Jump to content

Cry of the Wind

Member
  • Content Count

    96
  • Joined

  • Last visited

Everything posted by Cry of the Wind

  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
  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'
  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 tu
  7. 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 com
  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
  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
  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.....
  16. http://www.tsb.gc.ca/en/air/index.asp?section=2 This has some stats, no hours though. It has every reported accident/incident. Besides that I guess you can read all the reports...some good stuff in there if you're curious about how/why helicopters go down.
  17. Yeah cap, I've never know it to be anything else.... First solo 14, recreation license 16, private 17…commercial 18...airline transport...something else...
  18. Thanks for that. No degree for me but that of a pilot AME...hehehe...that kindda rhymes...
  19. Happy to help out another rookie like myself...if you do end up going Canadian Helicopters I may see you this summer if you come to Toronto's "International" Flight School.
  20. Exactly...a good example of this is at my father's university they now have a remedial calculus course for students to take going into engineering because the grade 12 calculus course doesn’t cut it anymore. What is the point in creating courses for high school students if they will have to waste time on remedial classes after they have already made the provincial standard? If the standard is so low that it is no longer useable in the post secondary institution it was designed to prepare students for why bother have it at all….
  21. Just got mine today here in Toronto ON, looks great!!!! The article layout is nice and the coverage on the Tsunami Relief was well done. I like the look of it overall and can't say there is anything I'd really like to see in it other than a rotor rookie section of sorts. Great job!
  22. jurjen, all the ages are the minimums for the license to be issued. That means you must be at least 14 to be allowed to go solo, for private license you must be 17 before they will issue it (which means you could do all your training and flight test when you're 16 but the license would not be valid/activated until you turned 17). The same way that commercial states 18 does not mean that you must be 18 to start, it means that you must be 18 by the time you finish or your license will be post dated to your 18th birthday. I had this happen to some people when I was getting my fixed wing privat
  23. Well for me the degree is within reach...unless higher math is involved....(my digits only go to 20....calculus tends to go higher than that.... :down: ) I see the problem in my school being that those who don't have the grasp of language and problem solving needed for university are still going, and will be failing or switching majors to something they don't want . This has happened in the case of some of my older friends and friends of my family. Just like people should be warned about the helicopter industry before spending the big bucks kids should be educated on what university is like
  24. No matter what you do your going to need a back up plan. For me I'm going to go as far as I can with getting a RW job....as for medical failing...if that happens I think AME sounds like it could be the thing for me...
  25. It's good advice no doubt. I'm going to take my go at making it in the industry doing everything I can to make myself stand out. I'm sure that's the attitude of every other low timer out there...I'm just overly self confident at this point and have the support from home that perhaps others may lack. I guess the only thing that will come out of this discussion now is that a degree will not help that much in the industry except for a slight distinguishing factor, but it could/will save you if you need to change jobs...its not essential but opens a few more doors...for those who want a bigger
×
×
  • Create New...