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arctic_front

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Posts posted by arctic_front

  1. I have been told first hand that Mustang has purchased 12 of their aircraft and they will be delivered mid may. There is an offer on the table from another interested party to purchase the remaining aircraft (from what I can tell thats the remaining 8 Astars and possibly Kamovs) and run it under the VIH logo, but not under the Norie empire. However, so far , the company.........VIH...........HAS NOT BEEN SOLD. Sorry guys, I don't have the prss release to paste as "proof", but when it gets spilled from management to the guys on the hangar floor, I believe thats good enough for me!!!

     

     

    I heard it from one of the crew yesterday..... Not sure on all the details, but as stated above, it came from management. Lets hope nobody gets laid off or loses their jobs. It's all just iron and a change in paint colour. Plenty of work out there to keep them all busy and fires haven't started yet either.

     

    Carry on

  2. Its all experience with painting. No real courses offered anywhere as far as I know. A local Autobody course at a college is your best bet. Don't count on a 3 day to a week long course getting you anything other than disapointment in finish if you have never laid a whole pile of coats before. A good painter is worth hiring if you have never sprayed and don't have the guns, experience, or facilities. Check the MSDS on imron and you'll find it alot like taking a bath in MEK mixed with Mastinox. Know what you are doing with it, or you will rapidly develop painters cough and damage your lungs forever. Its not a bad idea to accomplish all the body work and have a the item then sprayed in a correct facility by experienced people trained in aircraft requirements. Done incorrectly is not going to last past a year or two. Imron is thick, you will need to reduce as well to reduce/ remove orange peel, and its one of the least friendly to work with. Reducing will make you non- compliant with VOC's as well, although aircraft are exempt from VOC regulations, some facilities still won't spray unless in full compliance, which meens thicker paint and more possible issues. Learning from a skilled person is the best bet when dealing with paint, it will keep you from spitting all sorts of green stuff out of your lungs, and it will take years to get decent, not weeks.

     

     

    Yes, snark, it's all experience for sure.... but proper prep is also very important. Without the prep, you could come into work the next day and find all that expensive paint you worked so hard to apply laying on the spray booth floor like the shed skin of a snake. And that wouldn't be very funny at all.

  3. Well I'm a bit new here but I thought I'd come out of the gate at full speed so here goes.

     

    I've been pondering doing some international work lately. Anyone on here have much experience working internationally?

     

    I currently hold an M2 license and a 212 endorsement. How much of an asset will getting an A&P certificate be?

     

    Honestly I haven't really done my homework yet, there's what Great Slave, CHL, VIH and who else operating Canadian mediums overseas?

     

    I heard mention of a company called Pacific (not Pacific Western) operating 212's and A-stars in Papua New Guinea. Does anyone know anything about them? I have never heard of them.

     

    I know I know, second post. Give the noob a break.

     

    Regards,

     

    Chip

     

     

    There are some good companies in PNG.. However, Pacific isn't one of them. The PNG licencing system is a mix of Aus and NZ so you need a lot of documentation to 'prove' your experience and training. Also, The Aussies and Kiwis that work in PNG resent the **** out of Canadians going there to 'steal' their work, as it were. The owner of Pacific is also the Governor of the province they have their head office...and he is as crooked as ****. Best to steer well clear of Pacific. PNG, on the other hand is a very interesting place. I'd go back again anytime. Best coffee on the planet too.

  4. There have been a few individuals who have 'graced' Campbell Helicopters over the years that left on bad terms, but as Splitpin has said, if you did your job, you had no issues with Bruce.

     

    B.C can be a crusty and grumpy guy but there is a few legends of his compassion floating around that few would believe if they heard about them. He was sometimes difficult to read and was a hard-as$ with some things, but he is also one of the few operators that still makes money year after year.

     

    I very much enjoyed working with the long-term crew that has been there over the years. The CP, for one, is a gentleman with few peers.

     

    I can say that the Production manager, although fairly young, is one of the best engineers I've ever seen. Watching him ram-rod a 212 transmission and head inner-fitting change in a dusty field this summer was the epitome of 'production' and his crew performed a minor miracle to have the whole thing done in 8 hours was pretty impressive. Kudos to M.H, E.A and the rest. job well done.

     

    There must be a reason why those individuals stay year after year if CHL is 'so bad'?

  5. A tower in poor viz? That sucks big-time. There are so many cell towers going in all the time... are they getting them listed with TC and being put onto topo maps? It would seem an impossible task to keep current with them for map printing purposes.

     

    A sad day indeed.

     

     

  6. Artic front you are wrong on the tq oil thing. In the 412 the tq reading come from sensor located at the bottom of the transmission extending up into the bottom of the mast which measures tq or the mechanical twisting force applied to the main rotor. With the 412, tq measuring has nothing to do with oil which is significantly different from 212 and early 412 models,it stictly mechanical and electrical.

     

     

    I'll take that as being correct, as I have no experience with a 412. I'm guess that is a feature fairly unique however, as I think the 'typical' method is still engine oil pressure. Maybe the newer machines, akam AB139, 119 B4, EC145 ect have moved away from the old methods. I'm not at liberty to say. Until recently things have been pretty similar.

  7. I recall hearing from a few different sources that a 204B "can lift more than it can fly with"

     

    The explanation for that I'll leave to the experts, but it must have some basis in fact. Why you'd want to lift something you can't go anywhere with is a mystery to me. My understanding is that the rotor can lift it.. but the T/R cant steer it. seems kinda pointless.

     

    As for the statement from GWK, he is correct. However, the number of 205's in Canada with original blades is very small. Most have the 212 rotor system. A 212 rotor blade is a very different animal than a 204 blade. I will wager that there are many engineers/pilots who've seen 204/205 blades crack, shed bits and otherwise cause grey hair to appear. However, those blades were designed to take enemy fire in a war.. Was the 212 blade designed to be the same?... i think prolly not. apples and oranges.

     

    One thing for sure, you never want to see 96% NR on anything with a 212 rotor system... unless you are very light and doing an engine vibe check

     

     

     

     

    Outwest, however, is somewhat mistaken in practice, if not theory. Oil pressure inside the engine is how every turbine helicopter measures torque. They may do it in different ways, but it's entirely the measurement of engine oil pressure transposed to reflect rotor system load. Is that perfect? no.. is there a better method?... possibly. What does the industry use?... engine oil pressure.

     

     

     

     

  8. Dick, a very noble effort and thanks. You are a class act all the way around.

     

    I used to work for a fellow a couple of years back that was on the TC advisory group that was consulted for the new rules on AME duty day. From what he told me, and from his perspective(AMO shop owner) he didn't really understand the issue for us bush-types. He sleeps in his own bed every night and picks his own hours. Not exactly the type of person who TC should be consulting with to get a proper measure of the situation, IMHO.

     

    Either way, a duty day for AME's will create chaos in ways we can't even begin to comprehend. Seismic ops will be one that pops into my head. I'm not complaining, but the customer's will have to adjust to the new reality. Same goes for some pilots too. "I expect my windows to be cleaned when I get out here in the morning" will be met with "sorry, past my duty day" lol.

    Lets hope that the disruption is minimal and the safety improvement is worth the initial grief.

     

  9. The other thing I've run into was the way they licence their engineers. We have M1 M2... covers everything with the requirement to have a type course ...

     

    NZ and Aus have lots of different (not sure the exact number) licence classifications.. as a crude example(not real) They will have a M5 which is Avionics class 3... with that you can change an igniter-plug but not the exciter box... for that you need an M6 which is avionics class 2. ect. You get the idea.

     

    To sign out an entire helicopter of one type, you'd need 3-5 different licence ratings. Anybody out there have anything more current than my experience?

  10. I am looking for a source for metric caps and plugs for shipping purposes MGB, servo's ect...

    Our parts guy can't seem to find any thought I would put the word out for some direction.

    Any help would be appreciated.

    Thanks

    offset

     

    OMG! I cannot believe you said that your 'parts guy' can't find (fill in the blanks) Are you Mad?

    I KNOW your parts guy.. He can find anything! He can have it delivered , next day to Mars, AOG Bell parts, that are from Indonesia. I've seen it! Fed-ex air-drop over Baffin Island, before you hang up the phone. Its a known fact!

     

    Don't tell me that P.H. can't get them. I suspect he hasn't been persuaded to get them. Molson Canadian, I think, is his beer of choice. T, buddy, he is capable of near-anything. The un-sung hero of the Aviation Biz. Just ask him.. he'll tell you. (ok, I'm mocking him now too) but really.. he is the best of the best. You have the best **** part's man in the biz at your location. I know this as fact. (peace be upon him). He just hates Eurocopters.

     

    Tell him hello next time you see the hangar... prolly October I'm guessing?

     

    cheers, T

     

    W

  11. Chopterlol.. you poor misguided soul. Mac is the poop. "Can a 'decent pc run the Mac OS?" No. But as other's have said, you can run Windows on a Mac.. Do I need to talk really S-L-O-W so you can understand computers?

     

    I run the advantex (sp?) Bell manuals on my Mac with the regular CD-Rom and can open them with Adobe reader(which is free btw) and they work fine. A Mac operating system can't compute any file extension with an .exe so that is where the partitioned hard drive comes in if you are really stuck, as with the Open 350 for A-Stars.

     

    But a Mac will do both easily and at the same time. Try that on any PC. Go Mac and never look back.

     

    Open 350 is retarded anyway. I asked a Eurocopter tech rep why they don't have a Mac compatible MM.. typical french... too arrogant to admit that they made a mistake. If the open 350 was in PDF format, it would work on both operating systems.

     

    Wake-up Eurocopter.. its not just a PC world anymore.

     

  12. I recall a very shapely female pilot telling me that as she was doing her post-flight paperwork on a 204, she happened to look up and out the LH sling-bubble to see a Black bear scratch the window... sure'nough there were 4 deep scratches in the plastic when I looked the next day. I didn't know where the bear went or how is hung around, but she wasn't too spooked.. she had the starter button under finger the whole time...lol

  13. ya, if you look on google or somewhere, there are pics of a jetbox with half the front of the helicopter 'removed' by a polar bear up near the James Bay area. It was an OMNR machine and the poor buggers had to repair it where it was... the whole frontend was gone, both front windows and half the instrument panel... quite the pics to be sure.

  14. From my limited experience with boroscopes.... smaller is better. the guide tool helps you get the scope in the vicinity,, but video quality suffers. If you can get the bigger diameter scope to fit and suit all other boroscopes needs, then the bigger diameter will give better visual results. What happens down the road when they want you to scope some other internal guts the bigger probe doesn't fit? These scopes are spendy. so picking the one with the most options may be the better choice. It's a tough call S... but my money would be on the smaller size 'just in case ' Quality cost money.... but having worked at a place who bought a very expensive boroscope and didn't fit into the Ariel engine,, it was money poorly spent because they then had to fork out similar bucks for a new kit that would work. So what did they save?. chose wisely and buy one scope that will do all. Go for quality. you will save the company money by spending bigger money initially.

    I know you will do the right thing. Its in your nature.

    I hope the kids are doing well. I'm in Manning,, come visit.

     

    Cheers, S..

    WB

     

     

     

  15. Funny you should say that Max. I am proud to say that after 48 years of the habit I am smoke free for four months so far. I have gained SEVERAL pounds. Sure hope I can hold out, as it's tough going.

     

    John Nixon

     

     

    Good news on the smoking front, J, I am doing well in that regard too. Now i have more money for junk food and beer. I out-grew 3 sizes of jeans this winter. not good

     

     

    Good luck in Sask. I will look you up if In that neck of the woods. We can swap stories of our Fav eng, at team yellow... E.H.

     

    all the best.

  16. Henceforth it was renamed the "Death Hoist"

     

    Motorola hand held FM radio in the Columbia River north of the Bigmouth Airstrip. thats what happens when the pilot leaves the radio on the ski basket while refueling.

     

    The cops brought a makita drill back to the hanger after it was found in an industrial yard along Barlow trail in YYC. Engineer left it on the roof of the machine and the pilot missed it when he went up and dueled the engineers work. Missed the t/r as it plummeted earthward

     

    You were around back in the days of the 'death hoist'?

     

     

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