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Swamp76

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Posts posted by Swamp76


  1. I have to laugh. I saw a reprint of this ad elsewhere and applied before even seeing this thread. Yes, I lack the 135 time (but nothing else), and am a Canadian too. I fail to see what got Gilles so riled up. I too can go off half-cocked: Ask all the questions you want but don't try to make our industry like yours!!

     

    I thought the rotation was perfect, not sure why guys are complaining. I'd love 3/3. Complaints about wages, I don't see anything in the ad?? Is it just an assumption or does everybody on here have inside knowledge??? As far as being necessary, they clearly look like the mins for an instructional role, so they should be tough to meet.

     

    BTW: his reply to me was just fine, I have no issues with him or his operation. Perhaps the new norm will be to blindly attack any ad you don't meet the requirements for.

     

    edited to add: yes, I have seized wing time too.


  2. OK, my votes are there, but like all these 'polls' the questions are biased.

     

    I do NOT think these umbrella organizations are a good thing. Helicopters are used in a huge range of industries and operations. Any 'one size fits all' solution is doomed to failure and the attempts to create a complex system will collapse under the competing egos, personalities and complexities.

     

    So A. I do not feel I need or want representation like this, but B. if it is forced upon me I will get involved because the risk to my livelihood by not getting involved is too high.

     

    The 'agenda' touted often on Vertical has been made clear: to negotiate (impose on me) the terms of my employment. Go away. I do that myself now. Wrap it up in all the talk of benefits, etc you want but like has happened in the past I expect the ultimate agenda will shine through. I hope I am proven wrong! As long as the 'association' remains just that, a non-profit source for information and general assistance, then I will be all in.

    • Like 1

  3. Like everything else involving TC, the CAME winds up having a lot of judgement, in addition to the 'rules' as published as to what is acceptable or not.

     

    Having had my share of medical issues in the past (amputation, PTSD, broken bones, arthritis, assorted tropical diseases, and so on) I was made keenly aware that everything you say to a medical 'professional' can impact your ability to feed your family. I was fortunate way back then to be employed with very good benefits. As a contractor things would have been much worse.

     

    The reality is that angst over confiding to the doctors is a real concern for many professionals. I would also advise talking to a professional if there is any concern, but then everyone else in the support system has to realize how difficult that decision may be. Another good case for having good STD, LTD, EI, etc benefits to allow people to have confidence they aren't risking destitution.


  4. I almost hate to add to this negativity-fest, but what the he11.

     

    1. Advice I have given before: Know your job, and do it well. Do not spend every day trying to do the next job in your career plan. It will come if today's job gets done well.

     

    If you are a 100-hr pilot waiting to fly, don't tell everyone every day how bad you want to fly. They know. Just do your work well.

     

    2. Best advice I've received but seem unable to ever follow myself:

     

    Head down, a$$ up, graze in the middle of the herd!

     

    Good luck


  5. Rewriting the rules for the lowest common denominator is what is wrong not just with government, but this industry and our whole society. As was said before, no matter what the rules are at some point a pilot will have to learn how to man up and say no. Does anyone think that rewriting the rules to protect them from this is a solution?

     

    As others have said, without a direct connection between accidents/incidents and fatigue, a drastic rewrite of the rules in such a draconian manner is not appropriate.

     

    For example: 1200 annual down to 1000 annual is ok because nobody flies that much. Really, that's a reason? Or an excuse.

     

    Another: Reducing FDT according to sectors, but a sector is an airline term being applied to a completely different industry. Is the act of taking off and landing that much more tiring than staright and level, or a low-level survey, or long-lining? Give me a break.

     

    Until there is a credible study done that looks at our industry, then it's just opinion and hearsay.

     

    As far as labour code, most of what we and our employers considered flight duty isn't even considered work, so there is absolutely no alignment to be had there. That research I've already done.

     

    The ultimate rebuttal, for me, is taking advice on duty times from an industry (medical) that routinely puts their own people on duty for DAYS at a time (24+ hr shifts), in conditions we would not even consider, and it is just the way it's done. These people are then making life and death medical decisions, but we wouldn't be let near an aircraft.

     

    Whitestone, I'm not really trying to make a personal dig, but I believe from what I've read on here elsewhere, you are new to the business. I say this because many things have improved over the years. Even in my few years I've seen more equal time rotations vice 2:1 or worse, more flexible rotation times, and an overall understanding that a work/life balance is a good thing.

     

    These improvements came from supply and demand, market forces, and changing societal values, not the CAR's.

    • Like 3

  6.  

    Thats how its done in the air force and at the end of there training, 15 weeks later, they are good pilot..

    No. Prior to seeing a jetranger they have significant fixed-wing flying and exposure to IFR. Months, not weeks, and a graduate will still need training on their operational type, then significant trg on sqn.

    • Like 1

  7. Another interesting read! Did management know or not know the documents were false?

    It apears that even if they did not know they were false, they were still responsible!

    The surviving pilot was NOT indicted for using the false documents.

    If you posted this then you obviously didn't read the NTSB report.

     

    http://www.ntsb.gov/doclib/reports/2010/AAR1006.pdf


  8. It is undeniable that the appropriate use of simulators will enhance helicopter initial and recurrent training. The key will be to ensure that the the right simulators are used.

     

    My own experience includes over 200 hours in the front seat of various sims over the years and a similar number in the back.

     

    A reduction in cost should not be the only force pushing the use of simulator technology to achieve training and checking goals. Many of the higher level FFS's are approaching the cost of flying the aircraft but the realism of training, ability to simulate failures that are impossible in the a/c, and the ability to take the exercise to its conclusion without risk to the occupants still make them worthwhile. And I would argue, worth more than many cheaper alternatives.

     

    That is not to say they are the only, best option. Limited cockpit and aerodynamic realism is required to teach CRM, crew concepts, or to maintain intrument familiarty for instance.

     

    Finally, the use of "training switches" in the a/c which allow the simulation of engine malfunctions in the flying a/c are an incredible training tool. The best OEI training available, in my opinion.

     

    Ultimately, look at what you are trying to achieve when choosing the best (not always cheapest) simulation to use.


  9. Quite a good read. He is a good writer and I agree that anyone thinking about going there needs to do their research. This is not like going up north.

    I agree. A good part of that has been written earlier in this thread

     

    Too many people, pilots/engineers/etc, show up in these locations first and then realize where they are.

     

    I remember the new-hires in west africa getting off the plane, looking around, and getting right back on. That isn't as easy in a war zone.


  10. Just remember, in the mad rush to chase all those opportunities to get into a medium/heavy, that this is a war zone. The reason the customer wants 2 pilots isn't to read checklists, it is for redundancy. 90% of the flying is boring shuttle work, the other 10% isn't.

     

    During our time here there have been tours where there is almost no incident on the base we live in. Other tours the rockets/mortars come in daily/nightly for a while or just the odd day.

     

    Things explode in the city around you and the IED's are real. People you get know go out and may not come back.

     

    The bad guys will shoot at a helicopter, especially when it is parked.

     

    I won't say do not take the job if it is offered to you but make yourself aware of where you will be going and what you are doing before you commit.


  11. After having one of the longest threads on record here this topic has gone very cold. How is going over there for CHL, any stories or pictures to be shared. Continued safe flying to all on that job.

     

    CHL has issued a gag order to its personnel over there. Makes sense from the position of not giving away sensitive information but I'm sure it helps recruiting too.

     

    It's a war zone, very risky to forget that.

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