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superstallion6113

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Everything posted by superstallion6113

  1. Cage code 07482 is the GE cage code. With that being the case I'm going to assume it's a gear from the accessory drive gearbox section of a T700 engine on an Apache (assuming it really is from an Apache). With a better pic of the part number it'd be easy to figure it out.
  2. The spring on the the swashplate is the swashplate balance spring. It can and usually does pull the controls when static, at least it did on the 212s I worked on. When rigging the controls on a 212, the spring is required to still have tension when the fwd/rh horn is at it's lowest level, so it will never not have tension on it.
  3. I've never been a fan of the Bell design wire TT straps. The Boeing tie bars/tt straps used on some of their helicopters that consist of stacked stainless steel plates seems like a significantly more robust and durable design.
  4. By fail I mean denied employment based on polygraph results. Everyone I know, 5 or 6 people, was disqualified on technicalities or odd anomalies such as the stories quoted below. Two of them were for irregular breathing patterns that made it difficult for the polygraph administrator to determine accurate results. Another for no change in breathing pattern or heart rate when given test questions that were to determine what happens when he lied, and was accused of trying to skew the results by practicing how to pass a poly in their own time. It makes no sense, but it apparently happened. Their answers on the poly all matched what they disclosed on their application packet/background check questionnaire. All previously held a secret or TS/SCI clearance in the past (I worked with most of these people at the Presidential Helicopter Squadron, HMX-1). Seems like the system is failing the border patrol of qualified applicants, not helping them gain them.
  5. Just to update old info, Army Hawks actually started being built with rotor brakes with the introduction of the H-60M into the fleet. I haven't turned wrenches on a Mike model that didn't have one. The old A and L Hawks did not have rotor brakes on them.
  6. I was about to say something along these lines. CBP = polygraph horror stories. Not sure if they are just being anal, or simply don't know how to interpret polygraph results.
  7. Kawasaki also built Vertol 107s under license as the KV107. We currently fly some at work. I think I read somewhere that they also built a few S-61s. The KV107 was used by the Police, some private companies, and by the their military.
  8. Touring Chernobyl area by car is a bucket list thing for me honestly, so add a helo tour of the area to the list as well.
  9. Sure, Afg is where you work as an A&P to make great money, but as I previously said, my bi-weekly pay checks were bigger when I was stateside, working on logging jobs and fires. I just get more time off at once here in Afg. 28/28 rotation instead of the 14/7 I was working stateside.
  10. I work in Afghanistan right now, I'm a field mechanic. I was actually making more when I was supporting an aircraft logging in Alaska this past last summer. That was some fun work!
  11. I still turn wrenches for this very reason. I make a six figure salary as an A&P, working 6 months out of the year. 4 weeks on/4 weeks off. I wasn't ready to make a sacrifice by starting out at the bottom making peanuts, and not making much more than median A&P pay once I had a few years experience flying. My advice is fly for fun. That's what I do now. About to start my fixed wing add-on rating so that I can fly further for cheaper.
  12. My boss used to be the owner of LA Helicopters, and a co-worker was their DOM and part owner as well IIRC. I think they sold it off years ago to someone else.
  13. I worked for Sikorsky in Horseheads, NY at the old Schweizer Aircraft facility as a Sea Hawk/Black Hawk Flight Inspector. Back in 2011 we had to inventory every single tool or piece of special equipment it took to manufacture an S-300, 333, or 433, to be packaged and sent to the SGH facility in Coatsville, PA, to potentially start a manufacturing line there. Soon after they shut the doors and closed down the old Schweizer building for good. Guess it all turned out to be hopes and dreams. From my understanding, the only reason Sikorsky bought Schweizer was for their patented rapid prototyping technology or something like that.
  14. Late reply on my end but thanks for posting. I just recently left my job working in Kabul, Afghanistan though to work as a field mechanic for Columbia Helicopters. I worked on the CH-46 for 4 years, and it has the same GE T58 as the S-61, so it's a good fit. Currently no longer looking for a new job.
  15. If working a weekend or long day just to get a an NMC aircraft up again for no reason other than having an up aircraft, you'll be shocked to find out that the civilian aviation world doesn't like to have aircraft sitting down for maintenance either. Down aircraft can't fly when on a contract or being paid by a customer to fly. The parts come in, you bust your ass to get it back up again, wether it has a mission or not. All aircraft have a mission. The mission is have up aircraft ready for hire. As for the Embry Riddle aviation maintenance degree, i personally would pass on it. At my last job where 98% of us were vets, 15 or so were enrolled in that program. They all had military experience, they all had 10+ years of rotary wing maintenance experience, they all had an A&P license, and when done, they will all have the same degree. So many veterans that have an A&P attend that program hoping they'll find a job as a maintenance manager. Not one maintenance manager I have worked for had a degree in aviation maintenance management. To me it is a very general degree that doesn't do enough to set you apart from everyone else in this field. Just my opinion.
  16. IIRC some of those companies like Columbia and AAR Airlift in Afghanistan just put a competent mechanic in the back to help out with passengers. Some military aircraft that are operated under restricted category, that required a crew member in the back as a military aircraft still have that requirement as a civil aircraft, but as a crew member you'd likely still need to have an FAA medical certificate. The company I currently work for flies CH-46E, UH-1HII, UH-1N, and S-61T(SH-3H) helos in Baghdad and Kabul, and requires crew chiefs/gunners to fly missions. An FAA class III medical is required though. Helicopter crew chiefs/flight engineers aren't really a thing in civil aviation. Any competent mechanic with some extra training can be thrown in to do what would typically be done by an enlisted air crewman. When it comes to things like external load, many companies have their pilots just fly using vertical reference, and aircraft have bubble windows to allow the pilots to see the load from the cockpit. MAG is another one that uses flight engineers/crew chiefs on MI-17's in Kabul, but again, FAA medical required. If you can't obtain an FAA medical, you'll be hard pressed to obtain a job as a required crew member without one. Billings Flying Service in Montana is looking for CH-47D mechs/crew chiefs, they have a posting on JS Firm. They do external lift utility work and fire contracts during fire season.
  17. The stuff did great in the desert in dry, arid conditions. Unfortunately it could not endure rain. The stuff would erode and flake away quickly. At my last job working on a fleet of 6 UH-60M helos we had the coating removed on all the blades on 6 aircraft, because it was flaking off too quickly, and couldn't afford the down time to reapply the coating. These 6 aircraft had less than 200hrs total time on them when we did this, brand new aircraft. Kits are available from Hontek, but it required a solid two days of down time before the aircraft could be flown. As for performance loss, I can't recall what it was. I only remember the U.S. Army Airworthiness Release for the UH-60M stating a degradation in hover performance for aircraft with the Hontek coated blades.
  18. I agree with the reason for sweeping the blade tip back. Was just adding in some info on the anhedral tip as well since UH-60M, S-92A, and other blades as well have both features on the blade tips.
  19. When I worked on UH-60Ms at Sikorsky, an engineer explained that a big benefit of the anhedral tips was the reduction of blade tip vortices in a hover, giving increased hover performance over the A/L H-60 rotor blades. Though I think a good bit of that improvement was lost due to the Hontek coating that was applied to the leading edges of the blades.
  20. Been working as an A&P on helicopters in Kabul, Afg and Baghdad, Iraq on a 90/30 rotation since I left school after doing 2 1/2 semesters at Guidance Aviation/Yavapai College. Found out my wife had a kid on the way and ditched school the end of 2013 to pay off debt and save a bunch of money. 4 years and 3 kids later I'm still working here because the money is too good and the job pretty satisfying. Plan to go back to school as soon as I find out if I can get a spot in the UHI/DC3 program in Prescott. Can't go back to Guidance because they haven't been able to accept new students into the program for a few semesters now, due to the inability to meet the VA's 85/15 rule. Eventually I WILL finish flight school and find a job flying.
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