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cap last won the day on December 16 2012

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About cap

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  • Birthday 02/22/1944

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  1. There will never be another quite like you. RIP, my friend.

  2. CMJ91 ---------just a short addendum here to what I should have posted with the above. There is an extremely large area of virgin forest judt south of the Ft. St. James, BC area. It is massive and the spruce budworm has taken a horrendous toll on a massive amount of beautiful forest. BCFS and a host of logging firms all saw this taking place a long, long time ago and pleaded to be allowed to make roads into the area to be able to get at and truck-out the valuable, marketable timber therein. It's an area that basically spans a very, very large area, but is invisible to the media-conscious public eye. Plans were made and roads planned into it's interior and THEN Mr. Suzuki 'and friends' found out what was planned and how the s.o.b. logging companies, their owners and the money and tax-gauging Provincial government were going to 'rape' Mothernature once again. They put enough political pressure on the government that all plans were curtailed to the point where they wouldn't even allow the various firms to log-out the spruceworm-damaged 'blue timber' that was still marketable in Japan. So how does all that timber stand today? Unless one is totally blind, they know very well where that area is because one can see the orange trees from tens of miles away. Those trees are as dry as a popcorn fart and one of these days a lightning strike will hit. When that day arrives, the path of destruction will make the Kelowna fires seem like an Okanagan Lake weinie roast. Once again, when that day arrives.......and bet on it right now, it will all be brought to the taxpapers of BC via the courtesy of one David Suzuki.......who's seldom, if ever, wrong. When that day arrives, as is normal, the politicians of all stripes will run for cover and probably attempt to dump all the blame for that also onto BCFS if they can possibly arrange it at all.
  3. CJM91 ---------trust me, the BCFS tried very hard to get permission from the province to do the burns I speak of. You may check various news media concerning same or with any member of BCFS who was posted in the Okanagan at the time. I could offer some highly-placed names here, but it's not the place to do so. This idea and the BCFS asking permission of the Province to do so is old news and almost landed in Court until the Province bowed to political pressure from Mr. Suzuki & Company and his band of ardent followers. It's also along about the same time that some 'well-meaning' idiots decided that putting spikes in trees was the way to curtail men and their chainsaws. Everyone had a lot to say about how it was BCFS interfering with MotherNature and BCFS didn't know what they were talking about, etc., etc. This all came from a man with absolutely no practical, College, University or Professional training in the subject about which he was debating about. I know....it's assumed he has a Doctorate or something in this subject he preaches about, but he doesn't.....check it yourself. He may well-meaning even so and do as he wishes, BUT once he sees that he has been terribly wrong and that people are paying a horrible price for what his political lobbying accomplished, then he should be prepared to help them in any way he can or AT LEAST stand-up and be counted and publicly state that he was wrong and that the Provincial Government and BCFS were correct all along..........but NOTHING. One therefore must assume that he is sorry for nothintg whatsoever because sometimes silence is VERY loud. When I was a little boy just starting Grade school, we were given a short list of definitions one day that we were expected to memorize and learn for class discussion. I remember one to this day and it was:........"THE SPINE - your head sits on one end and your bum sits on the other". Based on that definition from Grade 1 and Mr. Suzuki's inability to admit a mistake, it would seem that Mr. Suzuki has no spine and that his head and bum are side by side.
  4. CMJ91 ............ just in case you are unaware and/or do not understand completely, you should keep the following in mind regarding the type of questions that you have started to ask. (1) There is no comparative agency in Canada to US Forest Service. That agency is 100% Federal and is part of the US Dept. of The Interior which is itself HQ'd in Washington, DC with all the expected powers to go with. The operational HQ for the USFS is Boise, ID, but they do not rule unto themselves totally. Various States have the financial wherewithall to hire their own firefighting a/c and they are hired under the rules of that particular given State. On the other hand there are other States who couldn't afford toilet paper for the outhouses on a forest fire and they just make that call to Boise if they have a forest fire. ONCE that State asks for Federal aid, then the rules of the USFS in Boise come into play and the State's rules take second place. All orders eminating from Boise automatically surplant any rules comong from the State with due regard for th politics of the situation. The only Canadian agency that can compare in any way is the Canadian Interagency Fire Center in Winnipeg which handles requests for a/c Canadawide. They can only dream about having the Federal powers and budgets that the USFS has. It may happen at some point down the road, but right now, don't compare the two agencies in ANY way. Maybe some day Canada will have a similar agency that has the power to make all Provinces and Territories operate using common rules, training and equipment, but don't hold your breath on that just yet. (2) Another example not widely known. The State of Washington may request and get a single-engined Bell 205 from a given operator, Canada or the US. This is not a problem for them because they operate their own State-owned ex-military 205 anyway. Should their given fire escalate to the point where they need and ask USFS help, then the rules of the USFS will see all single-engined Medium and larger R/W released from service. At best, some will be kept for various duties not requiring the transportation of bodies. This rule of the USFS concerning single-engined R/W was put in place by them a long time ago because they felt (based on some accidents) two engines to be safer than one. This is undoubtedly true in practically all F/W, but until they eliminate something named the "Combining Gearbox" in the 212 and certain other multi-engined R/W a/c, it means with failure of that C-Box you just get to 'coast' a little farther until you do your auto just like the venerable old 205.
  5. I've been waaiting to hear any comments whatsoever from one Mr. David Suzuki...........but NOTHING again. For years and years, he and other 'let's-hug-a-tree-people' did everything in their power to outlaw the BCFS from having controlled burns to rid the forest floors of all the pent-up and decaying fuels that were there and that they knew were dangerous and would be very hard to fight in a fire. Mr. Suzuki & Co. won that battle in spades and had all manner of folks climb onto their 'bandwagon' because they and everyone else knew that Mr. Suzuki loved trees and everything about nature. THEN the fires start burning at and around Kelowna, with people loosing homes and possesions to fire, BCFS and the Province taxed for resources of any kind. Our Mr. Suzuki was contacted for volunteers and their resources of any type...........and total SILENCE was the answer. News media attempted also to contact Mr. Suzuki..........and total SILENCE again. THAT was the last time that Kelowna had big fires that left devastation behind. Now the SECOND time arrives for fires in and around Kelowna and sttill no comments from Mr. Suzuki, no volunteers from his esteemed organization of people who love trees and everything about them. No monies are offered, no hoses, pumps, etc., etc. Are we to assume that Mr. Suzuki doesn't love trees anymore then? Surely that can't be true. Are we to assume then that Mr. Suzuki now understands that he was wrong before and that BCFS was correct in wanting to rid the forest of the forest floor fuels? If so, surely Mr. Suzuki has enough backbone and class that he would stand up and say so to the media and maybe even commit resources to make a film on this subject and how valuable it is to do such burning. But NOTHING! Not a peep and not a comment from one normally very talkative personality. That's okay Mr. Suzuki, I'll just keep waiting for you and when that face of yours isn't so red anymore, perhaps I'll get to see and/or hear you apologize to a great many people and simply state...."I'm sorry, I was wrong. I'm not always right and I'm man enough to admit it when I'm not correct".
  6. CMJ91 -----------you do what you have to do to keep your a/c operating and the customer happy, but the former remains supreme at all times for two reason: (1) After all is said and done your a/c is put together with parts submitted by the lowest bidder. Only approximately thirty-five per cent of a 206 is made up of parts that are made by Bell proper and the rest is from outside contractors. Numerous parts are made by farm implement manufacturers. M/R blades on Bell 206's were leaving their grips a bunch of years ago. It grounded ALL 206's worldwide for most of a week. It was called "pins & fittings". I was grounded with the rest and upon removal had my pins and fittings thrown down to me by the engineers working up on the deck. I missed the drop and they shattered into five pieces on the hangar floor. I'd just landed about 2 hours before. Manufactuer? A farm implement firm in Kansas City, MO. Every time since then that I find it necessary to made a high G turn of some type, that pins and fittings episode flashes through my mind. Helps to flatten-out that turn a tad unless it's absolutely neceassy . (2) Torture your a/c all you please and in any way you so please, BUT always remember this. Unless there's been a crew-change last night, then you know the pilot intimently who will strap his heinie into that same a/c that has been abused this morning........YOU.
  7. CMJ91 ------ I'll make your first point real simple my friend. If YOU have an accident, it is YOU that TSB inspectors will come looking for first. Any accident report generated as a result of that accident will terminate as to whether it is YOU at fault or somehting or somebody else. Your given employer may/may not be supportive in any role, BUT everything I just mentioned concerning you and an accident will always remain true. Again, you got little experience or you got tons.........THAT doesn't change one iota. Ergo, you get the support that nice; if you don't, nothing has really chnaged in that regard. Hard way to look at things, but it's the way you have to in aviation......specially charter aviation. Yes the written word is where you begin, but always strive to reach that point that I was referring to. Will you ever do it?......."No", because they keep amending things, but try anyway. You've misunderstood one particular point and that's obvious. The object of using 'ground effect' for me is NOT to have to keep the needle from going into 'overtorque' for x number seconds. That's never been my object or way of thinking. I call that way of thinking "a R/W way of thinking". I've found that a lot in R/W over the decades and usually comes from pilots who have no F/W background at all. Whether I have the excess power or I don't, I ALWAYS want to be leaving some "in the bank for the wife and kids".......JUST IN CASE. Helps also if there's a sudden change in wind direction just as you're clearing trees. Ergo, 100% torque on ANY a/c is NOT my 100%. Mine arrives sooner than that and if staying within 'ground effect' will accomplish that, then that's just another 'tool' that I use to do that. The number of R/W I've flown over the years and frequency that their Q guages were 'dead-weight tested' or the such before I strapped my heinie into them was also a factor. Too many of them were later found out to be reading in excess of max allowable torque when their guages were saying I was just under max torque. So fluying with me in the bush on F/W would find me staying-put on the runway on T/O well after I was able to do so. If I was going to have an engine failure or such on T/O, then I chose to have it on terre firma rather than 200' over the trees and no place to go, but into the logging business. Again, just another way of thinking.
  8. CMJ91 -------your object is to do the best job that you can, based on your ecperience and forget about converting anyone to anything. You've been trusted with someone else's million dollar plus asset and trusted enough to allow you to disappear over the horizon with it. That disappearance may also involve taking that a/c many thounsnds of miles and/or into a foreign country. You take with it your own reputation, the company's and your owner's. BY your actions and decisions you can cause great dmage to all three, BUT be mindful that yours comes first at all times. Don't get 'all hung-up' on the respect thing either. I've been run-off jobs during my 40+ years of flying and that happened at the 1000, 3000, 6000 time frames and even by the time I'd past 20,000. Bottom line, if the last pilot did the job you want and you aren't happy with me, then please allow me to arrange to have that other pilot return because listen carefull........I AIN'T DOIN' IT'. So deal with it or call my Ops Manager and here's that number too. One doesn't have to be saucy or disrespectful when doing so, but you have your limits, so stick to them........annnnnnnnd be consistant at all times regarding those limits. My mention of the bounce on pads was only to demonstrate that one has to pay attention at all times. I'm also aware of what cuses that, but that does not mean that that type of a/c cannot also enter into 'collective bounce', given the right conditions. Use some rubber band-type sling gear with a sling load, hot-dog that load around and you'll soon find out if your a/c will entertain 'collective bounce'. The vast majority of my Permance Charts and the like are in my head and gained through eons of experience. Most of those limits didn't appear in any FM for any a/c I gained that experience on. As a result, I knew that if I was at 100 Q in a 206 and not even out of ground effect yet, I was overgross and I don't give a crap what any FM said. I also knew that if I was on low skids I could stay within 'ground effect' much longer than if I was on high skid gear. That ability allowed me more power than with the high skid geared 206 and allowed me to do other things without having my 'foot in the carburetor' all the time. Those things didn't come from any Bell-inspired FM, but from learning my a/c, 'listening" to it and 'feeling' the messages it was sending me through the controls. Flying isn't only a 'read the guages only' profession, but if one wishes to operate only that way, then 'fill your shoes', but my a*s and fingertips will tell me about problems I have or am going to have imminently long before your guages will. So the FM and Performance Limit Charts are NOT the be all and the end all of your a/c. Getting to 'know it' is even more important and I don't mean knowing every last word printed in that FM or Performance Chart. To me, all weights given to me concerning any load are complete lies unless i have a 'ticket' stating so from an officially-inspected weigh scale of some type. Even then I remain somewhat suspicious. All a/c I take-over command of from another pilot, company or otherwise, have been over-torqued, over-temped or hurt in some other way. Until I feel that that wasn't the case, all of my approaches, take-offs and certain other items are made with that in mind. A good experienced engineer on type that accompanies me will help to allay those concerns very quick. Otherwise, when the horn sounds, I want to be steep on my approach and not too **** shallow. That comes from the 'experience' having the shyte scared outta me too many times. The other thing I do is take note of the a/c registration and if I haven't flown it for quite some time I want to see the names of all the pilots who did so before me. After you've been around long enough, many times I'd see an entry and the name that goes with and say to myself..."Oh boy, just what I needed....to see that name. I can just imagine the heights to which some of these guages have been". I'd then flythat a/c accordingly. If I had an accompanying engineer then many times he'd recognize a name too and offer a comment like "oh boy, this could be a long tour for both us on this thing Cap".
  9. Due and careful note should be taken of what "Helilog56" had to say. His point about staying away from Bell products will NOT keep you out of harm's way once again very true. I had also mentioned that I had almost encountered same in a multi-bladed M/R system and I say again "almost". The "almost' part was because the a/c 'talked' to me and I felt the onset enough to already be entering forward speed before it arrived, stayed momentary seconds and then was gone. To be absolutely particular that a/c was an Allouette II and if you landed on a wrongly constructed pad that had any spring to it whatsoever, you best paid close attention. This all was further aggrevated by the fact that there were shocks between the A/F and the skids + other 'amentities' on the 3-bladed head that all had to be in good condition and working perfectly or I hope you packed lots of clean underwear with you. Could you push down on the collective and have the a/c try to left off the pad and have the opposite occur also......you betchem'. Once again, fly the thing the way it's supposed to be flown, focus on what the He*ll is happening and slow-down. Do all that and 'collective-bounce' will never come calling at your door. There's pilots that have flown all types of R/W for a whole career and never ever encountered what we've been talking about here......and you'll find that they all fly a certain way that keeps them from having had it happen......so duplicate them. Still doesn't mean that it shouldn't be experienced in flight schools rather than on the side of a mountain some day in 'the Rock pile'. CMJ91 -------- the term is "Drill-o-grams". The folks who caused that phrase to be coined also have special weights for dry and wet plywood of different thicknesses (thicknesses of each piece make no difference because a stack of 4 x 8's that is 12"" thick is 1,200lbs DRY). They have the same for 45 gal drums of JP-4 and the average weights for them over the eons has been anywhere from 150-300 lbs at most. Very few of the drillers weigh more than 148lbs by the way and if you dodn't believe that just ask the other excellent pilot who also works for your company and lifted all those previous loads with no bitchin'. Explain all you wish and trust that it works. After you've been around for awhile your very appearance on a jobsite let's them know that their moments of B.S. have come to a resounding STOP. If however, you've been in the habit of only looking at the load, only exercising your left bicept muscle and disregarding your power guages completely, then you train this crew improperly and set the tone for the poor s.o.b. following you who just maybe a newbie. Sorry 'bout that Skids Up Had to get serious for a moment there.
  10. Ahhhhhh Geez......you again. Suppose you just woke up and read about all this goin' on did ya? I don't know.......was that comment even worth 2 cents o' Honoured One?
  11. Splitpin -------trucker talk eh? I know of quite a few, including myself one time, who couldn't get complete forward and aft cyclic travel either because of 'relaxed muscle' or a 'Molson muscle' hanging out over the pants buckle..........and that ball would've needed to be of some huge size to anchor all the resultant weight you see. Some even called me 'Baby Huey' and a few others I know of shared that name with me. It was all the result of the crowd I hung-out with, so it was all their fault. HB---------in answer to your question(s).........NO!!. All checks about how far I can lean out before I'm in a position where I can't jetison my load in an emergency have already been done BEFORE committing to that hook-up for transport. I ain't waiting to find all that out during the emergency or AFTER, should I luckily survive that near-disaster. If I can't reach that emergency release in any fashion before T/O then a/c doesn't fly, engineer enters the picture to change same and/or I go for a 'cup 'o Joe' until it is changed. It's called the 'K.I.S.S. Principle'. RH1-----------My subject of discussion was 'collective bounce' and NOTHING else was intended.........AND that was intentional. One can encounter same without being over gross weight OR past any HOGE limits. If someone may have surmised differently, then please take such an idea and flush it down the proverbial toilet ASAP.
  12. Hello-Bird ---------what you stated about the door being off is undoubtedly true. By the sama token, something else is also true..........an emergency release to 'pickle' the load and get rid of it toute suite (as in NOW). It's activated by a finger, a hand, a foot and activates something that releases the load or sheers-off the cable holding the load from wherever it's attached......to the belly hook or otherwise. I've worked in repel operations where certin things take place ina certain order for safety reasons. It is firmly understood by all concerned that should there be an emergency of ANY type, that I sheered the cable remotely quicker than you could bat an eyelid and that was with or without someone attached to it and possibly repelling. They heard my siren and then they were in free fall. So the pilot in question had three options at least: (1) a spring-loaded toggle switch on his cyclic where one finger should have been on or very close to (2) a manually operated pull-handle between the seats to his immediate left and (3) a foot-operated manual release between both of his feet and both rudder pedals. Knowing the pilot involved and his experience on ype and in total, his reactions should have been lightning quick at releasing that load. They weren't and it cost him......and I'd love to know why. I have a funny feeling though that that will remain an educated guess at best. Worked with and have known Bill Yearwood for close to 30 years.....and he does indeed know his job well. TSB is well-represented with him onboard.
  13. Skullcap --------your description. Nicely done sir.
  14. Splitpin -----------Not a subject to introduce humour into, but sometimes it's needed to make a point. So just for you 'ol bean. MCPHERSON SEATBELT ---- Begin construction by visiting your local Canadian Tire or trailer supply outlet. Purchase various sizes of ball hitches and the reason for doing so will become very apparent as you read on. You take these balls to your a/c and cut a hole through the padded seatcover at about the dead-center location. Once securely mounted, you now do a test run where a change of sizes may become necessary. The test run should be done by the most frequent user of that seat. Begin by taking both hands and spreading both cheeks of one's derriere and very carefully and smoothly inserting the ball into the anal opening and as far into it as possible. Now you may use the already-in-place a/c seatbelt also or disregard it totally because with the ball hitch firmly established in the rectum, there will be absolutely nil chance whatsoever of being thrown from your a/c in case of an accident. Reason being, that once one understands what is about to happen milliseconds before it takes place, your anal opening will tighten-up and constrict to what is believed to be about 1,800 PSI. I had certain engineers over the years who loved to take their turn flying our Medium on long ferry flights. In fact, I had one who would get his nose severely out of joint if I didn't let him. I was always careful because some of those d*mn engineers out there can fly those things better than I could........ and if they get a swelled head it could be a very long summer you see. Anyway........as they took command of the controls, very often I'd get the comment....."Hey Cap, would you prefer we land some place here and I'll transfer the McPherson belt to you becuse you might want it. In case you haven't noticed, I use it all the time, when I'm flying with you 'ol buddy. Smarta*ses.......... everyone gotta try to be a comedian. CMJ91.............as I stated before, READING about this does nothing for someone who has never encountered it. It's a two part deal. First you read and learn about it and then you go out and with a very knowledgeable IP, induce same into an a/c at high enough altitude to recover from it. Without doing both, you're just basically wasting your time. Does it happen quickly? That depends on the speed at which everything before it took place. So I say again for the two zillionth time............be smooth on the controls.....just like silk. Hot doggin' the load is just beggin' for it and as the saying goes "It's a long alley without trashcans and one of these days when your Superman reflexes are least expecting it, you'll have a need instaneously for that special seatbelt I mentioned above to Splitpin. You'll know the instant it begins when you pull up on the collective and the a/c goes down, then you go down on the collective and the a/c goes up. Nothing you can do is working, EXCEPT if you been trained in same and then there's two things you can do and don't have to waste time deciding which one. IF the load is on terre firma, then it gets punched-off RIGHT NOW!!!....you stick nose down gasping for A/S and get the **** outa there. If the load isn't on the ground and you don't have that height to get the a/c AND the load out of trouble.....well I guess the client gets to activate that extra sling insurance he hopefully bought from you because that object hittin' off the sides of the rock faces of the cliff below you is his $4000 drill. Those osscillations mentioned, will take place very quickly and if severe enough you might do it about 5 times and then nothing you do is going to help. Long before any M/R blade hits any tailboom, other valuable parts will be departing the a/c and any ripping you hear will probably be the transmission deck attempting to do the same. Considering what the sling hook is attached to in the '**** hole' of any Medium then the sounds coming from that area cannot be described, but are somewhat vaguely akin to the screaming emitted when the oil cooler is trying to seize-up because it's main bearing is now 'fried'. One last time. You wanna drive that thing like some BMW M3 or Corvette, then it's a long alley without trashcans and you'll find that 'trashcan' sooner than you think. S-m-o-o-t-h and e-a-s-y in the controls are the operative words. If you're driving a Medium, then put exclaimation marks around those words. Mediums are great and totally reliable, specially those who were born into combat roles. They are elephants though. They don't really do anything quickly and won't get you into trouble quickly either unless you've had a complete 'brain cramp'. Once you've made that mistake though, ALWAYS remember that they weren't quick getting into it and so they won't be quick getting out of it. That's why some engineers call Mediums 'an old man's machine' because they move about at about the same speed. So ALWAYS be out in front of that a/c, some distance away, so you can read any potential problems oncoming BEFORE your a/c gets there. My reference here has been almost totally pointed at Bell Mediums and their two-bladed M/R systems. I've also encountered 'collective bounce' in multi-bladed M/R ststems in the past. In that case I got different kinds of warnings as it entered into it and I therefore was able to correct any further deterioration and make that second go 'round attempt. Then again, I've found the same type of advance warnings given-out by the A/F of multi-bladed a/c as they are approaching possible 'settling with power'. To me at least, they have more of a tendency to 'talk to you' and let you feel oncoming flight problems beforehand than the two-bladed systems
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