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Cry of the Wind

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About Cry of the Wind

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  • Birthday 06/27/1987

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  1. The number 1 reason given was more experienced crew were also sitting around. That I can understand and it sucks being the new guy on the team. I have also been told that after second consideration the job might be too hard for me to handle (location, weights and confined area sizes, etc). This to I can understand to a point but still tough when you were ready to go and pulled off and it might even just go back the first point that a more senior pilot is not flying either. If the company is slow then I agree that full time members get priority over contract which is also why I would rather not be contract in the first place. My biggest hurdle it seems is the black hole of HR haha. I've applied to all the companies mentioned and called most of them over the last few months and always get the run around by the front desk. Not trying to make excuses but I've tried to arrange face to face visits and told to talk to HR or submit online with no results. I got as far as an ops manager for one company and was told things looked good and then never heard back and had 3 weeks of unreturned calls. This is the part where I'm really hoping someone inside could tell me what goes through a helicopter HR members mind when selecting a resume for the second look pile. I'm really trying not to come off sounding defeatist or whining and I hope it doesn't sound that way. Just looking for general advice and seeing how things look from other perspectives.
  2. Well a couple people have sent me some tips on people who might be looking. Here is hoping I have just been having bad luck so far. Made it through 2008 with a job at least related to aviation and I am back there now in the mean time if nothing else. Are there any ops manager or chief pilot types (current or former) who have some advice for what to bring to table in conversion with them?
  3. Had the same issue where "No sign in entered" no matter what I typed in. Had to register for twitter to log back in here.
  4. Been a long time since I posted here though I have kept some tabs on this place. I think the last time I seriously posted here was back in flight school about 10 years ago. Well now I have a several years of ground crew experience and a couple thousand hours of flying time and I'm back with a new set of questions. I wondering how other people approach their pilot resumes and speaking with potential ops managers and chief pilots. I've been trying to be realistic with my experience and what I have done but it seems that this has left me with no work and no prospects. I'm not suggesting I'm looking to lie or pad my books or anything like that but a more positive way to spin myself that would make an ops manager take notice. All the jobs I have had were from word of mouth and recommendations from contacts I have made over the years and that seems to be running dry. Some backstory to base my question on. I am a little over 2000 hours total time rotor with about 1850 PIC, I have just under 300 hours turbine mostly PIC, 200 night hours and IFR. Most of my experience is in ENG and tours with some field work in the mountains as well doing geological exploration. Also for what its worth I am Canadian with no other countries license. With all that said an done I been finding it very hard to even get someone to talk to me these days about job postings or any opportunities. I took a few months off out of the industry after my IFR for some personal and family related things and in that time it seems the industry has slowed down to the point unless I am a 407 driver with drill move experience there is no need to apply. Currently I even have a contract with a decent sized company and PPC however my CP has told me to actively look elsewhere for jobs as he has nothing for someone with my experience level at this time and doesn't see anything coming up soon (I've been told to pack for and then be taken off 3 jobs since the beginning of May). So what would you do with my resume and is really all that doom and gloom in Canada? I've heard about working overseas but am at a loss as to where to actually find companies that are hiring who don't already want AS350 experience or that cursed precision long time that I have never been able to get.
  5. My instructor has already told me about loading up the machine with some stuff we have around the hanger, maybe even take some people up when doing dual cross country, I'm just not at that stage yet. Having him note it in the log book is simple enough. The solo hours are something I've never heard anything about. I have to do a bunch in the 206 anyway but I've never heard anyone say that it is useful to have solo turbine hours or not, or if it matters at all. COTW
  6. Since I have only one rich grandma I'm going for the 50/50 split of turbine/piston. That said if the option were there for 100 turbine would it really make a big difference compared to flying a robbie for the first 50 hours? When a potential employer is looking at your logbook and see there is 50 turbine hours there do they expect that this is all done with an empty machine or couldn't care less anyway since I'm just another 100 hour wonder? I'm just about finished logging my first 10 hours in a 206 and am wondering a bit about how an employer will look at my logbook. Do solo hours in a turbine make any difference either? COTW
  7. Cry of the Wind


    This info is good to know. I was thinking of getting the IFR with my fixed -wing license for cost efficiency (since I do want to fly IFR...that Canadian co-pilot at 500 hours is looking really nice from my perspective, and having met a few of their captains I have few worries about being stuck with a guy who couldn't care less about his left seat talking ballast). Another some what related question from me: Is an airline transport written something I should look about doing before even having enough hours to get one. The 500 hour co-pilot needs an IFR and airline transport written to be completed. Is this useful for any other job?
  8. Similar thing happened to me for my first solo flight twinstar. I land the glider after a dual flight and my instructor got out of the back seat and as I was about to undo my straps she said to stay put and then hooked me back up to a tow plane and sent me on my way. Longest 10min of my life! Hope your first solo goes well for you matt. For that matter I hope my first rotor wing solo turns out well next week (assuming stuck pedals come to me easier than autos)....
  9. Well with an incredible 8 hours dual I haven't had any yet :up: but it seems like listening to you guys it will be inevitable. One thing I noticed is many of your incidents occurred as higher time pilots. I'm curious to know if this is more a risk as a high timer in a high timer environment and it's just the employer of the low timer that keeps him outta trouble for the most part. Or will it be that in your first 1000 hours you're too scared to do anything to the helicopter and lose your job that you fly the safest in your life. And failing that there is no trend and they just happen when they happen.
  10. Thanks! Starting my R22 training next week...nice to see what makes them tick. Hopefully I'll get a chance to see that first hand too!
  11. Well actually come to mention it...I've got a data management project I'm working on right now doing that exactly. Using NTSB reports I can use the conclusions of the investigators to classify the accidents. It's a lot of work to read every investigation but the stuff I'm learning about crashes is incredible. Unfortunately the method for reporting accidents wasn't as good a few years back making it harder to classify those accidents. From what I've read so far.... pilots are bad for helicopters .... especially people like me ...(although the reports always blame the instructor for not providing adequate supervision during the crash flight). I'll post some of my findings when I'm finished if you want.
  12. Forty Five years .....they had planes back then??? All jesting aside I envy that flying experience, hope I get to make a claim of that many years of flying in the future cap :up:
  13. Yeah Rosco that was it. Fine I'll get going...tomorrow morning Air Canada to Vancouver.....hmm do we get to 30 000' on that flight.....
  14. I think I saw a show where they fired a gun from inside a plane that was pressurized to 30 000'. It didn't blow up or anything dramatic just put a nice hole and made a big noise though. Curious to see what would happen if it was really at 30 000', I think the pressure change would be a lot more dramatic if the pressure out side the plane and not just inside it were at 30 000' levels. Anyone out there want to try it for me???
  15. I've always liked that one...good to know you're flight crew are looking out for the safety of you're flight.....
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