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Everything posted by Pukeko

  1. These hats go by various names ,most commonly ."pith" helmet ,sun helmet ,safari helmet ,topee,topi etc. ( as the originals were a light weight cloth covered helmet made of sholapith).They were originally modeled off a similiar version called the solacot, used by the Philipinos.The Spanish army wore them when they controlled the Phillipines way back when.They were then adopted by various armies operating in tropical climes back in the colonial days, Brits,French ,Dutch,Germans ,Chileans Etc.The Brits had them as far back as 1858.The US army got hem near the start of the 2nd war The Viet Cong still use a similiar version.They become very popular in the 1900,s for civilian use .I still think the Marine sharpshooter instructors on Parris Island wear them with black or gold insignia,depending if they are coaches or trainers.They were found to be clumsy and conspicuous in the field after WW2 so were ceased to be worn on active service.
  2. Cant see that it is a big deal from the picture.He landed in a fairly large clear area. The machine is an R44 Robinson,fairly light.There always will be some dust and debris , but usually in a parking lot mostly dust,and most of the vehicles are across the road. He should bill the municipality for sweeping their parking lot !!There is always some "goody two shoes" dickhead who will complain,because they think ,as model citizens themselves,it is their "civic" duty to make it an issue. I have landed on the dividers on Hiway 16 ,Alta and Sask,several times with lot bigger machines, to go and grab some lunch or something or make a phone call pre cell phone days.No one said anything that I was aware of .
  3. The earlier Fordsons until 1963, used the older style Simms with the pneumatic governor . The "Mini-mec" (mechanical governor) came into fruition on the "new Performance Super Majors ,giving them higher rpm on the PTO and up from 52 to 54 hp. On a side note,Simms was taken over by the Lucas CAV group in 1968.
  4. No,that wasnt really high up on the "want" list when flying.
  5. Pukeko

    IH DC-3

    You areright about that New Englander,there sure were a ton of grease fittings on them.
  6. Pukeko

    IH DC-3

    There are still several operating in Western Arctic in northern Canada .A couple have been retrofitted with PT6, turbines .Some other mods as well ,tail plane lowered ,is one of the mods .Expensive ,about $1,000,000 per side when done nearly 20 odd years ago.Made them into an even better workhorse,faster ,more efficient and the main thing much easier starting in the sub zero temps .In the late seventies ,we were crew changing out of some of the DEW Line sites on the Arctic coast(we were working offshore in the Beaufort sea on drill ships) One day we were waiting at a very windy site ,and the DC3 was due in to pick us up to go south.The aircraft came in and I remarked to one of the other mechanics that he was coming in hot and using an awful lot of runway.The plane disappeared in the distance as the runway sloped slightly down hill at that point.After a considerable time had gone by,we noticed two figures,trudging disconsolately up the runway towards us,sadder and wiser. The reason for the higher speed than normal landing was due to a down wind component they hadnt noticed or werent aware of .They had run out of runway , brakes and ideas all about the same time ,consequently another DC3 was required to finish the job as theirs was "broken". Oddly enough ,we never saw that crew again.We used those old birds lots in the early days in the diamond exploreration programmes as well . Great old birds . on a side note, in New Englanders post ,I noticed the old Sikorsky S55 (H19 Chickasaw ) parked next to the DC3. I used to crop spray with one of those years ago.
  7. Mike ,one of those was put in the machine .He was not happy and scratching at the window and rushing around in the machine ,so Ian tranquilised him .His sibling took off running,and I had to fire up the machine and go after him.I landed when we were close (he had gone nearly 1/4 mile ) and let Ian out and then I was able to "pin " him with rotor wash against a big ice flow till Ian could catch up on foot .He was very scared and bit thru Ians thick gloves . They have teeth like needles. He was then tranquilised. With the little guys ,the amount given has to be determined very accurately based on body weight and these little guys were only just over 20 lbs . If we hadnt caught him ,he would have been lost and not survived.We werent happy having to go after him like that,but that was the only option.The biologists I have worked with are extremely conscientious of the animals well being,and try to subject them to minimal stress as possible .
  8. Hi MTO.The bear projects are done every so often in two or three of the main areas in Canada to determine several things .The local indigenous communities have traditionally hunted them for generations ,food,clothing etc.Like most species ,there is a decline for various reasons ,and by tracking ,tagging,collars etc ,this is one way to determine what can be sustainably harvested in the various areas.There are very strict numbers allowed to be taken ,first by the locals and secondly by "trophy " hunters ,who pay big bucks for that privilege ,which puts money back into the local economy.With the declining ice in some areas ,it makes it harder to find food as most people dont realise,until the sea ice forms between the spring and fall.the bears are not able to go out and hunt seals for food on the ice.They try and forage off the coasts ,carrion ,etc .Some have even been venturing into some of the northern communities ,which can be troublesome obviously.Churchhill ,Manitoba is one of the places,plus others.The females will have their cubs n dens in the spring in which they have wintered over,and will usually stay 3-5 miles inland ,surviving on what little food they can for up to 4 months. Also to stay away from roving hungry males who will eat the cubs or the females.We saw a male onetime eating a female he had killed ,leaving the cubs who were watching from far.The wildlife people were notified a,nd they came and got the cubs. One time we were up on the north coast east of Hudsons Bay,and came across a large whale .There were 34,yes 34 bears feeding on it .None were nice and white,but were all filthy from the sand ,mud ,whales guts etc.Each animal caught is recorded in a book.They get a tattoo in the gum,a tooth pulled ,blood sample etc. Once they are down ,they are checked to see if there is already a tattoo ,which would have been recorded ,One we caught on the Yukon side ,had a tattoo ,and it was determined, Ian ,the bioolgist had caught it 21 years before at Point Barrow ,Alaska,as a 2 year old .She was in great condition ,and had a nice cub with her.They move a lot ,and we would come across tracks and I would keep on the tracks for up to an hour sometimes travelling at 60 -70 mph,then we would finally spot them.That represents a good couple of days travel for them.When we would have them down on the ice flows,a wary eye was needed as they are very curious and sometime s you would look up ,and there is one very close by checking out what was going on.I was the "spotting" guy,with the big rifle in case something got too close.We had to fire the odd shot to scare them off sometimes . I was very lucky to be on those sort of jobs over many years .Other jobs included moose and deer surveys,caribou tagging ,barren ground Grizzly,musk ox tagging ,wolf monitoring,wild sheep surveying and counting etc.
  9. Not sure if I have posted these previously.Tagging bears with the wildlife biologists.Off the yukon north coast in the Beaufort sea.We are on frozen sea ice .The little guys are about 20 lbs each.They had to be tranquilised so they wouldn t run away while we were working on the mama. They have big feet...my size 12 and his ! That is the big males,not the cubs!!
  10. New Englander, I found what I was looking for ;max main rotor rpm =258 @104 %, min 170 @68 %. These types of aircraft and other Sikorsky models had a relatively slow rotor speed,and the slow speed would sometimes contribute to another "exciting " phenomena , "retreating blade stall" under certain conditions . That is a real attention getter,needless to say.The main problem letting rotor and engine rpm getting too low and pulling more collective( main rotor pitch) it will further decay,contributing to over boosting due to the low engine rpm,and worse ,putting you into a sometimes non survivable situation.( rapid descent vertically )The hulls on those machines contained a lot of magnesium ,and they can go up like a christmas candle in only a few minutes !! Also you comment re dual tach totally correct,thanks .
  11. When I said "top of the red" ,that is at and not exceeding 2800rpm.The rotor rpm was within the correct parameters for the corresponding engine rpm.I forget the "actual number" for the rotor rpm at 2800 engine ,as the last time I flew that particular type of aircraft was 1985.
  12. We used to use the term "blowing jugs".On the 1820,s we had , ( in the S58 Sikorskys) the manual required the r.p.m at takeoff and landing to go into the top of the "red " range (the red was 25-2800rpm) to get our max 1525hp.One operator I flew for didnt like the rpm to go out of the "green" arc ,( 2200-2500 rpm) and they were constantly "blowing jugs" through overboosting (low rpm,high boost) on waterbombing pulling out with a load,and to them it was a great mystery.One old pilot /operator I worked for in the ag spray business always used to advocate and I quote "with a Wright engine ,if you need to boost the **** out of it ,make sure you have a ton of revs on and you and it will be okay" It seemed to hold true for the most part,as some of the guys seemed to get in to a situation crop spraying/dusting where that was neccessary to recover from.
  13. That aircraft was obtained by the Collings Foundation in 1992 (ex Evergreen Helicopters air tanker) , so the pilot could have amassed considerable time on type .As New Englander correctly stated,lots of pilots that age still have it ,re flying abilities ,others even younger ,not so much,and others shouldnt be there at all. You cant state catogorically that "this guy was way beyond that " as the sole cause of the accident,just because he was 75 but that is a consideration. I am not defending him,but we had half of our guys flying when we were in Afghanistan for 5 years ,who were over 60 , me included,oldest 68,and we were flying lots ,most months hitting our max,or close to it, allowed under Transport Canada regs of 150 in a month,for us it was 27days (we went home on the 28 th day of our rotation,back 28 days later). The big thing is being current on type .Almost always there is a "chain of events" leading up to it ,as the investigators determined.Obviously there were proceedures that werent adhered to correctly in dealing with the emergency,but the emergency arose from way back .ie beginning on the maintenance side ,mags and plugs etc.Any time mag points have insufficient "gap" there is always hard starting and power loss.Next thing was the "incorrect " mag checks r.p.m wise .Then they were below the "critical" airspeed with one engine feathered,gear dropped early giving increased drag,etc,etc. The report gave the "detonation" from the plug condition,but I know from experience that it can also be caused a combination of low r.p.m. and high boost pressures. I am familiar with those type of engines ,having run the 1820-84s . which are similiar to the 1820-97,s in this aircraft,but ran a little higher rpm at take off and 1500hp. Unfortunately .it shouldnt have happened ,and makes for a very sad situation for an awful lot of people,but at the end of the day,the pilot has the sole responsibility for the aircraft and occupants ,and in this case the previous events and omissions leading up to it all contributed.
  14. That tractor is a 36A D8, stack on left side of hood(rightside on D9),larger diameter than on D7. Not AC, had different shape fuel tank. The 36A tractors were gear drive,unlike the 48A,s ,which were powershift with the torque converter,not suited as well as the gear drive for constant heavy pulls . THe pickup is 76 or 75.Round headlights ,chrome strip in centre of grille.The 77,78 models on went to a slightly different grille,depending on trim level.(mine is still in my shed) My 2 cents worth !
  15. The Nth American " opossum is from the Phalangeridae genus , a marsupial,and is an "omnivore"( eats all kinds of crap ), meanwhile the Australian "possum" also a marsupial ,is from a different genus , Didelphidae,and is a "herbivore". ( grass,leaves shoots etc)
  16. "pawl" mechanical component to engage with another mechanical component to prevent movement in one direction. Sorry Mike !! \
  17. WE had a couple of married ladies ( cooks )up in one northern camp one year,and they were "bestowing " favours to some of the lads apparently, One was called "Chevron" and the other was the "sperm hog" It seemed quite fitting !! For those who dont remember the old sign at Chevron gas stations ."the town pump".
  18. Great pics Mike ,math check ; 1kg =2.204 lbs.
  19. Sorry to hear about your boy, Delta Dirt ,must have been a very difficult time for you all,sincerely PN.
  20. I believe Joe.s rifle is the Boer War .303 "long Tom" ,as it was referred to then,due to it,s very long barrel, 30.2 inches long.Extremely accurate in the hands of a capable shot as was the gentleman pictured. Sorry for hi-jacking your thread Mike .
  21. Hi Mike ,yes ,that is a day or so ago.Biri Wrattons place 1961 or 62?
  22. New Englander,you must have landed at Resolute a few times .We had a base up there .
  23. Haha ,New Englander,us fling wing guys would get nose bleeds at the height you guys fly !! And also those particular machines were not equipped with blade anti icing ,,so you are right ,Could be very bad news if not expecting it .
  24. Not sure on other operators ,but each machine goes out with a tech. The Tech( engineer ,mechanic ) and pilot do separate "D.I ,s" (Daily inspection) ,mostly visual ,fluid levels damage etc. Take 10-15 mins ,and is signed off in book. Also every 25 hours inspection including specific tasks and checks.Usually started little before appointed time ,and done evening,or down time during the day,so it is completed at the required hours .i.e due at 1234 machine hrs and completed on or slightly before that time . The next big one is 100 hourly .That will take a couple of good nights with one or two techs.Machine is available during the day. We try to have minimal down time .We have a large company (biggest in world at one point with nearly 400 machines worldwide,but International operation sold off so down to 125 approx domestic . .Up here in Canada ,the winter weather is often very poor ,but operations still continue ,however observing weather mins and safety standards.The French machine pictured are extremely reliable ,and unless major breakage or component malfunction etc ,work most days .There is minimal work done from our main base as most of the machines are at remote bases or jobsites all over Canada.Sometimes I fly commercially 3-4 hours to get to a jobsite. Our machines do way better than the quoted 60%,without casting aspersions on that particular operator ..When we were in Afghanistan,everyone,civilian operators and the American military aircraft, were giving a rating based on seviceabilty,reliability,performance etc,and ours was 97% at the low to 99%.That came about by having extremely qualified personnel flying and the big one ,maintaining them.Some of the engineers had been working on type for 25 plus years as had some of the pilots .Lots of them were plus 60 years of age, with many years and thousands of hours experience ( myself in that lot) much to the amusement of all the young military pilots. "All those gray haired / no hair ,old farts."!! All those things contribute to the efficiency of the operation ,to refer back to your initial query re maintenance ,albeit in a bit of a ramble . Incidently we were called "Molson Air " when we operated over there;very Canadian eh ! And you are right; MMI, down drafts definitely get your attention !!
  25. On these machines we are restricted to -40C. That is now sort of the industry norm for various reasons, safety being the main one . On the Bell 212,s it is low as -54C set by the manufacturer,but that wont happen.I did a drill move job one January up north of the Arctic circle .We were in "Park-all" tents.It was -53C ,plus 45mph wind in top of that.Incredibly cold . Diesel heater going full bore in the tent .I had to wait till it "warmed up" to -40C before I could fire up. WE were hauling a diamond drill (Longyear 38) back to the main camp ,200 mile round trip.One load a day as very reduced daylight.Glad those days are gone !
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