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onegear

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About onegear

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  1. I agree that you need to get your troubleshooting sorted early, but I have worked on r22's 206, 350, 500, 412 and S-76. When the company is lots of hours on an old 76A is a good way to build the troubleshooting skill, They are always broken. But if you can get on an 350 or 206 that is doing 8-12hr days you will get pretty fimilar quite quickly. I have had almost 2 years on 412 and am just getting comfortable with it. The ability to think laterally and in a analytical way and the will to learn will get you farther than a specific type of A/C. I still try to learn something new every
  2. My sources confirmed that 5o are let go from Boundary Bay, and that the CHC corperate Global Ops layoff are to happen today. 4 apprentices and at least 4 avionics and other cuts throughout the company. Dark days
  3. I have just heard through the grapevine, that CHC/Heli-one are laying off alot of folks. Any one know anything about that? Not good news from where I sit thats for sure. :down:
  4. All of Global's offshore A/C have CVR's and a large number of them have FDR's as well. The A/C in question was G reg'd so the UK rules apply. The Customers(Oil Companies) like the CVR's and FDR's for the safety systems.
  5. What a development, If the West Coast ever has the offshore oil boom. It could get interesting. Good for the former VIH owners, good timing on thier part
  6. I have taken an Arriel 2 series course that was 4 days long, learned alot from it especially because I had already some time on the B3. There are some major difference in the internals of the engine even though it looks really similar. and as stated above the a/f differences course is helpful in understanding the decu and vemd interface. just my past experience. take the courses if possible it is a different bird for sure, but not totally different
  7. This is my point, I learn at work everyday. Every good wrench does, or at least tries to. The perception of the value of aviation has to fundamentally change. It takes a specific type of person to be involved in the industry, drivin' or fixn' , and as a skills base improves the reward(financal or otherwise) has to increase. Good operators know that skilled people make them money, and save them money in the long run. The problem is how to get the customer to pay for the premium talent that all of them want, and some stipulate in contracts? If that get's sorted then we will all be of
  8. After reading all the posts I have to wade in to this quagmire. This summer alone I have been made offers of employment(solicited and non). Here they are and I haven't taken any of them. Not because I am too good for them. They all come from respected companies(your opinion may differ). I have 10 years in the industry and over 5 years licensed. 1: 27.50/ hour + 30 away from base 3 weeks on/2 off pool job 2: 4700/month + signing bonus, base job. 6 week summer tours 3: 325/day 5/3, pool job 4:275/day+15/flight hour 4/2 pool job Here the thing if any of these offers were u
  9. Agreed night fighters bad. on 3rd tour now in Port Harcourt, Nigeria. Feel free to PM me for info. Things have changed here lately. The bullet holes in the new 76 were a result of crossfire between security and some bank robbers, but that happened last year. 2 cases of malaria last month. Got reasonable internet though. for what that's worth. I'm out after this one. Hope this helps
  10. Worked on A/A++ for a few years mainly cracking in the leading edges due to impact. Recently an A had a textbook paddle crack, at Sikorsky for rebuild. Where i am now The B models cracked quite regularly, but we havent found any on the C's lately, even the 7000hr one. Cheers
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