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Discussion in 'Shiny Things' started by Weirdo, Dec 23, 2004.
We coulda gone with UPS, ya know
Whenever we got stuck somewhere with a broken airplane, the parts usually came in by FedEx....
Helicopter pulled a plane out of a backcountry lake near me recently. Video and other pictures herehttp://www.statesmanjournal.com/article/20130829/NEWS/308290039/Plane-airlifted-from-Marion-Lake
got these last night. the huey pilots (there were 2) looked to be having more fun than the guy in the sikorsky.
A while back, I asked if anyone here used / encountered RAMCO
Some one did and said they had RAMCO rage for 7 days and then went home.
FARK ME! I now understand, still at the implementation stage and I can see how it can be possible.....
Must not drink (got a big MTB race on sunday) but its enough to drive me to drink tonight
Welcome to RAMCO hell my friend. It takes months, if not years to become proficient at it. Depending on who configured RAMCO for you, once you get used to it, a programming change will take place and you may have to relearn it. If you get stuck, PM me and I will do my best to help you out with it.
RAMCO is running on top of Dynamics, right?
There you have it! Robinson's new troop carrier.
Two years post-launch, an AD will come out requiring the fuel tank be swapped out, on the customer's dime.
I am the User Champion for the Tech Records side of things and I ahe a guy from India who is doing the set up with me. Of course, he is never wrong, and the system works like this and describes. 6 months ago it was simple, but now we get to try to use the program, we see that there is much more to it and what seemed good then is now not so good.
Example is a flight summary report - I want to be able to pull a report for an aircraft to show what it flew, how many lands, how many starts how many lifts in my chosen period. There is not a report for that! so they have to make one.
What really stopped things last week was the set up and testing of the PT6T power sections on our 212 and 412 fleet where we run -3, -3B series and -3D series. It should be simple right? I even said the names that I want the formulas. He ignored those and came up with his own. I want 6 formulas for each type (18 in total - to clearly define which is for which) ignored that too. because one disk is used in all three types with different factors, he is saying that we shall need another 'slot' for that disk so in effect the power section will have an gap where a disk should be depending on the model it is.
Between the -3 and -3B the comp hub has a 7000 cycle difference in its life limit. he is saying that we shall need to load the lowest life limit (103,000) and then do manual intervention to check it weekly! I failed that.
It seems that for some reason he can't or wont ask others (PHI, ERA for example) how they have set theirs up.
Any of you guys got some inside info?
AFAIK its an independant system that does everything
I think it has got potential but just requires SO MUCH more manual work than our current tech records system
and whilst I am having bit of a rant,
yes, I know English is not some peoples first or even secound langauge, but bloody hell! why does it take me three times to read parts of an e-mail to understand what is trying to be said
No more rant for the next 1hr
Working in the software industry, I run into that all the time. Just because someone speaks english doesn't mean they understand english. Or maybe its American english.
I imagine its cultural differences in how different people interpret sentence structure. I find I need to be extremely explicit with what I'm looking for when talking/writing documents for non-Americans (Russian, Czechs, Indians, Chinese....) Chinese and Russians I can deal with. They're very straightforward.
Had a nice guy in a fixed wing pass me, below and to my left, at a distance of about 150-200' while on an ils final to kcgz today...only one runway, so we just got the hell out of there. Apparently his instructor couldn't see the bright green R22 that he was trying to run into. :eek1
you mean motorcycles and bicycles are not the only ones nobody sees?
what gets me is when ships hit each other
Tower: "TWA 2341, for noise abatement turn right 45 Degrees."
TWA 2341: "Control, we are at 35,000 feet. How much noise can we make up here?"
Tower: "Sir, have you ever heard the noise a 747 makes when it hits a 727?"
I wasn't sure where to post this but since helicopters are the main topic here, I thought; what the hell. So here goes a very twisted helicopter story.
We said goodby to a very good friend today. No, he didn't die, he just decided to retire at the top of his game. We had a discussion when I first hired him this year that if I saw his skills slipping, if he was getting sloppy or dangerous then that would be it. We'd have that 'conversation' that we all fear and he'd throw in the towel. I never had any reason to have that conversation.
I first flew with Kris (not his real name) back in '99 when we were both Bell 212 pilots working the same Southern California fire contract. In those days the contracts required 2 pilots working a 12/2 schedule. The nice thing was that you had 10 days of overlap. If you were a young inexperienced pilot (me) and your company had the foresight to pair you with an experienced guy, you had 5 months of the perfect learning environment. That year we fought fire from Santa Barbara to Kentucky, got stuck in a swamp somewhere in Oklahoma, and saw more crazy fire behavior than I thought possible. I learned a lot that year, and I had already done 9 years in the military flying Blackhawks, been thru a war (such as it was), flown in the GOM and had a couple years of fire in the LA Basin. The guy was amazing; his preflights were never hurried, his standards were of the highest caliber. I was able to spend two years with him and then the USFS had the money saving idea to have just one pilot on a 12/2 schedule with a relief pilot in for 2 days. Biggest mistake they ever made. So much for mentorship.
Through the years we've trained together and remained close friends. He decided to retire with his agency last year and I asked him to come fly for us on a second helicopter this season. He jumped at the chance to work with a helitac crew, saying that was the one thing that he had really missed. The enthusiasm these kids have is contagious. It keeps you young.
Kris went to Vietnam in 1965 as a Huey pilot, began fighting fire with helicopters in 1968, flew in Alaska, California, and a thousand places inbetween. The stories he's told have entertained me for years, and this year he had the opportunity to share some of these tales with our crew. When it was time to throw a retirement party for him it didn't take long to come up with a fitting tribute to send him off: we had to launch a monkey by helium balloon, drunk, with a huge monkey smile. This is where the twisted part comes in.
Kris's unit in Vietnam had the usual mix of youngsters just trying to survive. One of these warrant officers had a pet monkey with a serious alcohol problem and a penchant for anti-social behavior. After a binge, the monkey attacked another warrant's dog, putting it in the doggy hospital and straining the already tense relationships in the unit. The commander had had it with the monkey so he decreed that all pets had to go. Not wanting to just release his little wino into the wild, the pilot took the monkey down to the village, got it drunk, got it a blow job and tied it to a weather balloon and set him free.
Today we launched that monkey again. After a huge tri-tip barbeque, the presentation of a nice commerative plaque thanking him for 45 years of aerial firefighting (12,000+ hours of flight time) we had him step outside where we popped a yellow smoke grenade; from behind the smoke rose a stuffed monkey tied to 40 helium balloons. We lost sight of him as he went thru 4000' msl heading towards Tehachapi and the Mojave Desert. One of the crew asked him what the real monkey had looked like flying away and Kris, with a tear in the corner of his eye said "just like that, just like that little stuffed monkey".
The little guy was climbing at 500' feet per minute when we lost sight of him. If anyone is out flying over the desert and passes a monkey at 10,000' just smile and know he is in a far, far better place.
Thanks for the service and great memories Kris. It's been a hoot!
In a related story, aircraft goes down over Mojave after ingesting a monkey.
I once released a set of keys to a VW from the dealership with a key tag, that says, congratulations you win a new VW. No other info. Would you believe a lady came in with those keys a few months later? She was checking all the VW dealers in the Bay Area to see if it was legit. I played dumb.