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go coastal

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Everything posted by go coastal

  1. Coastal is right on the mark. :punk: Here a couple of other things to think about. As a past instructor, I always found that the students who fully applied themselves to flight school did the best. That is to say that those who could afford to quit their days jobs and treat flight school like their new "full-time" job came out ahead in the end. Flight school is not rocket science but there is no doubt it is an easier task if you don't have to worry about being at work for your shift right after your flight or ground school class. Please don't get me wrong, it is completely possible to get through it while holding down a job, but if you have the luxury of choosing not to work for the 5 or so months it will take you to get your license then you will be doing yourself many favors in the end. Note; Luxury is the key word. The only other thing I would suggest is to consider training near where you someday hope to have a flying job. This is not always possible and it certainly is not a guaranteed way of getting work in that area but it should help out a little bit if you are familiar with the general area and terrain. Some people will probably discount this thought but it makes sense to me to become familiar with the terrain, weather, operators, and job opportunities in the area while you train. On weekends off you can do "mini" road trips out to various companies and introduce yourself. You never know when they might need a new pilot and if they have already met you, you will be one step ahead of the game. You can also take the opportunity to ask other operational pilots how they got their start and what they would suggest for you to try. Almost always a good source of advice. Good luck with your decision. It is a big one so don't rush into it and don't forget to have fun too. go coastal
  2. "Too bad Dave Fergussen left for Bell, cause if you could get on with VIH the course up in Rupert is also very good do't know who is teaching it now???" VIH usually does their Mtn. course in Blue River these days. Sean Fudger and Jason Shaw are the instructors if I am not mistaken. gc
  3. T.Q.N. I think that's actually a 205 in your picture. It does not have the pointy "212 or 205B" nose like the 210 is supposed to. I'm not sure though. ????? gc
  4. Its a bit confusing for sure but it mostly all depends on the length of the contract. For example if you are on a short term 3-day hire with B.C.F.S. they pay 4 hrs a day averaged over the three days. This means that you and your company get paid a min of 12 hrs. If you fly over the 12 hrs you and your company will both be paid. Where it gets frustrating is if you fly 0 hrs on day 1, 4 hrs on day 2, and 8 hrs on day three, you (and the company) still only get the 12 hrs. And therefore not 16 (like I am sure we all wish). If you are on a long term contract for say 100 days, then you will usually get paid the average over the length of your shift. i.e a 30 day shift is good for 90 hrs (if you are on 3 day mins). It doesn't matter if you fly solid 8's for the first 11 days of your contract and then sit on your butt for the remaining 19 days, you still only get 90 hrs. What sucks is that it took you the last 19 days of your shift to earn the final 2 hours of your flight pay! Whatever the case, most companies are unlikely to pay you for any more flight hours than they get paid for themselves. One other sucky thing that can happen is for the user agency (again say B.C.F.S.) to continue extending your contract to use up your averaged mins. They won't fly you but by doing this they get to hold on to the machine without paying any more for it. As long as they keep extending the same contract they hired you on, the averaged period keeps getting longer and longer. Your three day averaged initial hire can get extended by another three days and so on... So this means that if you flew three 8 hour days in a row, they can then sit you for another three and not pay you a dime extra, while still holding on to the machine (which they often like to do in a bad fire year). That way no other province can grab the machine. Confused yet? I know I am. gc
  5. John Moore, In my humble opinion, you have long ago lost your last bit of CREDIBILITY on this forum. :down: Do yourself and all of us a favor and refrain from posting here unless you can begin to add something worth while to the topics. It is painfully clear to all (except yourself I guess) who read your posts that you have an axe to grind with the heli industry. My suggestion to you; learn to be objective and constructive or please move along. go coastal
  6. Uh Jonh, I think you might want to re-read my post. No mention of vomitting is made. I am talking about some overgrown Euro with a smile from ear to ear dropping a rather rude and very intentional gas bomb in his ski pants. For the record, I am a very considerate pilot who makes every effort to fly in as smooth a manner as possible at all times. I have often been heard saying to customers, if I am doing my job properly they should be able to forget that they are even in a heli due to smooth ride. Man, people sure make some HUGE assumptions on this forum. I mean how did we go from how to stop intentional farting in your helicopter to "you must be a Hot-dogger with no skills and no thought for the passengers comfort if you are making your passengers sick" ????????? gc
  7. OK, you're right. I guess I am hanging on a little to tight on this one. Retaliation it is. If you can't beat em, join em! gc
  8. Maybe your right. Perhaps I should loosen the grip. Still, the idea of sucking back someone else's fecal matter, airborne or otherwise just doesn't have a lot of appeal to me. gc
  9. Who else thinks its totally disgusting and uncalled for when a passenger drops his/her guts in your heli? :down: It seems that for some reason, the odd passenger feels it important to save up a particularly wicked brew and then let er go just after lift off. I just can't seem to think why this would be thought of as funny. I for one can't imagine walking into someone else's stuffy cramped office and feeling that a nice ripe fart is just what is needed! So why do pax feel that this is acceptable behavior? In my experience, its usually heli-skiers that are the most likely to offend. Has anyone found a way to stop this from happening? Beer fines? Threaten to park the heli for the rest of the day? Comments? Suggestions? gc Oh ya, and before you suggest it, its got nothing to do with the flying! Normally it occurs when everyone is on a full stoke and just loving the day. Smiles all around and vertical feet just stacking up.
  10. Don't qoute me but I think the R22 has a max take off weight of 1370lbs (it's been a while). If you go from there, take away the student's weight, the instructor's weight, the machine, and oil, what you have left is for fuel. Not much if the student clocks in at 240lbs. Max take off = 1370 ( I think) Instructor = 190 ish? Student @ 240 Machine with oil is around 870lbs I think? If my numbers are close, that leaves 70 lbs for fuel and everything else i.e. survival gear, winter jacket, etc. So in other words it doesn't work too well if the student weighs in at 240. You will just leave the barn and have to turn around for more fuel. Weight and balance also becomes an issue with that much weight at the crew station. That being said, I know it has been done before. Robinson includes the 240 per seat limit due to the compression and crashworthiness (sp) of the pilot and co-pilot seat. Hope this helps. gc b.t.w. At max gross that thing auto's like a greased crowbar. :shock:
  11. This one may take the cake, you be the judge... I was at the Elbow River Fire Base in Alberta on a long-term Fire contract and things on the fire front were pretty slow. So the ASRD had us doing odd jobs to fly of the minimums. I was told one morning to grab my longline and head off to Kananaskis Park to do a longline job for the Parks Dept. I had this sneaking suspiscion that it may be outhouse barrels but figured what the heck, its better than sitting around doing nothing. I had done the same job for Parks Canada without incident so I really didn't give the whole thing too much thought. I arrived at the staging area and shut down to find out the details and do a safety briefing with the crew. As suspected, it was going to be a barrel-job out of a remote camping area near Kananaskis Lake. After the briefing one of the crew made a point of saying that they were glad they had a "coastal" pilot to do the job as they had heard great things about guys from out west. I thought to myself at the time " I don't think coastal pilots are any better than anybody else and holly crap what a jinx." Anyway, we fired up with two of the crew on board and headed for the camping area so that they could get set up. Once on the ground, they made thier way to the out-houses and I hooked up my line (100 ft.) to be ready for the first move. After a short while they called me on the radio and said they were ready to go so I fired up. I lifted off without incident and put the hook right in the hand of the ground-crew waiting with the first load (off to a great start). On the short flight back to the staging area I was thinking about the trailer that was to be the final destination for the loaded barrels and trying to remember how big it was. I will admit that at this point I was starting to get a bit nervous. My last shite-barrel job had gone well but in that case the barrels had been sealed with lids just in case the unthinkable happened. This time they were wide open up top just waiting for their opportunity. On short final I slowed way down and brought the load to a hover. Only a few more feet to go... As the barrel aproached the trailer I realized that I was about six inches lower than the guard rail so I brought in some power to lift the load. In reality I was probably about 18 inches lower because as I brought in the power to bring up the load, the extra oomff gave the load that little pendelem swing at the botttom and provided just enough inertia for the barrel to go over upon contacting the trailer. At this point things got a little bit ugly but I do recall watching the barrel go over in slow motion and saying to myself "No, this can't actually be happening, no way, this is just a bad dream!!!! But no, as you guessed it, it was more like a technicolour dream and the poor ba##ard on the ground near the trailer was ankle deep in shite to prove it. I didn't know whether to land and help out the poor bugger or just get going and get the rest of the job done. It was only a two barrel job but so far I had had a pretty ugly misfire. I did end up finishing the job and then landed to talk to the ground crew member. As I was walking over to the scene of the crime, the wave of stench hit me like a sledge hammer. I will never forget that smell and to this day I gag when i think of it. The guy on the ground was fine and actually very good about the whole thing. I felt terrible though and just didn't know how I could ever make up for this mistake. On the flight home I decided that the least I could do was get him a new pair of hiking boots as the pair he had been wearing were surely toast. Karma cought up with me quickly as that night while I was driving in to Calgary to hit the M.E.C and grab him some new boots a cop cought me speeding and handed me a $350 fine. All in all, with the boots and the speeding ticket the mistake cost me about $600. It also tought me that no matter what you have done in the past, there will always be something around the corner to humble you. I hope you have enjoyed my story. It isn't that fun to fess up to this happening but I am sure there is something to learn in it all. #### happens! Keep your Barrel Upright! gc
  12. In the past I think it was quite common to go out for the odd day. I hear there was a lot of abuse of privelages that took place though, i.e. guys leaving the hanger before the a/c were ready to go in the morning just so that they could get ready to go skiing. Also, being last off the hill and late to the hanger for the afternoon D.I. was never good either. In addition to this, I am sure that companies had/have concerns about employer/employee liability not to mention the down time if you get injured. This is what I have been told about skiing on days off or while not required for other duties. Hope this helps. gc
  13. Other than the heli-logging guys, (Hayes, C.A.C. etc...) the only company that I have ever heard of that sticks to a two and two for their drivers and wrenchs all year long is Alpine. But then again, that is only for the pool guys. The base guys are still two weeks on and on from what I've heard. gc
  14. helifarmer, I sent you a PM. Did you get it? gc
  15. Does anyone out there have a PDF of the Bell 407 Manufacturer's Data Section of the Flight Manual? The 407 Manual download on electrocution.com/aviation does not include this valuable section of the flight manual. Any help would be appreciated. Thanks. :up: go coastal
  16. I think 2003 was the last year that he hired a "school" pilot. I know he still has three pilots working for him that trained at E&B. That is where I got my start too, but I haven't worked there for a few years. I will always be greatful that he gave me my first job though.
  17. That is a good question too. Things are changing quickly these days. It almost seems that no matter where you train, if your timing is right you may just walk into a job. But... it is still to early to count on that so you are on the right track with your research into job placement vs. numbers trained. In the past E&B used to hire one or sometimes two new pilots from their ground school each year. I don't think this is still the case but I do know that if Ed is going to hire anybody it will likely be someone from his own school. Just like all the others, he likes to pick from a group of people that he already knows. Most helicopter operators are big on appearance, work ethic, keeness, personality, ect... If they have 5 months to get to know you while you train then this is a good thing for them and you. They are not taking such a big chance on you that way. (Sorry, I'm going off topic) Great Slave seems to hire a few of their students too. As far as Canadian goes, I just don't know. I do know that they are hungry for pilots right now. I can't think off the top of my head who else has a operation/school. One common thing you will here from heli pilots is that if you want it bad enough it will happen for you. I know some out there will have many stories that say otherwise, but I do feel that "where there is a will, there is a way". With this in mind, it is not essential that you train with an operator. Most schools are well know and well conected throughout the industry. The same thing goes with them; if they like you they are usually willing to go to bat for you and find you a few oporrtunities. Its good for their schools rep and also good for you. Even if a company does not have a school or hire low timers, there is almost always a willing individual around who will take the time to help you in your search. Operators have their ear to the ground even if they don't need anybody themself. My own mentor in the heli industry is a guy who I met before I started training. I made a point to stay in touch with him and he has been very helpfull to me throughout my career. He has nothing to do with a school and works at a high-time base but he still knows what is going on and is very willing to offer his opinion if I ask for it. Anyway, being just one of a large number of keen low time pilots, you will have to find a way to make yourself stand out. If you are just another in the long parade of low-timers coming through the door, most C.P.'s and owners will soon forget you. But, if you don't work there how can you expect to stand out in a 5 minute face to face first meeting. This is why training with an operatoior is a popular option. But even still, you will likely have several other fellow students that will be pushing hard for the same position. So it will then be up to you again to be the chosen one. Most schools won't let you on the hanger floor anymore so cleaning windows, sweeping floors or washing machines isn't always an option. That used to be a great way to show you were driven. Oops, I have to go flying. Will post agin later...
  18. This is a very big topic as choosing a school is a very big decision. Which school is the best one depends a great deal on who you are and what you are looking for. As you can imagine, all schools have their own specialties. This is largely to do with the CFI or owner of the school and what they think is the most important aspect of training. That is why I suggest doing a road trip of possible flight schools before you make your final decision. If you are so inclined, take a "Fam" ride with the instructor. No matter where you end up training, all fam rides can be counted toward your final license providing you get the instructor to sign your P.T.R. for that flight. ( be warned that the school you finally decide to train with may not like it because it cuts down on their revenue for your overall course.) Back to choosing a school, some decisions are easy. For instance, if you hope to fly in B.C. then train in B.C. It just makes good sense. If you are ****-bent to fly on the coast, then train with somebody in Coastal B.C. As you can see, things get narrowed down pretty quickly if you know what it is that you are looking for. I should mention, even though its pretty obvious, that training on the coast by no means ensures that you will end up flying there any time soon. It will however get you used to flying in that environment with regards to weather, terrain, confined areas and so on. This holds true for training in Alberta, the N.W.T. or Ontario for that matter. But just because you train out east does not mean you will not get a job on the coast. Anyway, try to train where you hope to one day fly. Back to school "specialties", some put a huge emphasis on books and ground school and others are more operational. Some are tied-in with an operation and others are stand-alone. One benefit with training with a school/charter operation is your exposure to the "real" flying world. You will be able to watch the line-pilots come and go on their daily missions and watch what weather they choose to fly, or not fly in. You will also see that most employers and customers put pressure on pilots to get the job done. This is where you should be careful. Make sure you don't think that because somebody went flying that it is necessarily "good" to go. You are bound to see some "good things" and some "bad things" when training around an active operation. Talk with your instructor about what goes on and you will learn a lot about the industry. On the down side, operator/schools don't usually put the same emphasis on ground school. You are more likely to get a more thurough groundschool at a company where the instructors are not also having to juggle training with operational flying. Instructors that train for flight schools do it for their profession and therefore take it very seriously. You are bound to benefit from that dedication. As you will see, there are many machines used for training in Canada. There are even more opinions about which machine is the best for training. Again, each has its own benefits and downsides. Overall, it is your instructor, the terrain around your flight school, and what your instructor's background is that will have the biggest effect on training. In addition to all this, there is always the financial aspect. You may already live near a flight school and therefore have a cheap place to live while you spend close to $50,000 on your career. If at all possible, treat flight school like a job. Go every day from 8-5 and be serious about it. If you feel after a while that ground school is boring you, maybe you are choosing the wrong career. This is after all is the subject which you are planning to be involved in for a career. If you can't get serious about learning every aspect of flying helicopters (ground school included) then your going to dislike flying for a living. Flying is a constant learning and training process. Your career will be filled with paperwork, exams, training, and re-training. I was an instructor for 3 years but no longer choose to work in that sector of the industry. I do still try to help peolple out with this large decision when I can though. I have nothing to gain from wherever you choose to go to school. I hope that my post adds some more information to your decision making process.
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