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500F last won the day on November 29 2019

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  1. The electrical fuel pump has always been optional in the 530F. I'm not sure if the FF was different.They actually call it a maintenance pump, because the only time you need to run it is to de-fuel the aircraft. I flew a 1984 530F the other day. Still no electric pump in it.
  2. Well Done. Ins't there an STC for bell Mediums that lets you fly PIC from the left. If you or the other pilots have any VR experience I would think seeing your load would be of great benefit.
  3. Not that you asked but... They stopped making those in 2008? maybe 2009? I doubt they were making more than a few a year in the years leading up to that. It seems like a pretty small pool of aircraft you have limited yourself to. There are likely dozens of 70's and 80's aircraft fully restored that would be a better aircraft at a better price. Just my .02
  4. The charts are right. The 530 does very well at altitude, but is not needed for A-B flights. If you are doing external loads above 5k get a 530. External loads in the 3-5k DA range, consider a C20R, Otherwise a D or E with a C20B is fine. Parts are all 99% avaiable through helimart. There are a few parts that are hard to find, mostly the stuff like T/R driveshaft with 10,000 hour life. Flat floor. They fly rough in turbulence but what aircraft doesn't?
  5. The preliminary report seems to indicate some sort of t/R drive failure. If so, that would be extremely rare, I don't believe in the hundreds of 500 crashes I've read I can think of a single instance of drive failure.
  6. You are wise to ask. The most important thing is to not use any cleaners that cause hydrogen embrittlement. Any cleaner that has anything "cloride" or "flouride" in it will cause the aluminum to loose electrons and become more brittle. This is especially the case for bare aluminum such as leading edges of propellers and rotor blades. That means no simple green, 409, or anything else that has "cloride" or "flouride" in its ingredient list. I have used bug and tar remover for bugs but I'm sure some on here will say that its too harsh. Make sure it is cool before starting, at least in the engine area. Spraying the exhaust while it is still warm can cause cracks. The paint is not base-coat clear-coat. Its a single layer, no rubbing compound. I'm not sure about waxing. I know it can be done but not sure what to use. Start with a wash like you would a car with basic car wash soap and water and brush very lightly with a soft brush. Then use aircraft grade cleaners such as 210 on the windows, not windex! And use only new microfiber towels on the windows, they scratch easily, no paper. Remove any remaining soot with an aircraft grade soot remover such as aeroglaze or Brulin 815MX (follow directions for dilution and rinse) Unless its a vintage aircraft, the bearings will all be sealed and the electronics waterproof, so there aren't any areas you cant spray. I would ask the owner to be sure on that one though.
  7. The 500 is very likely the most crash-worthy aircraft ever built. If you land it on the skids, your odds are darn good regardless of any other factors. He hit hard enough to pull both gear legs out of the keel beam. ouch.
  8. Avbug, A very true statement. I knew a guy who flew for 30 years in this industry and was always bouncing around looking for better pay, he got an offer he couldn't refuse and took a job at a company with poor reputation for MX, A few months later he was dead, in a maintenance related accident. Dont wait 5 years next time. Dont wait 5 weeks next time.
  9. Long line work is fairly rare skill to have. I'd say only about 10% of civilian pilots can fly a line, only about 2% well enough to put a human on structures all day long. As Adam said, a decent percentage of guys that try never get it. Going to one of those schools will tell you if you are one of those guys, or if you are going to get it. Which is valuable information for you to decide your career path. It wont mean much to an employer however, since even if you have basic skills you wont meet the contract/insurance minimums. The only ones that will value it are the ones that hire guys with 0 long line time anyhow, it may be enough to move you to the front of the line with one of those employers. Western used to be great, I've heard its been slipping since Pete and Bob retired, but that is just what I've heard from two friends that went. Andreas, the senior construction pilot at Columbia runs Volo Mission, and he used to run LA helicopters. A good friend of mine took the course 10 years ago and said that it was very good. I can only imagine it has gotten better.
  10. A face to face does make you more memorable but unless you are in the neighborhood, its hardly worth the cost. A bit of adivice... In the powerline sector HEC is steadily growing, which means all of the powerline companies are looking for guys that are good with a long line right now. Many utilities require 500 hours of precision long line time before they let you put a lineman on the line. If you are not close to that your best bet at this point is looking for an employer that can help you make the transition. Get a couple years of logging, seismic, christmas trees or other long line experience and then go for a power line job once you have that. Fire fighting is better than nothing, but it is not considered precision by most. Most, if not all of the the jobs I have seen that hire guys with no long line experience offer sub-par pay, grueling schedules, and are often in Alaska or some other remote area. Lets face it, if they wanted to pay 20-30k a year more and offer a comfortable schedule and accomidations there is no shortage or experienced longline pilots out there that would be interested. Be ready to suck it up and deal with that for a year or two, but don't compromise on safety. The aircraft should be airworthy, and the schedule should offer enough rest that you aren't flying fatigued. Regardless of what any employer tells you, If a powerline employer hires you with 0 long line time you have going to be doing powerline patrol only. Long line skill is a prerequisite for just about everything in power line work, including platform work and wire stringing. They are not going to give you 500 hours worth of training and few powerline companies do any significant amount of long line work suitable to hone your long line skills from 10 hours to 500. Ag is a whole different industry, the two rarely cross paths. The one exception I can think of is JBI up in New Hampshire. They might be a good place to start.
  11. I read a recent study from USC that claimed more than 80% of writer and scrrenplay directors showed signs of depression. In todays world finding someone who has never felt that way is a rarity indeed. Just like sleep apnea, there are many pilots with some level of mild depression that are not recieving treatment. Im no psychiatrist, i cant even spell it. But I would think it would take a bit more than mild depression for someone to take a planeload of people with them to their death. Suicide is one thing. Mass murder is entirely different.
  12. Visibility is another factor. With some aircraft like a 500 or a lama you can use a shot line and see the load quite well. In some aircraft like the AS350, Bell medium or I would imagine, a Blackhawk you need at least 75" just to get the load to where you can see it.
  13. If that is what the government wants.... The problem is some companies just assume you can charge other customers that way with a contract that just says $XXXX per flight hour, and that is not the case. I've seen several companies kicked off power line projects for billing utilities with the engine hobbs.
  14. Lets pass on the logbook discussion for a minute.... When you buy a bus or a train thicket. you are paying to go from A to B. All of the factors that go into the cost of that bus ride are factored into the cost of the ticket. If it is a utility job, and the customer is paying, X per hour for cherry drying, putting poles in holes, crop spaying, Xmas tree hauling, power line work, etc, the customer should be able to get a rate, X per/hour and expect that per hour means per hour of that service being performed, Not an extra .5 to 1.0 per day of time where you were on the ground. When laborers charge you per hour, they don't charge you for their commute do they? Yes, you have to pay the pilot, oil (do you really burn that much oil?) and fuel. The way pilots get paid varies quite a bit, but as far as the aircraft goes you are only paying a very small portion of its operating cost because you are not paying for component times and your fuel burn at ground idle is only about 30-35% of fuel burn in flight. So a B3 Astar for example, you will burn about 20gph at ide which equates to about $100 per hour and that is all it is costing you. And charge your customer what $2,000 per hour for that time? Nay, you build the costs there into your hourly cost. It is unethical to bill a customer for time in which he is not receiving the service he is paying for unless he specifically agrees to it, such as a one time relocation fee. If you are in the utility world, I have a feeling most of your customers would freak out if they found out you were billing them for flight time when you are sitting on the ground during startup, shutdown, fueling, peeing, grabbing a snack, texting, etc. They would tell you the contract says, per flight hour (like they usually do) and have you look up the word flight in a dictionary. Additionally, unless the contract explains your meaning of "flight Hour" you should be using the dictionary definition of flight, and you are in breach of contract.
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