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Blackmac

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Everything posted by Blackmac

  1. Finally, a new bunch of writers with a real sense of humor keep it up, or better still, send a copy to the Space Cadet!!!!!
  2. CLIENT: Calling a helicopter company for rates on a helicopter for a job he want's to do. You automatically ask for what type of work, etc. Operator: Suggests a B407 fully equipped for the job with a minimum of 4hrs/day, not including fuel costs, airport charges applicable crew costs. CLIENT: Say's I'm not sure how long I will need the helicopter, would it be allright to average the 4hrs/day over the period of the contract. Operator: You agree and accept a purchase order or contract. You also have a Tariff book in your office and send him a copy. (The one you wrote up yesterday.) The hourly rate quoted is invoiced the customer, including whatever charges stated and agreed to in the contract/purchase order.
  3. You are the first person to state what I have said from the beginning of this tirade, that the tech log should indicate what is being billed, as the actual cost to the operator. When I was auditing an operator on behalf of the Federal Government, I would check the Journey, and Air frame/ Engine log books entries to see if they all matched what was being billed the customer. The worst operators to try changing times and over billing are the ones flying fires. Every client who has a long or short term contract has the right to see the companies log books. The industry as whole is it's own worst enemy by keeping rates so low and undercutting each other.
  4. Would have loved to, but, it's hard to get that type of helicopter for UN contracts. (WHO)
  5. Bell 204B and Hughes 500. The day I left Upper Volta and was heading to Bamako, we had a fuel stop on the border prior to entering the Ivory Coast. The 204 was approximately 50 ft in the air when three (3) military types came out of jungle pointing AK-47's at the belly of the 204. I proceeded to land the machine, shut down and get out of the helicopter. There was a World Health Observer who always travelled with me (actually a Prince from Mali) who was a well educated, by the French in France. The military types who had NO communications with the Capital of Upper Volta, were not aware of who or what we were doing. SO after about an hour of discussion with my observer and checking over the helicopter they understood we were no danger to them or Upper Volta, with our 1000 Litre insecticide tank in the back of the helicopter and the booms attached. The Country of Upper-Volta was re-Named Burkina-Faso by the time we returned a week later.
  6. With reference to your response to my posting related to MALI, I will give you a short history on the Griffon helicopter. To start of the Huey (204B) was a nine(9) pass helicopter used for utility support, as was the extended,  (14) pass 205A-1, then along came the Bell 212 (twin eng, same modified airframe)

    Bell decided to take the original modified 205A-1 airframe, modified it to build the 212 (Twin Eng), modified the same airframe to become a 412 also known as the "Griffon".

    The Griffon is an of the shelf, FAA & TCA approved civilian helicopter, modified by the Canadian military for military use.

    The ex military B204, 205, 212 all have military parts and are not FAA or TCA approved for civilian applications.

     Clear as mud, eh?

    Don 

    1. MEOB

      MEOB

      Makes lots of sense!!

  7. DND buy new C-7, Cyclones and Chinooks, send them to war torn areas and protect them with modified Vietnam era armed helicopters. WHAT A LAUGH!!!!!! Afghanistan, where Canada once was, is now getting BlackHawk U-60 helicopters given to them by the UN. Afghan crews to fly missions with Black Hawk helicopters Source: thecourier.com I wonder when DND is going to smarten up and get some real armed helicopters. I guess they never heard of shoulder fired Sam Missile's. They can take out those so called armed Griffon's with no problem, including the Chinooks. I flew in that area with the World Health (Upper Volta/Burkina Faso), Ivory Coast, Niger, Ghana, etc.
  8. Not surprising, they bit off more than they could chew. Check the background of the people involved and you will see a lot of military background, with the government backing and original dreamers. IMHO.
  9. As some people might not subscribe to this letter, I posted it for your info and the "owners club", possibly TCA would benefit also. Management and leadership are not synonymous. A manager's job is to plan, organize, and coordinate, while a leader inspires and motivates. Austrian-born American Peter Drucker—credited as the founder of modern management—best described the difference: “Management is doing things right; leadership is doing the right things.” In aviation and other highly regulated hazardous industries, this matters most as it relates to creating a good safety culture. Other academics, ranging from James Reason to Andrew Hopkins, will agree that a manager is more likely to accept status quo, whereas a core characteristic of a mindful leader is to continually challenge and improve systems and culture. The mindset of a leader is one of “chronic unease.” Likewise, really good leaders should be preoccupied with the potential for failure or possibility of a major accident. In a recent presentation, NTSB chairman Robert Sumwalt linked safety culture and leadership by saying, “Safety is not a status you attain, but a never-ending process. It’s not a destination, but a journey. And the journey begins with leadership.” Today, safety management systems (SMSs) are commonplace, and the universally accepted framework, using ICAO guidance, involves four pillars and 12 underlying elements. The first pillar—safety policy and objectives—is the foundation of the system and highlights management’s commitment and responsibilities, resource allocation, emergency response planning, documentation, and the roles of the accountable executive, among others. As a practical means, the professional safety practitioner will understand that most of the real day-to-day “action” takes place in the remaining three pillars—safety risk management, safety assurance, and safety promotion—but without establishing a solid foundation, the system will fail. That same individual will also recognize that the attributes of a good safety leader are rarely defined. The days of “I’m in charge, therefore I’m a leader” are long gone. That concept predates the jet engine. In the U.S., the FAA's Part 5 regulation (“the SMS rule”) is very prescriptive and provides details about managing the system. The regulation clearly defines safety assurance, safety objectives, safety performance, safety policy, and safety promotion, along with safety risk management, but doesn’t get into the art of safety leadership. Today’s mindful leaders will find opportunities within this regulation to project safety leadership throughout the organization from management to the frontline employee. One of the most obvious avenues is a solid safety policy per FAR 5.21; at a minimum, it must outline an organization's safety objectives, commitment to safety, promotion of its employee reporting system, and define unacceptable behavior. Equally important, a safety policy must be fluid and should be routinely updated to accommodate changes to the system. A good example on an emerging issue—in this digital age—would be a clear statement on data usage and protections. Beyond policy, the mindful leader also has an opportunity to effect cultural change by encouraging good relations between management and employees. In this case, action is far more powerful than rhetoric. Soliciting feedback from employees, or better yet inclusion in the safety process, will help build trust in the system. That’s a pretty tall order. Of importance, it must be understood that this is a two-way street. Labor plays a critical role in building a strong safety culture, because employees must buy into it. A leader must also demonstrate and support a good safety mindset. Remember, a leader must inspire and motivate. Employees at all levels should be empowered to speak up and report hazards discovered in the operation. At some level, these concepts will begin to filter from the top down to the frontline employees. That’s a healthy environment and is the point where a leader begins to realize the ultimate goal of creating a good safety culture. Pilot, safety expert, consultant, and aviation journalist Kipp Lau writes about flight safety and airmanship for AIN. He can be reached by email.
  10. Picture showing helicopter doing a touchdown with two front wheels on a rock-outcrop, referred to as a"Pinnacle" landing is stretching it slightly. Any pinnacle landing I have ever done is normally with "ALL" wheels/skids on the ground, all though you can put a helicopter skid/wheel next to a rock outcrop or on the outcrop, but it is not referred to as a landing. Landing would normally require the machine to be collective down. If the pilot wanted to classify his manoeuvre as a pinnacle landing, he would have to drop the collective and become a statistic. If he wants to practice he can go to Ethiopia, southern Sudamo region @ 1100ft or North Yemen at the same using H500, 206B, 212, lots of fun.
  11. The only reason anybody (Pilot or Engineer) says he is happy at is job, and TCA, is because he is employed by the Canadian Coast Guard and is enjoying the benefits of the Canadian government. Bin there, done that and I still believe TCA is useless. Don't get me wrong, I can handle criticism that is justified, broad shoulders. For your information I have not attacked anybody on this thread, so look at the picture and take the advice.
  12. The best reply I've seen yet, Thanks. Try over 50 yrs in aviation, plus the fact I've held every job in the helicopter industry, including janitor. You tell me how many ex commercial pilots or ame's now work for Transport Canada Aviation and how many will admit, they are only there for the pension and benefits. I was one of the contracting officer's leading up to the preliminary privatization of Nav.Canada. The person to became the first President was from ATAC, originally, and prior to that President of "First Air". By the way Nav.Canada is known for having one off the best systems in North America, not run by Transport Canada Aviation. FAA wanted to adopt the system but the unions were complaining that thousands of people would be put out of work, so it was overruled by congress. SO, all you people that think you are getting remarks, that you don't agree with, why don't you come up with a better scenario, other than TCA. The only person with any history on the helicopter industry is myself starting of in the Navy and first commercial job with Spartan Helicopter Services, 1957. If you don't appreciate my input or advice, try and solve the BS and suffer the out come. If you will notice, most of the replies are coming from people who only want to critique, try giving some input. THE FIRST TIME I GOT IN A HELICOPTER, NAVY HORS3 (S-55), I JUMPED OUT WEARING AN IMMERSION SUIT, BY THE TIME I WAS HOISTED BACK UP WE WERE ABOUT 300 FT ABOVE THE WATER, 350 HR PILOT HAD A HARD TIME HOLDING ALTITUDE. I STILL REMEMBER IT TO THIS DAY AND WOULDN'T CHANGE A THING FROM FLYING, MAINTAINING OR THE PEOPLE I'VE MET OR PLACES I'VE BEEN. THE ONLY THING I WOULD LOVE TO SEE IS THE INDUSTRY, WHAT'S LEFT OF IT, GET TOGETHER, AND DO SOMETHING ABOUT THE OWNERS CLUB (NON ENTITY) AND TCA. Ask yourself what purpose does either one serve, except themselves.
  13. I actually think you are the one in need of Naloxone, if you think you see everything as a GrayHorizons, you are the one who is not well. Try a couple more opioids and it might brighten up and you can fly by yourself. It's people like you who haven't lived thru the BS of Transport Canada Aviation, who don't understand the reality of a non entity. Get some time in the industry and maybe you'll understand what is going on. Try reading the whole magazine and contribute some reality.
  14. 1987 was the hallmark of the beginning of the destruction of the Helicopter Industry as it was known prior to that year. With Deregulation instituted, it took 31 years for Transport Canada to decimate the industry as a whole and should be held accountable. Nobody in Parliament has the guts to do anything about it. There was nothing wrong with the regs prior to that date (1987), deregulation was brought about strictly for the airlines, so they could compete with our southern neighbour. FAA does it, so Canada follows the big guy. Transport Canada has always been embedded with military who transfer over once they retire from the military who have no commercial aviation experience, but overnight they become experts and start making regulations that have NO comprehension in the commercial environment. Some have even become Director Generals. Transport Canada should be privatized and become a Crown Organization, similar to Nav. Canada. Transport Canada once privatized could use ISO for inspection and oversight. H-A-C is supposed to represent the industry as a whole, but is actually a Helicopter Owners Club, it does nothing for pilots or ame's. Not to long ago an association was proposed to represent the pilots and ame's in the helicopter industry. The idea was to have a say as a whole on any regulations or requirement that reflected on employment within the industry, excluding pay and benefits. Pressure was applied by the companies and certain individuals who good not differentiate between an Association/Union. SO, now the Owners Club and Customers, thanks to de-regulation can demand what they want and Owners can pay what they want. The Owners cut costs to the bare minimum, to stay alive. Don't wonder why nobody is posting, I think it is rather obvious. Unless get of your *** and get together and do something, it will remain the same. HAVE FUN!!!!!!!
  15. Try looking at today's daily news page on Vertical or call Mike Reyno.
  16. Picture showing helicopter doing a touchdown with two front wheels on a rock-outcrop, referred to as a"Pinnacle" landing is stretching it slightly. Any pinnacle landing I have ever done is normally with "ALL" wheels/skids on the ground, all though you can put a helicopter skid/wheel next to a rock outcrop or on the outcrop, but it is not referred to as a landing. Landing would normally require the machine to be collective down. If the pilot wanted to classify his manoeuvre as a pinnacle landing, he would have to drop the collective and become a statistic. If he wants to practice he can go to Ethiopia, southern Sudamo region @ 1100ft or North Yemen at the same using H500, 206B, 212, lots of fun.
  17. AIR TIME is applicable to all components on a helicopter or aircraft that have a lifetime between overhaul or life span be scrapped and destroyed. What is so difficult about understanding that? If an operator wishes to inflate the air time, he is the one who pays the bill. All pressurized aircraft, life of the fuselage is based on the amount of cycles on the airframe due to pressurization. Due to the fact that you seem to question everything that is applicable to aviation, I would suggest that you actually get a job with Transport or if you are an owner, try H-A-C and maybe they could enlighten you. For your information I was in aviation before Marc Garneau or the people that are working for him. Thanks for the opportunity to converse with you, but this is the last you will hear from me on this subject. Cheers, Don
  18. Back to kindergarten a whole five words. It's a simple world mon ami and if you believe people (operators) don't screw around with entries in the tech logs you are sadly mistaken. If you keep your airtime lower you also keep your overhaul costs lower, including items that are time expired. So if you think I am delusional, think again, because I'm not the one who has a problem with reality. I would appreciate it you were not so condescending and kept you remarks to yourself.
  19. I believe I made a comment about this years ago and as a contracting officer with PWGSC and responsible for trying to clarify how aviation charters should be billed to all department of the Federal Government, I had a clause inserted in all Contracts and Standing Offers issued to companies on how to bill: Fixed Wing: rate per mile from A to B and return, including allowable charges as agreed. Rotary Wing: Hourly Rate from takeoff to final landing. i.e. depending on the requirement and type of work where the engine was not shut-down, it would be considered a continuous flight. The same would apply to fixed wing doing surveys. Gravity Survey in the James Bay Hydro Electric Project: A normal day was approximately 120 landing and take-offs, on floats. Do you think the battery or engine could manage such stress with the cool down and start-ups 120 times. This would apply to both types of aircraft, charges should only apply when the aircraft is in flight mode, ceases when the aircraft lands. This IS referred to as "AIR TIME". The entry of "AIR TIME" is the TRUE COST to the operator and is reflected in the overall maintenance life of the aircraft. "Flight Time" should be removed from the Journey Log Book as it serves no purpose other than to HAVE THE DISHONEST OPERATORS USE IT FOR BILLING. DO YOU THINK THE OPERATORS ARE GOING TO MAKE A STINK ABOUT, HA, HA All the Auditors have to do is cross check the invoice for any given flight and the entry in the journey log and the tech log, you will be surprised. As stated before, I am a trained "auditor" trained by transport Transport Canada" and the United States Air Force. And as is well known in the industry, although Headquarters in Ottawa issues the regulations they are not applied in the same manner intended, each fiefdom across the country has it's own interpretation. Each Inspector has his own interpretation. SUCH IS WHAT YOU HAVE TO LIVE WITH AND DO YOU THINK THE INDUSTRY IS DOING ANYTHING ABOUT, GET A LIFE.
  20. The whole problem with you is that I guess I'm typing over your head as you don't seem to reply with anything worth discussing. Try explaining yourself, using more than one sentence. As most of your replies amount to nothing or are you just out of kindergarten.
  21. I don't know where you were in 1987 when de-regulation came into effect??? For all practical purposes TARIFF for the helicopter industry does not exist. You can change your TARIFF for every job you bid on, and file it in your drawer, if you had a desk. If you wanted a helicopter on a short term contract, you called operators over the phone and asked them to submit a fax bid and then brow beat them again to get the lowest bid. It's referred to as "SHOTGUN BIDDING". Sound familiar. That is why the industry needs a SHAKE UP. AIRTIME is what it COSTS the operator to operate the machine and is invoiced as an hourly rate and entered in the Tech/Eng logs. If you take the hourly rate entered in the invoice it should equal the hours entered in the Tech Logs. Flight Time is not applicable and should be removed from all log books.
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