
  12. Yes, half-full bucket during ferry, doesn't hurt to wet down staging if it's dusty. On initial attack I put on the Mustang inflatable before getting in the machine. All too often there's no opportunity later. Underwater egress sounds like the 'deal'. Haven't had the opportunity yet, but will make it happen for sure! Cheers, DM
  13. I'm sold on the belly bucket into current, and if-and-when I have the chance to try it I'll be starting in a spot with gentle current. Thanks for the great thread! DM
  14. I'm reluctant to go for a categorical "fly against the current". If the current's slow and the wind favorable then making your pick against the current is a great idea. If the current's flowing at 10 kts and you dip into it going upstream at 5 kts you may be in for a world of hurt: the current's going to grab your bucket at a relative 15 kts and try to drag you downstream. I've only picked water going with the current when using a longline. I can imagine that with a bucket on the belly the sight picture could be pretty disorienting. DM
  15. If you're interested in discussing hazards and safety while bucketing, please contribute to the new thread: Bucketing Hazards. Maybe we can leave this thread for condolences and commiseration... Dick Mitten
  16. Seems like a good time to review this, lots of folks out there bucketing right now. Pls add your comments, ideas, warnings. Here's a couple that come to mind right away: Good references are essential for avoiding drift while picking up water, especially when the bucket's on the belly. Staying close to shore is very important here. If the water is shallow filling the bucket close to shore may be difficult... Bucketing from a river can be tricky; you've got to move with the current but avoid drift relative to the bucket. These are two reasons why I like bucketing with a longline. What else should we be aware of? Thanks for your comments! Dick Mitten
  17. Sincere condolences to the family, friends, and colleagues. RIP. Let's all be extra safe. Dick Mitten
  18. Thanks for the info, Fred. Here are some of my concerns as a driver, errr, pilot: Would it be fair to say that geographically and climatically Canada differs considerably from the countries whose regulations you've cited? The geographic isolation of many jobsites and the highly seasonal nature of work are important components of the Canadian helicopter work environment. While these factors don't change the fatigue performance characteristics of the basic homo sapiens ver. 1.0, I would argue that they are nonetheless important considerations for regulating our work. How would it work on a drill job in Bathurst Inlet if the pilot had to take off 1 day every 7? Would it then be a 2 pilot job? So the pilots will make 1/2 the money and spend half their time sitting around? And will they then never go home during the summer because they: 1/ Can't afford it; 2/ Have so many days off that the operator and client won't see the value in some time at home? Are days spent sitting around a drill camp really "days off"? What does the science say about overcoming cumulative stress? Surely sleep is not the only factor in recovering from a period of work? Reduced income and additional time away from my family will considerably increase my stress, rendering me less able to fly safely. How do you think the regulations can be shaped to consider these realities? Thank you, Dick Mitten, bush pilot
  19. In the summer, by the time I'm done flying, then paperwork, then cleaning and DIing my machine for the next day it's rarely LESS than 12 hrs. What'll I do with all that spare time? DM
  20. Sudden, In many situations machines are landing in the snow where other landings have already been made. It's not neccesarily a "belly landing". DM
  21. Waaaaaa! Two cell phones too many! Snowedin: I thought it was the apps that make these phones Helicopter Operations topic worthy, and now I find that coverage is also an issue. Glad to have access to broad and diverse pilot & ame experience! Thanks guys, Dick Mitten
  22. Gentlemen, Why don't you take it outside. Meet behind the swings. Dick Mitten
  23. The message is clear, Iphones rule. Thanks for the info! DM
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