Welcome to the confessional......
Guest
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Paco
Beep for Takeoff, thats a good one and no surprise considering what part of the world.
I saw a few pictures of one country over there where the local witch doctor was giving a Mirage some Ju-Ju before the pilot flew it. Must have made it go faster on less fuel.
Transient limits for Torque are non-intentional and should be kept that way. Im in a situation right now where management salivates at dollar signs. So after Im fueled and its about 105 on the ramp and here come six huge tourists. I just smile, do a hover check and promptly tell the loader to remove two or three.. They have the option to fire me if they want, but Im not hanging it out for THEIR dollar.
I also cant type for beans
[This message has been edited by B Sousa (edited 25 May 2001).]
Beep for Takeoff, thats a good one and no surprise considering what part of the world.
I saw a few pictures of one country over there where the local witch doctor was giving a Mirage some Ju-Ju before the pilot flew it. Must have made it go faster on less fuel.
Transient limits for Torque are non-intentional and should be kept that way. Im in a situation right now where management salivates at dollar signs. So after Im fueled and its about 105 on the ramp and here come six huge tourists. I just smile, do a hover check and promptly tell the loader to remove two or three.. They have the option to fire me if they want, but Im not hanging it out for THEIR dollar.
I also cant type for beans
[This message has been edited by B Sousa (edited 25 May 2001).]
Guest
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Yeah, I've been there - used to fly an IFR-equipped LongRanger in UK that took about 1.5 passengers when full of fuel, and no amount of telling the Boss would convince him that you couldn't take off with 6 pax at Battersea with all their Xmas shopping until you pulled 100% and didn't get anywhere.
Used to cause great amusement amongst the ground staff.
Phil
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CARs in Plain English?
You bet!
www.electrocution.com/aviation
Used to cause great amusement amongst the ground staff.
Phil
------------------
CARs in Plain English?
You bet!
www.electrocution.com/aviation
Guest
Posts: n/a
I recall a couple of pilots where I worked who flight planned ifr logged the whole trip ifr even when it was cavok. Suddenly, these people had alot of ifr time logged and I was still doing the right thing, only logging in cloud or when not visual at night, these types of pilots are kidding themselves, follow the rules and only log what you should, a check flight can produce amazing results, competent honest pilots should feel very comfortable within themselves, beleive me, a pilot who claims experience he or she doesn't have can easily been found wanting during a check flight. I understand it is tempting, but resist the temptation and be honest with yourself. I have made many errors over the years, and not once when in the confessional with the boss have I ever been sacked/disciplined or demoted. In fact, they appreciate it. Put yourself in the boss's shoes and think, would you like your line pilots to cover up or come to you?
I know a lot of pilots who are trying to build time and who are tempted, but we all started with nothing and wanted hours and had to do our time. So long as you sleep well and are honest to yourself, resist the magic pen.
Not preaching, just my own opinion for the post
I know a lot of pilots who are trying to build time and who are tempted, but we all started with nothing and wanted hours and had to do our time. So long as you sleep well and are honest to yourself, resist the magic pen.
Not preaching, just my own opinion for the post
Guest
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Amen paco.
Do the time guys! Resist the pen.
It's a long dreary road but we all must walk it.
Do it right & you won't come up lacking, what's the saying?....what goes around comes around!
I'm not trying to preach...but the term is 'Professional'!
Although alot of jobs require minimum experience, ability counts for alot! Any company with their own simulator will flight test you anyway...prove your worth there & hours become a whole lot less important.
Do the time guys! Resist the pen.
It's a long dreary road but we all must walk it.
Do it right & you won't come up lacking, what's the saying?....what goes around comes around!
I'm not trying to preach...but the term is 'Professional'!
Although alot of jobs require minimum experience, ability counts for alot! Any company with their own simulator will flight test you anyway...prove your worth there & hours become a whole lot less important.
Guest
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Thinking about over-torques etc....
I remember talking to a PNG driver about 1995 (ish) when a MIL 8 lost a couple of blades heli-logging on the West coast of NZ. He is a trusted friend and stated that the particular machine had been excessively 'G' loaded by another pilot, while in PNG. It seemed well known that the guy was extra hard on the machines. Subsequently 2 very long time professional pilots lost their lives and a heap of kids lost their fathers. I wonder if an attitude change in that previous firm may have prevented those deaths.
Around here a pilot recently had a MGB 'partially collapse'(only way to decsribe it...) on a piston. It typical for these old machines to be pulled until it runs out of throttle or RPM starts to bleed off. Forget the guages and just make it fly. Employers will show you that the aircraft can sucessfully exceed the limits on a checkride. Nothing like leading from the top with good airmanship.
I personally avoid it like hell and prefer to attempt a lift to the max limit and then step back and reacess. If I have to pull the arse out of any machine then I am more or less saying 'Well Mr Bell, Sikorsky, Robinson, Hughes etc...suck on that - you were wrong! I know something that you and your legions of engineers/testpilots don't.' Everyone knows that pistons and turbines can cop a hammering and continue unfazed. Its easy to forget the blades and tranny as the above examples show.
I remember talking to a PNG driver about 1995 (ish) when a MIL 8 lost a couple of blades heli-logging on the West coast of NZ. He is a trusted friend and stated that the particular machine had been excessively 'G' loaded by another pilot, while in PNG. It seemed well known that the guy was extra hard on the machines. Subsequently 2 very long time professional pilots lost their lives and a heap of kids lost their fathers. I wonder if an attitude change in that previous firm may have prevented those deaths.
Around here a pilot recently had a MGB 'partially collapse'(only way to decsribe it...) on a piston. It typical for these old machines to be pulled until it runs out of throttle or RPM starts to bleed off. Forget the guages and just make it fly. Employers will show you that the aircraft can sucessfully exceed the limits on a checkride. Nothing like leading from the top with good airmanship.
I personally avoid it like hell and prefer to attempt a lift to the max limit and then step back and reacess. If I have to pull the arse out of any machine then I am more or less saying 'Well Mr Bell, Sikorsky, Robinson, Hughes etc...suck on that - you were wrong! I know something that you and your legions of engineers/testpilots don't.' Everyone knows that pistons and turbines can cop a hammering and continue unfazed. Its easy to forget the blades and tranny as the above examples show.
Guest
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Yes,
Its an engineering fact that the damage done to any component will show up later as a failure of some kind, if it happens in the air its a failure of human fortitude and the guts to be honest and report it. Always admit mistakes because we all make them, that way you and others learn from them too, and if you find that you can't work like that, get out of it.
Its an engineering fact that the damage done to any component will show up later as a failure of some kind, if it happens in the air its a failure of human fortitude and the guts to be honest and report it. Always admit mistakes because we all make them, that way you and others learn from them too, and if you find that you can't work like that, get out of it.
