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Everything posted by TopFuel

  1. I am not questioning the amounts, being a conversation. That is wide open, and why the government sets rates. This topic is not limited to aviation (pretty small sector), but all aspects of people who "work away from home"! What I am questioning, is the thought process of people expecting their per diem to cover every bit of food (and beer) that they eat, and the cell phone, and on and on. I am not an employer or even a manager. I do agree that there are companies that do not have high enough per diems, or that are not meeting government numbers, but I also questions some peoples concept of per diems.
  2. I thought a per diem was meant to "top up", what you would already be spending at home to eat....because you were away from home, thus not cooking in your kitchen, but rather having to eat at a restaurant. So $20 breakfast, $20 lunch, and $50 dinner....while complaining, kind of sounds like you are expecting the company to be paying for your entire meal while you are working, instead of making up the "difference" of not being at home, or in a normal job where you eat breakfast at home, pack a lunch, and go home for dinner. Am I missing something?
  3. Corrected.... i was referring to the Tilted seat, option.
  4. Question... I was lead to believe, that you have to have the seat forward in the rails (at least half way) to clear the b pillar. If that is true...I'm guessing 75% of the guys I know, could not use it. Maybe that's why they are not popular (waste of money)?
  5. Well said sirlandsalot! The irony is, the guys without the mountain time (course) are typically the ones that don't think it is a big deal. The course should be not called "flying in the mountains" but rather "landing in the mountains"...or "operating a 150' long line at 98% TQ in the mountains ". Flying "through" or "around" the mountains, is not why you need to be humble and really have you Sh*t together. "Working" within the environment, in the changing weather, the and the DA with high winds, is why!! It is NOT comparable to any other environment, so be humble and don't try to pretend it is. 90% of the time you can get away with "figuring it out"....the other 10% should be mentored by chief pilots, instructors or other experienced pilots. The point is, its the 10% that is what is going to get you (and likely a group of pax) some day. In my opinion....the more experienced you get, the 10% rarely happens because you have already used your PDM to abort or not even get close to a situation that you don't want to be in. Im not advocating 20 hours....but there is a reason they came up with that number. That said, 5 hours is not going to send you heliskiing. Get some training, read the books and then get some exposure with the help of people that are positive.
  6. According to the official statement!...Hobbs is what goes in your log book and what goes in the journey log. Black and white. If this doesn't agree with you or your company ideas about, fatigue, rest, flight and duty....make it an internal SOP to adjust your "internal" ideas on how to deal with your confusion...but the legal transport rule says Hobbs.
  7. The official statement seems pretty black and white to me ! Log books match Journey log.
  8. What you are flying makes a big difference in the results you achieve. I have a full boogey David Clark with the remote battery pack in my 250, with Oregon aero kit. When I do use it (rarely) I really need to get the ear ups snugged up, to make a good seal. As soon as you put your head out the door (break a seal) the ANR losses its frequency...and struggles to cancel. So...doors and windows closed looking ahead. Astar ,407... Small luxury. Anything 2 bladed....I carry spare batteries, because there is such a difference, it has become a must. Mediums...depends on #of blades, how much tranny noise, and if the bloody window stays up. I'm too busy to listen to music...or talk on the god **** phone when I fly (PDM!)...so I have no comment on that performance.
  9. I just opened my Vertical 911 that was on my desk. Quick flip through and found.... Aviation Specialties Unlimited - NVG Training, Boise ID Flight Safety International - EC135 Training, Simulator, Dallas TX Metro Aviation - EC135 Training, Simulator, and NVG Training - Shreavport LA If this TWF is not a business/financial decision, then why not use the same training programs the other industry leaders use? Because they are competition? Perhaps. I am not sure how STARS got there program going, or the RCMP, or the other operations using 135's and/or NVG, but I doubt it was going the cheap and easy route. To say that..."they are government"...and ... "not fiscally responsible to costs of operating or training"...is exactly what Gilles is eluding to. This proposal is for monetary gain! Train some Canadians, they way everybody else has, and then build your program from there. There is plenty of resources there to utilize to achieve the level of flight standard they are wanting. At a tariff of $7900 per hour, there is obviously a business plan somewhere. One of my favourite sayings....."If you are going to run with the big dawgs, you cant piss like a puppy!"
  10. I think Eurocopter, has a training program, and training pilots, that frequently travel to Ft. Mac for other companies training.
  11. http://www.bladeslapper.com/content/bb/viewtopic.php?f=5&t=8790 bladeslapper is the Australian version of vertical.
  12. Not to mention....the alpha is the biggest helmet ever made!! Gallet with the dual visor removed...is about the smallest profile you can get. It would be inches smaller than an alpha. I had a gentex and got rid of that to go to a gallet. NO issues now.
  13. I agree with what you are saying...but disagagree with the situation. The clients are dictating hours, not insurance companies. What is a company supposed to do with a 100 to 1000 hour guy, when they can't work as pilots? That is an industry problem, not a company problem! And company "a" needs to fly for the clients to keep his other Canadian EMPLOYEES working. It is cunundrum for sure! A low time pilot must also take some accountability as well...for engaging a career as tough as this. Survival of the fittest...or smartest, hard working with a long term plan! those are the guys with the jobs.
  14. I am just tired off hearing high time guys complaining why, they don't have work (that they are accustomed to)!!! They don't have work...because some kid in the oil patch with 1000 hours, has taken his job!... And realistically, those are the foreign pilots that everyone is talking about. I don't know any 1000 hour Canadian pilots that "should" (because they are not rejects, previously discussed!) have a job, that dont! Calling a spade a spade!
  15. Even tho the B ticket welder is qualified to do the job? If the B ticket welder is willing to work for the C rates that's a different issue, however if the position cannot be filled but there is a qualified person to fill the job and money is the issue, That is all I am saying...in respone to Shakey's post about all the "High Time" guys, that he knows about, that do not have jobs. If "welders" were "doctors"...I am sure you would want the government to have a program to look after you and your kids living in Ft. Somewhere....you cant have it both ways!!
  16. Free Fall, You are saying exactly the same thing I am saying through out your entire response! ..."Pilots are like any other job. From an employers point of view they are only worth as much money as the going rate for that specific skill level." If you are flying from lease site to lease site...are you going to pay and High time drill Pilot to do that? Is a High time drill pilot, going to accept the salary of lease to lease job? Not likely! I do not see too many 7,000 hour 212 drivers getting off the boat to go take a Canadians pilot job. One of the contirbuting factors is...there are not enough 1000 hr. Canadian pilots to fill the existing hole. I am not saying there is not an issue with certain operators...but there is a fundamental difference to "cheap labour" and foreign work policy within Helicopter VFR flying.
  17. An observation, vs. a statment... The VFR helicopter industry is just a business. Like all other business, it is getting very competitive in these times. Rates lower to stay competetive, and hours are fewer and far between. The Canadian market has too many machines and not enough work, that is a fact. In these down turn times, how many of these un-employed "experienced" Canadian pilots, are willing to take the pay cuts to reflect the industry, at this time? A lot of the problem, is not the foreign workers, or the Companies hiring them....it is the mind set of the "wanna be" airline pilots salary/rotation...minded, bush pilots, that are really just employees in a business. A lot of these guys are not accepting the facts, they are still living in the "golden" days of good contract years, and shortages of machines and pilots. Look at the rates...and put your $100,000 salary in there, and your 3 on 3 off...and come up with a sound business plan (because it is just business). Stop complaining or go into business yourself, and see how you go. Said company is needs a pilot...and this is the salary. GO Canada! Just sayin...
  18. Like I said...about 3 or 4 that are not medivac! My point being,,,,it is kind of tough going for that good job, and you arrive un qualified because you can't get a check ride (ppc) until they hire you!!
  19. I am also lead to believe...transport now says, that to have a a ATPL qualifying (twin engine, 2 pilot) PPC ....you have to be an employee of said company. If true, that narrows it down to .....um, medivac, and about 3 companies in all of Canada. Does that sound right?
  20. FYI AS350 B2 VEMD Sup. 0=>5.1 , EDIT RN3 , April 08 (which is the current revision) Manual Issue Date 23/08/2010 4.3.2 Engine Starting yadayadyada... 7. FFCL..............Adjust to 67% < ng > 70% yadayada.... 4.3.3 Run-Up Check 1. All necessary systems ON - TEST 2. Hydraulics Checks..... *When engine oil > 0 degrees C 3. FFCL ...............FLIGHT detent, maintaining a constant rate of rotor acceleration. Not assuming this was what happened. Just informing everyone as we dont want to see this happen to anybody.
  21. Getting back on track, B4...jury is still out. Guides and skiiers love it. Pilots so-so. Windows (lots of them) fog up when it gets really cold. Hot sweaty skiiers get in and open up there jackets! It uses an standard AStar mixing box and unproven hosing to get the hot (by then not so hot)bleed air to defog. Eurocopter is still working on it. Pitot tube is on the belly...so issues may arise from that in crunchy snow. The C of G vs. Fuel ratio doesn't allow you to run the 3 pax up front with any kind of altiude (safety margins) as you have to carry more fuel and not allowed to burn it off to empty, so you are back to 2 pax in the front jsut like a B2 (but on steroids), The $$ ## dont work with a 3 million dollar 6 pax machine. Basket is using the hook hard points so it is a big deal to change over for any fuel slinging ect. That said...it is a cadilac for the clients as far as space and comfort go. Fenestron...just go a little slower and a stay into wind, on the way to the stakes!
  22. Gold Member touched on the 5 knot updraft equalling 500 fpm. The exact opposite is also true on the down draft side (which can be a little scarrier!). There will always be pads you need to go to on a slight (5 knots) downdraft. Your are marginally heavy but well with in a comfort level. Your approach may be all on the money 100' fpm...nice and slow (but not to slow) and you try to stop the decent prior to the pad, and realise that you have to arrest a 600 fpm decent!! I was shown early on...how to "climb" into a pad on the downdraft side. One of the best lesson I have learned so far. Thanks Raynor!
  23. Based on the Cars...the aircraft is to be moving under it's own power (not have blades turning, but moving). Airplanes taxiing is why they seperate flight from air. I agree wit rotor Gypsy. Some of us are getting left in the dust by guys claming "running time" while sitting on a lease sites. Question for RTR and the guys on the engine running part. If you are hot fueling, are you flying the machine? If I dont even need to be inside the helicopter to log time I am going to go work with Conrad at Helijet and log 500+ hours a year on the 76!! My 2 cents.
  24. I was also reffering to the Canadian guys as well...are the blades turning??...is the engine running??...are we billing the customer???...am I on duty??? kind of time building!
  25. The bigger question for the new guys should be... How many hours are you logging vs. how many hours are on the hobbs meter? You will get some very interesting answers!!
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