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Blackmac

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Everything posted by Blackmac

  1. Sorry for the confusion I seem to have created, I guess I should read my SMS manual again. Maufacturers are responsible and can be held responsible for what ever they provide and sign in writing. After you crash and the TSB finds out it was due to the wrong oil in the main or tail rotor gear box, your Insurance Company is going to be very unhappy and I beleive you will be also. File an emergency A.O.G. to TCCA and a copy to the Manufacturer. If you believe that you are going to get a consensus of opion on this site you are really dreaming, you are probably the first person to beleive this is a learning site, welcome. You should call AirBus in Fort Erie and ask to speak to the CEO and not the support staff. Put exactlly what you said originally in your post and a copy to your Insurance Company and explain to the CEO that you are in violation of ICAO and TCCA regulations for not adherring to the RFM. Advise the CEO that you will be seeking compensation for lost revenue.
  2. Not sure, but I would say the 406 is not FAA approved, hence military parts and not commercially available. Canadian owned 412's Griffon's are off the shelf FAA approved machines, modified for military use and can be sold on the commercial market after modifications are removed. The original (212) were military a/c owned by the US State Department returned, refurbished and sent to Columbia. The Canadian Government got back the original cost $400,000.00 per a/c. 🤑🤑 Don
  3. I still can't understand why people get on this site to ask another person(s) for information on something that effects the Airworthiness of an aircraft, I personally, would go to the source, the Manufacturer. Shades of the days of loosing the lateral control on an S55 with the servo freezing up below 30 degrees *F, the servo was behind the air intake for the main xmsn. Bell 206 originally had hydraulic fluid in the M/R blade grips, what a mess on the head with leaks. Bell cured the problem by allowing the grips to be filled with grease, 30 below temp, cyclic would freeze sitting on the ground.
  4. With Japanese english accent (you some crazy guy, but good pilot).😁 Don
  5. After 70 pages of "Hogwash", why are airlines using miles that never change, between A & B for log book enteries converted to air time, depending on the knots of the particular aircraft. Mileage Rate has been accepted for Fixed Wing aircraft since tariffs came into effect. The only rate that is in question is the hourly rate charged by both Fixed Wing and Rotary Wing aircraft. The only charges applicable is when said a/c takes-off and returns for it's final landing. Manufacturers have stated that there is no STRESS on any a/c idling on the ground or taxing. Air Time (Stress Time) is the only time to be entered in the Technical Log. As I have stated before operators have control of "Air Time" which becomes a cost factor in relation to the life of the a/c and the components attached. When doing an Audit its easy to confirm the invoiced hours against the Tech Log entry are the same. Flight Time is only applicable to aircrew and has nothing to do with overhaul or life of the aircraft or components. When I was Audting on behalf of PWGSC (after completing a Transport Canada Audit Course) I visited just about every opertor in Canada doing business on a contracting basis with the Feds. I also worked with Export Development Corporation and USAF Audit Team from Scott Airforce Base, auditing all Canadian Airlines doing business transporting American contractors or personnel. One thing the USAF taught me was if they were not happy a company, they were put on notice and not used. In actual fact one company was put on notice after they had been visited by Transport Audit from Moncton two days prior to our arrival. Needless to say they were slightly embarrased, when I informed them of our findings. The whole system of Transport Civil Aviation needs a complete overhaul and get some people in there that care about avaition and not writing a two page memo on something that can be said in a paragraph. Use the "KISS" principal and enforce it
  6. It's a very interesting question and I beleive an opthomologist is the only person that can help you with that question. Your eyes are a function of what your brain tells you at the time of observation. I personally prefer yellow in flat conditions. When landing in tree lined vertical decent, I take of my sunglass's (green) as I lose accurate decent info. If you are landing in a flat area where there is snow or sand, use the pinnacle landing approach, minimum speed and collective until touchdown. Gradient lenses don't respond fast enough, IMO. Only you know what your brain tells you. INMHO, Regards Don
  7. I met Lance and brother numerous times when doing Audits for Parks Canada, related to search and rescue and checking out Pilots. I don't remember his brother's name, but Lance was an A-1 guy who did'nt beleive in BS. Him and his brother took over the operation from somebody else who was having a rough time. Dave White (Pilot) also lived in Canmore, I worked with him in Sudan. RIP Lance and condolences to family and friends in Canmore. Don McDougall
  8. There are usually two types of contracts, Fixed Contracts for a certain period on a sole use basis, or Standing Offer Contract on an as and when required basis. Normally both are for a period of years with provision for extensions as stated in the original document. How BC Hydro does their contracting is up to them and they have recently gone thru a shake up in their operations and became extremely safety aware and require Pilots with prior power line experience in the mountains. I would suggest you give them a call and get it from the Chief Pilot. Don
  9. There is no restrictions on a pilot being 5 feet tall, you still can't see over the instrument consul on a 206B. Should you happen to get a remark or whatever from an inspector, tell him to put it in writing and justify it.
  10. At that altitude, weight and temperature, I would use the holy Shyte Graph and hopefully you have a level surface to land on!!!!!!😱 Have fun,Don.
  11. Does know what happened with Dean Bass or heard any rumours or is it all top secret?????? ✈️✈️
  12. Maybe Discovery will kiss arse and get financed by the Feds and buy GS back. Seems to me I forecast this when it was originally bought by Discovery. It's only taxpayers money and X military types think they have all the answers. Live off the taxpayer when in the military, retire and double dip at a government sponsored job. Nice Life. Keep flying in the Wardroom and telling stories of how great you are.✈️
  13. INMO: Go for your commercial licence, for the tax reduction. You will spend that amount to gain experience and it will certainly have an effect on your insurance. Talk to whoever is training you, they should be able to give you advice on the best route and also talk to an underwriter. You can also spread out your training, to stay current. Good Luck.
  14. Worked with Dean for years at Viking Hel., a gentleman and excellent pilot. RIP and see you one of these days. Condolences to the Family and friends. Don McDougall
  15. Maybe not right away but, the lifestyle and wages would increase a lot faster than in the present helicopter industry. Grey Horizons, I mentioned this to you before. Get off your opioids and the Horizon will brighten and the Lord Said, you will see the light. Cheers, Don
  16. I guess we as well might beat this thing to death. You don't seem to have done any homework yourself. You are capable at using a computer, so why do I or anybody else have to provide you with information that is available on any aviation web page if you bother to take the time. Google it. AME licence requires (3) years apprenticeship and pass TCA final exams. Helicopter Pilot Licence: 100 hrs flight time, plus cost ??? Fixed Wing Commercial+at least one year instructing to gain additional experience. Instructors are required at flight schools as they are all being picked up to be trained as airline pilots. This site cannot provide you with the answer you are looking for, other than to say that helicopter training is very costly and NO guarantee that you will get any return on your investment. The DEMAND for fixed wing pilots and AME's is much greater than CPL(H). Go to any flight school and enlighten yourself. Cheers
  17. What you do with your life is completely up to you. My comment on taking flight training with a school that has a maintenance school attached is just away of getting free info on the type of a/c you will be flying and the difference between piston engines and turbines. As long as you don't get in the way, AME's, are very friendly and will part with any info as long as you appreciate there comments. People posting in the fashion that Simpleton does, do not do any justice for most Pilots or AMES in the industry. Attached: Canadore College.ca All the info you need.
  18. The idea of checking the invoices for the hours charged for the flight, entries in the "airtime tech log" should be the same, or somebody is playing games. This basically a cross check. It has nothing to do with the billing process. CASE No. 1-Record Keeping: Accuracy Is a Must A company appealed a review decision that the TATC had rendered against it. The challenged decision dealt with numerous contraventions of the Canadian Aviation Regulations(CARs). The contraventions concerned the performance and recording of maintenance or elementary work[CARs 571.02(1) and 571.03], compliance with airworthiness directives[605.84(1)], requirements regarding journey logs and technical records[605.93(1) and 605.94(1)], and maintenance control systems[706.02]. The TATC appeal panel concluded that the review decision was reasonable. I guess the Government wasted taxpayers money when they paid for the following courses on my behalf. Transport Canada Auditors Course. Edmonton ISO 9000 (KPMG) Ottawa Three (3) different Safety Courses at the California Safety Institute, New Mexico Safety Management Course, Transport Canada. PLUS OVER 50yrs IN THE INDUSTRY.
  19. trytrytry: There is no such thing as the best school for training purposes, they will all say they are the best. Any school you go to should be able to supply you with contacts of there graduates and you can ask their opinion. One of the requirements I would ask for, is to do your CPL with the same instructor, the school does not train you, the instructor/pilot does. Every pilot is individual in his own right and training method, if he has an instructors rating, he will get you thru to your licence. Cheers
  20. You mon ami are the only one that can make up your mind, myself, I would recommend a flight school with a maintenance school attached. There are numerous flight schools around, but one I know of with a excellent reputation is Canadore in North Bay. Do your homework. I was an AME with a CPL on fixed wing to 12,000lbs and then took a 25hr helicopter endorsement on a Hughes 369. I believe flying fixed wing gives you a better airsense, doing stall recoverys, loops, crosswind landings, inverted flying etc. Not to many helicopters can do that. I loved the helicopter industry and still do, but I would not advise anybody to take a helicopter course unless the military was paying for it. The cost and possibility of finding a half decent job for what you invested, leaves a lot to be desired. Advertised in Vertical to day is the following: Acasta HeliFlight Inc. based in Yellowknife, NT provides specialized Northern Canadian VFR helicopter transportation services across all sectors of the regional economy. Due to our continued growth and success Acasta is hiring Pilots and Aircraft Maintenance Engineers. Pilot Qualifications: Commercial Pilot Licence - Helicopter CPL(H); Minimum 2000 hours PIC; Type Endorsements on Bell 206/ Bell 407 / AS350 series; Precision longline skills and drill moving experience a definite asset. GOOD LUCK.
  21. I totally agree with the above the above posting, there are some excellent flight and maintenance schools in the industry, but as far as flight schools are concerned what does a new pilot do after he graduates from a helicopter school after his supposed 100 hrs flying time and tries to find a job. The helicopter industry/hac/tcca have all banned together to let the customer decide what is best. There was a day before deregulation (1987), that the Tariff book outlined what the customer was required to do as was the operator of the helicopter. With all the spaced out people we have in government. There was nothing wrong with the Tariff book then, all it had to do was be updated, not eliminated. Cost of a CPL Helicopter= $80,000 to $100,000 Cost of a CPL Fixed Wing= $Depending on how you choose to train, the final price of a commercial license will vary. The costs of flight and ground instruction, checkride fees, books, test prep, and airplane rentals to receive the required instruction, can be estimated at approximately $6,500 - $7,000. With your CPL Fixed Wing you stand a much better chance of finding a job as a co-pilot, even if you had to buy some more hours or rating. Some people positively hate to hear the TRUTH, to bad. SNOWEDIN: If its not top secret, can you give us an idea of how many graduates you trained and were employed in 2018?????
  22. Being a lowtimer myself I wouldn't touch the helicopter industry with a 50' pole, with TC Aviation screwing everything up. If you are interested in flying there are tremendous opportunities going fixed wing at less cost and more advantages. Do you see the helicopter industry offering any incentives, dear H-A-C and the owners club are just going to become "DRONE OPERATORS". You can always get a helicopter licence later after you get tired flying all over the world on airlines. Helicopters are more interesting to fly and more challenging, but not with the industry attitude of today.
  23. Thanks for this observation, "False Entries." AIR TIME in an aircraft log book is what is used to calculate the life expectancy of the aircraft and every component attached to it, to maintain it's airworthiness for flight. If it should happen that the operator would play with the entry, i.e 2.5 hrs. "Flight Time" and invoiced said time, BUT entered 2.0 hrs in the "Air Time", column. The operator just made a false entry in a log book. It also decreases the airframe and component costs and increases the profit margin. If you think this doesn't happen, think again. Normally the hours invoiced, equal the hours in the AirTime log book or tech log. There is one TC inspector who says he never checks the invoices in relation to the log book entries, maybe he should.
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