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avbug last won the day on April 2 2019

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  1. Just noticed that I wrote "Type 1 helicopters are important..." Relevant to the thread, I meant Type III. The saying in fire is "tools in the toolbox," and there's place for everything (and everyone) that gets used. There are more type III than anything else, and consequently as a class, see more use on fires than anything except the air attack ships. The argument may be made that they're some of the most valuable aircraft on the fire, and when someone's hurt or needs out in a hurry, there's a good chance that it's a Type II or III coming to get them.
  2. Government operations are full of bureaucrats, to be sure, and there are those in the air and on the ground who will knowingly and unknowingly try to get you to do things you ought not. The air attack is two components; one is the pilot, who won't normally talk to you, and the other is the ATGS, who is an experienced firefighter, but who is not an aviator. His interest is the fire. He's high above the fire and doesn't see the same perspectives that you will at low altitude, or that firefighters will on the ground. He won't know your requirements, limitations, or be in a position to exper
  3. Not necessarily. I field a lot of inquiries on various boards from people who are entering flying later in life; I've known quite a few who opened with "is it too late to start?" It's not too late.
  4. In the remarks section I'll include anything pertinent; who else I flew with when with a crew, the aircraft callsign, if assigned, field or approach conditions, type and identification of the instrument approach if applicable, and for utility operations, particulars. For example, if spraying a field with herbicide, I'll include the winds in case there's a drift claim later. If I'm flying the flight for a particular carrier or operator, I'll note that, too. If there was something abnormal, an emergency, or something noteworthy in that respect, I'll record it, which makes referring back to th
  5. The logbook is a legal document, hence the counsel to keep it need, avoid strike through's or scribble-outs, and initial any corrections you make. Pens in blue or black ink are generally preferred. There is no reason to keep it all in the same pen unless you really want to, in which case there's no reason not to. I've seen people who falsified six or seven logbooks, and tried to weather them by rubbing them on the concrete. All the scratch marks were in one direction, where they rubbed the logbooks back and forth. All the entries looked the same, as if the entries had been written by th
  6. It was operated by Erikson, but in Oz the state agencies like to put their names on the aircraft and claim them. "Ownership" by the "local agency" is akin to an exclusive use contract in the US.
  7. An Erikson skycrane crashed this morning in Gippsland, Victoria, working the Thompson Complex Catchment fires. Three on board, all got out and were able to swim to shore. The aircraft was substantially damaged. The crew are fine.
  8. Invest in a professional to help you with your resume. And some interview prep. It's a small price to pay for what you're seeking.
  9. Ms. MacPherson is well qualified with respect to regulatory issues, and is presently Regional Administrator for the Great Lakes region, FAA. https://www.faa.gov/about/office_org/headquarters_offices/arc/key_officials/macpherson/
  10. https://www.faa.gov/about/office_org/headquarters_offices/agc/practice_areas/regulations/interpretations/data/interps/2007/lloyd%20-%20(2007)%20legal%20interpretation.pdf The Chief Legal Counsel letter of interpretation is still available and still clear on the subject. Still just as easy to find.
  11. Interesting. I'd been to an aikido group with some kids earlier that day, and participated with them. there were several hard falls that I didn't think too much about that the time, but from which I felt off, the rest of the day. Just didn't feel right. In hindsight, I think that the perhaps the kidney stone was turned loose by the jarring, or something occurred to set off the chain of events. I've been a lot more careful about being slammed around since then. My particular stone was large, I forget the size, but big enough to completely block a ureter and cause sepsis. I spoke to a
  12. I'd have never believed that a kidney stone could be so incapacitating. I was scheduled to be in Abuja, Nigeria the next day, and I can't imagine being treated there. A kidney stone is something one might think possible to work through, but looking back at it, I believe it would have been incapacitating in flight. I can see why the FAA takes the position that they do. Several years ago as we preflighted, following a briefing one morning in Nevada, for an active fire, one of the pilots complained of shortness of breath and some pain. First thought was a heart issue, but after talking with
  13. I broke down year before last and got an Alpha Eagle, and couldn't be happier with it. All USFS/DOI work with the helmet, no issues. Comfortable, good avionics. I used the PACE in ear system with the helmet, really liked it. The previous helmet had been going for sixteen or seventeen years, and it was time to get a new one. I used Pro Flight Gear out of Marana, AZ. I'd use them again. http://www.proflightgear.com
  14. Several years ago I was in the middle of moving houses, and preparing for an early trip the next morning. Middle of the night, I began vomiting and shortly was in so much pain I couldn't remember my own name. My wife took me to the ER, and ended up with surgery for a kidney stone, and installation of a stent. I contacted the chief pilot who said "good luck, and let me know when you get your medical back." Whaaaaat? It's just a kidney stone. Not a chance. I ended up working through my own AME and a union AME, and it took about three months, three surgeries, and removal of the stent (
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