Norm

One of the biggest improvements I found was having pedal extenders in the 407. Moving drills in a 407 with short pedals is torture.

In regards to training bonds I always thought they should be assessed on a case by case bases. Some years back I had been working for a company flying as350/206/407/212 (I brought my own endorsements to the table). After year three of employment they asked me to fly their 205's I agreed, gave me an hour or so training and presented me with a 2 yr training bond to sign when I landed (to be paid back at full revenue rates if I quit). I told the CP I wasn't signing anything and had already proven myself to be a good reliable employee. They insisted and I responded, "I guess I'm not flying 205". I stayed with the company and continued to fly mostly 212s, it proved quite a foolish decision on their behalf one summer when they were paying me to babysit a 212 with no work and the phone started ringing for the 205 at my base with no company 205 drivers within 5000 kms. They lost out on a lot of money that week, all over their no tolerance training bond policy.

I have to wonder, of all the names I've come to know in this industry who the main character is based on, my imagination is enjoying the mystery. Fun read, Thanks

I am realizing I don't have a firm understanding of the CADORS system. I had assumed it was a way of recording potentially dangerous actions or acidents for transport investigators to review. However after perusing through some daily occurrences it seems the majority of the incident reports I've read are extremely minor and seemingly insignificant events. Yet I've witnessed some very dangerous things occurring at controlled airfields on occasion and no CADORS reports were filed. Example, "A Skycare Air Ambulance Fairchild SA227-TT (C-FRPX) on a MEDEVAC flight from Attawapiskat, ON (CYAT) to Timmins/Victor M. Power, ON (CYTS) reported in the missed approach for Runway 21 at 0047Z. The aircraft landed at 0109Z without further incident." In my mind a missed approach doesn't seem to be worthy of a re portable incident. There may perhaps be more to the story regarding the above example, however the facts in evidence suggest minimal impact to operations and or significance. My questions: 1. Is every reported incident investigated? 2. If a CADORS report is filed, is a record of it attached to the pilots file at Transport? 3. Do controllers have some sort of standard they are to follow when making the report or is it just whatever they perceive as being unusual? In general most pilots I know agree, you don't want your name associated with a CADORS report.

I had a customer on a production job say I was OK but then proceeded to tell me about the fastest most talented pilot he ever had doing the job. I asked the customer why isn't that guy flying you now, his response... "well he crashed and killed himself flying". 🙄 It's a difficult thing the pressures associated with this job. I had the unfortunate experience of going IMC once in a 212. Only by the grace of god did I make it out of that situation without bending any gear. I wasn't long doing my IFR rating following that! After loosing one of my closet friends in the industry this year to an accident involving weather related factors. I felt maybe by posting the ATC audio clip, others may avoid learning the hard way of the dangers surrounding unexpected VFR flight into IMC conditions.

I'm always up for a good aviation read, thanks for making it available.

For you Ag spray guys is there a kit that can be easily added to the Gallet LH250 including filtration mask and microphone? I've seen some other helmet designs with such options in the past. Thanks

I think I'm going to order the 2 piece, with the points provided it just seems practical for bush aviation. Thanks

Long time oneise wearer here, wondering if a 2 piece (nomex shirt and pants) is a nice upgrade from the old jumpsuit style flight suit? Funny side note, on my first 100hr job a visitor to the hangar mistook me for the janitor in my old drab surplus flying suit, I had a laugh, not because my feelings were hurt but because the full time janitor made a lot more money than my 100hr wonder wage.

I got very frustrated with the company while on a job up north one time. I was pleading with them to send a battery and constantly fighting with the machine to start. No battery arrived so I made my own GPU. Little unit worked some wicked, loved it!! Hope the pics help.

Does anyone have a digital copy of EC-130 B4 flight manual they would be willing to e-mail, thanks.

W&B, what's that? just kidding of course