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Everything posted by arctic_front

  1. I do know of one fellow that used to wear a helmet while he did low-level animal surveys in his Super Cub. I does make sense considering the profile of a typical survey flight.....tight turns at very very low level....and going slow....and thats slow for a Super Cub. Can't say as I blame him, but he was the only one
  2. Not really trying to answer your question, as I'm as equally intrigued by the idea of a single crystal, but I have seen some really amazing displays of metallurgy in the construction of turbine engine parts during a course at Garret in AZ. They showed us a 'secret' process in which they took a partially machined blank of, as I call it, unobtainium, and submerge this blank, or round solid disk of material, into a tank of milky-white liquid. after a period of time it emerges as a fully finished turbine wheel. We all were impressed, then they showd us a sample that had been half-immersed....an
  3. I'm not sure if any of you have heard of this technique before but there are more than a few stiff-winged bush pilots I know personally that use the GPS to achieve IFR approaches in very poor weather and "auger down over a pre-set waypoint such as a large lake, or flat vally. most of the time, the surrounding terrain is quite nasty or steep. all this takes place in remote areas far from an airport. places like fishing/hunting camps or other areas where TC never gets too. They use this method to 'get the job done' as a matter-of-fact, not on rare occasions like a medivac ect. There is not
  4. just a thought on rear-seat shoulder harnesses in Bell mediums: Anyone ever "LOOK" at how they are installed? the fact that the bar that attaches them to the fwd pylon, is low, and usually too low for the average passenger, that in any kind of forward motion impact, they will actually CAUSE injury? and that does not include the fact that the inserts that the hardware attaches them to the pylon is weak, or the fact that during a crash scenario, the transmission ripps out of the mounts and plows through the pylon into the cabin? Personally, I won't wear them, and tell my passengers they
  5. Cap, that was the " gross negligence" part of my previous post. I can't imagine too many engineer's that would knowingly allow an aircraft to do a flight after knowing they made a big boo boo. Ignorance of same boo boo is posible, but not if they KNOW there was something wrong.
  6. very true on the 207.....easy to aft-load them!. the most reliable airplane I've ever worked on was an old, beat-up 207, 14,000 TTAF and never skipped a beat.... pilots used to a 206 consider a 207 underpowered, but they will out-work a 206 hands down. they NEED a horton or a sportsman STOL cuff to give them the ability to get off the ground with any kind of respecatability, but they haul more, are tougher and more versatile than a 206 with a dense or heavy load in the fwd baggage compartment to off-set the aft load, they are not so bad....I've taken off out of strips so short that a hel
  7. Ahh CRAP!...I was in Santiago for two whole months and never found anything as much fun as a whorehouse!...lol. I got cheated...hehehe. fun place nonetheless. I was in Los Condos, the ritzy part of town....there should have been something fun there...don't ya think? All I found to do there was go out for supper at T.G.I Fridays....maybe I'm just too boring???
  8. 400 series Cessna airplanes are not the most reliable machines on earth, but they are quite powerful....able to maintain single engine performance to a reasonable altitude, but the crossing over those mountains is not that low....I hope he didn't feel a thing....too bad another bad accident tarnishes our otherwise great industry. too many good people are lost and all of them sadden us all.
  9. If I'm not mistaken, all 205A-1's were delivered WITH dual hydraulics...thats what the A-1 designation was....up-graded hydraulics, and tail rotors. If I'm wrong, somebody 'educate' me.
  10. Are there any other kinds of rumors?...Just kidding. I hear some strange things all the time...10% true, 90% with some basis in fact....I don't believe any of them until i see it tho...if you haven't heard a good rumor by 10 am, start one!
  11. I've read this post with interest....and by no means want to imply any dis-respect to pilots....but if I made a mistake as an engineer that resulted in a cooked engine, I would expect to be fired on the spot...not because I believe I would deserve that, but that is what I would expect. I know from a few past gaffs that even the most minor mistakes quickly escalate into major ones, and the lack of sympathy or understanding as to the "why's or how's" mistakes get made, or how diligently I might have performed previously, there 'appears' to be a double standard to how pilots and engineers are tr
  12. I wish!...we get a barely average salery, but they pay $20/hr for 206, $30/hr for 350, $50/hr for 205, it all sounds good, but there are too few engineers so we are shuffled from base to base doing inspections, and we all know they don't fly during an inspection, while apprentices sit on the bases. so in fact they could be paying $1000/hr but if you aren't there, you don't get paid. BTW, the apprentices only get $8/hr. The real explanation is that its a great formula for the company to make more money, while the engineers get the shaft. Not a bad deal for the apprentices tho.... so an
  13. just a general question on how your particular company determines how and when you get flight pay. my company will only pay the flight pay while you are physically on the REMOTE base working on the machine. all revenue flying done without an engineer on-site pays nothing. any flying out of our main base pays nothing. hundreds and hundreds of hours of revenue flying are flown without ANY flight pay being paid to anyone. is this a common thing? let me know what you have to say. thanks.
  14. Fatigue Risk Management?? what kind of TC-speak is that? I am glad that there is finally action on this subject. I think we have all worked so many hours as to be classified as dangerously tired on many occasions. Its a small wonder that the effects of that haven't showed up on the accident statistics in a more obvious way up until now. I can remember when the pilot duty day came into effect, and the operators all cried " the sky is falling, the sky is falling ", but this many years later, they all seemed to have found a way to deal with it. I think the initial implementation will be a b
  15. I would like to add a few things..... 1) you get what you pay for, cheap wrenches are just that. Cheap 2) you will end up owning snap-on at some point, so go out and get them while they are affordable now, they don't come down in price, EVER. 1/4 drive sockets are a must-have, so are the off-set open ends. 12 point socket is a lot more useful on a 6 point nut than a 6 point socket is on a 12 point nut. 3) never stop buying tools....buy what you need....if you borrow it once, buy it next pay-day. I don't mind loaning an apprentice my tools once, but not all summer. 4)
  16. I did a 60 day stint in S. America a few years ago....working on two remote-sense Cheyenne's. 1 in Chile, and 1 in Bolivia. Was hotter than the Sun in Chile, 45C everyday....and the air too thin to breathe at 14,000 ft. in La Paz. I did enjoy the change in 'culture' tho. I got to be able to order beer in spanish even while really drunk....and anyone who tells you South American women are beautiful........well, he was NOT lying! All in all, pretty civilized down there...still a 3rd world country in Bolivia, but I felt quite safe there, but that could be as a result of hypoxia. Santiago, C
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