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Blackmac

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Everything posted by Blackmac

  1. That's an excellent QUESTION, that only the tax man can answer, if any commercial operator can provide an endorsement and signed off by the training pilot, as is done know. Why can't the operator have the pilot seeking the endorsement have the pilot pay for it, Fill in the T11B tax form (operator) as a training course provided by the company. Common practice in today's climate, is for the operator to provide the endorsement at their cost and have the Pilot sign an employment contract for a certain duration. Going to a training school at best would have the same tax benefit, but not necessarily the same type of aircraft required for the endorsement. As previously stated, any PILOT endorsed on a particular aircraft can train another Pilot and endorse his log book and sign paperwork for TC. The most obvious association to take this to the TAX MAN is H-A-C, if they care. This would eliminate employment bonds and provide training in the industry. This could also be provided under the Apprenticeship Program, by enhancing employment opportunities.
  2. Couldn't ask for a better POSTING, congratulations to BC Hydro for being REactive and PROACTIVE in all areas of SAFETY around Power Lines. You will also notice that the helicopter services are all contracted out to the commercial sector, including Air Ambulance Services. The BC government realize that all they should do is provide the resources (funding as required) and oversight and there would probably be less mishaps. GOOD ON THEM.
  3. MERRY CHRISTMAS TO YOU AND YOURS AND HOPEFULLY IN THE NEW YEAR, YOU WILL APPRECIATE TAKING SOME KNOWLEDGE IN AND TRY AND UNDERSTAND THIS INDUSTRY AND QUIT LIVING IN DREAMLAND AND EXCEPT "STUPID IS AS STUPID WAS". Mid-Canada Doppler Detection System : 1956 Royal Canadian Navy, try landing an HO4S3 (S-55) with frozen lateral hydraulics, common occurrence at -30 degrees, wrong helicopter for the job. Mid-Canada Doppler Detection System: 1958 Spartan Air Services, coming back from Hopedale on the Labrador coast in a Piasecki H-21, did a full nose up rolled on our side and headed for the ground. Helicopter split in two and caught on fire. Crew spent the night out at -44 degrees. We all survived the crash and were picked up the next day and transferred to the Goose Bay Hospital, then I was transferred to the Montreal Neurological Hospital three days later with a severe concussion and frostbite. The cause of the accident was failure of a control cable to the rear head (tandem rotor). My head injury came from smashing my helmet (which broke) on the forward transmission. Transport Canada had an AWD concerning the cable problems on the H-21, but never sent it to Spartan Air Services. WHO IS TO BLAME??? I could write a book on the stupidity of Transport Canada and most Government entities programs, that they should not be involved in, people are DEAD because of them. If you think I am being ignorant, so be it, your opinion. WHY GLAZE OVER THE FACTS?? YOU ALWAYS HAVE THE OPTION OF NOT READING MY POSTS!!!
  4. If you had provided this info initially I would have told you it was a Bell-UH1N ,military helicopters are not certified as FAA approved. Do you have ground radar at your airport?
  5. Hughes Helicopters was bought out by McDonnell/Douglas years ago and is now referred to as MD Helicopters, the Twin Model is the MD920N. https://www.mdhelicopters.com/md-902-explorer.html Back in the early days when I was doing power line patrol with Quebec Hydro based from Quebec City doing patrols from Montreal to Manicouagan, I used to fly a Bell 47G2A for patrol. The patrol was carried out in between Two (2) 750KV lines for years. At a safety meeting I was asked what would happen if I had an engine failure or loss of tail rotor while flying between the lines, I stated that under both conditions I would be awfully lucky not to hit the power lines and kill both myself and the observer, but also cut power to Quebec City and Montreal. The cost would have been astronomical. From that date on all patrols were carried on outside the lines. The company I was working for held the contract for eight years (8) with NO incident along the power lines anywhere in Quebec, we had three bases, Quebec City, Rouyn and Forestville. After 15,000 + hrs in eggbeaters I learned from my own mistakes. SAFETY DOES NOT HAVE A DOLLAR ATTACHED TO IT. POLITICS MIGHT HAVE, THE HELICOPTER I AM RECOMMENDING IS NOT MANUFACTURED IN ONTARIO OR QUEBEC.
  6. TSB were not on site at the time of the accident, the helicopter was coming into a staging area and was witnessed by ground crew that something came off the side of the helicopter and went into tail rotor. Shortly thereafter, while the pilot was attempting to land, the helicopter departed from controlled flight, all 3 passengers became separated from the helicopter while it was still airborne. The helicopter subsequently crashed nearby.’ this part of the report is particularly disturbing I worked for Ontario Hydro in T-Bay and Kenora and the OMNR and they both need a shake-up, government employees have a tendency to get SLACK, while waiting for their pension. INMO. You can include ORGN with that statement. As for Ontario Hydro using that type of helicopter for that task, leaves quite a bit to be desired, as far as safety is concerned. Hydro Companies all across Canada use the same criteria when working around POWER LINES, single engine helicopters should not be used that have tail rotors. The ideal helicopter is the Hughes 500N (no Tail Rotor) , with built in crash survivability of any helicopter on the market. It can be ordered with two engines, which makes it even better when working at almost ground level altitudes. WHY do you think Transport Canada mandate twin engine helicopters for Air Ambulance with single engine take-off performance. Having worked thousands of hours around POWER LINES in Quebec and Ontario, I do have some idea what I am saying. It doesn't take rocket science to make a RISK MANAGEMENT MATRIX to find out the equipment you need to operate at 100% safety margin. IF YOU ARE STRIVING TO MINIMIZE COSTS, YOU ARE IN THE WRONG GAME. THERE IS NO COST TO SAFETY. MACHINES CAN ALWAYS BE REBUILT, HUMANS TO DATE CANNOT.
  7. Bell 212 or Bell 212 converted to a single engine.
  8. Unless they are waiting to notify the next of kin, they already know. Anything else???
  9. Somebody GOOFED and four individual's paid for it with their lives. Why TSB is not releasing the cause is anybody's guess? May they all rest in peace and condolences to all Family and Friends.
  10. Freewheel: I would like to see a copy of that email, if possible. Finally one inspector who knows what's cooking. We need more of the same, somebody who thinks logically. Thanks be the Lord.
  11. Several readers have been in touch with us about the effect low pilot wages may be having on the pilot shortage in Canada. We'd like to speak with more of you for an upcoming story. Are you a pilot who believes low wages are the main reason for the shortage? Is the cost of flight training too steep to justify working for low entry-level wages? Would you be willing to share your story with us? Are you an operator who would like to shed some light on what factors influence the... See more in Skies Mag.
  12. Former and current pilots at Air Georgian, which annually handles 62,000 Air Canada Express-branded flights, allege it has a troubling approach to safety and maintenance, but the airline said it is one of the country’s most audited airlines, and the results of those evaluations put it in “the top tier” of Canadian operators. In "Skies Mag " in the news section, an article posted by the Financial Post "Cabin Pressure" shows the problem that Transport Canada is having with their monetary system "SMS". It reflects the same thing that is going on in the Helicopter Industry. If they do not wish to carry out their Mandate, why don't they close up shop????? ISO 9000 can do a better job.
  13. If operators invested in some off the software that "SpiderTracks" is offering it would eliminate a lot of headaches go thru their catalogue. INMHO
  14. So, I made a mistake on the name of the company ( I am thinking of buying one) I apologize To Mustang. What is being said by me applies to the Industry as whole and from now on I will call the plaintiff, Simpleton Helicopters.
  15. If you read the Judges Summary, you would notice that for some reason he seemed to take the plaintiff arguments for fact, when in fact they could say what they want and back it up with BS. ICAO terms are not recognized in the CARS as stated by Transport Canada. All that the judge had to do was have Transport Canada go into Mustangs office and cross check invoice charges with actual AIRTIME entered in the aircraft Technical Log (airframe & engine(s), if they are equal to the time recorded in Journey Log for AIRTIME. If Flight Time was used and is in excess of AIRTIME, the plaintiff is at fault. Actual Auditing by Transport Canada leaves a lot to be desired. When was the last time the plaintiff was AUDITED??????
  16. It would be helpful, if you explained your rationale for such a statement or are you with the plaintiff or TC????
  17. AUDITING THE OPERATOR: Any worthwhile Auditor carrying out an audit has a checklist, and one of the requirements, is to randomly pick out invoices that were billed to clients, and see if the charges are in accordance with air time, entered in the Journey Log, for that aircraft. That is where the confusion exists, there is only one COLUMN in the Journey Log that is required, and if Transport Canada would bother going back in history, in some of the older log they would find that, flight time was ignored and or AIR TIME was the same, SO WHAT IS THE PURPOSE OF TWO (2) COLUMNS. The only operators using "Flight Time" for billing are over charging their customers as was Mustang. Cross check the Journey Log and the entries inTech. Log/Eng.(S) to equate with what was charged. The Judge was WRONG in his lack of education in the Aircraft Industry and was totally misled by Transport Canada in B.C. Having been in the business longer than most people that were mentioned in the Lawsuit, was compounded by Transport Canada when they De-Regulated the industry and any turkey with $2.00 could apply for a licence and operating certificate, but the deregulation really only applied the smaller operators (fixed wing & rotary) . The AIRLINES all have to have Tariff's, but not the little operators they can eat one another. Whatever the purpose of the Pilot was, I agree with him, he was factual in his statement. Patronage for all practical purposes, was invented in Newfoundland, transferred to Quebec and Ontario and the rest of Canada including B.C. and the Yukon, including all provincial or territory governments.
  18. As has been discussed numerous times the confusion with Flight/AirTime goes back to when Jesus was an Alter Boy. Flight has been established as being "Air Time" for all practical purposes and is required to be entered in the AirCraft's Journey Log Book and Technical Log Book. There is NO requirement in CANADA to log anything other than "AIR TIME". Taxing for for take-off with a Fixed Wing "or winter warm up" has no bearing on either Helicopter or Fixed Wing. Do you think Air Canada charges thirty minutes additional "AirTime" to it's aircraft while sitting idle at O'Hare waiting for take-off clearance. AirTime is the only cost attributed to any aircraft "WHEN IT IS UNDER FULL POWER" AT TAKE-OFF AND STOPS UPON LANDING. For you added information Transport Canada Standards Branch needs a complete overhaul on its technical Regulations and should also have a look at CARS and get things up to date and get rid of all the HOGWASH and talk in a non lawyer fashion. Most aircrew are not lawyers (except for HAC) and speak ordinary lingo. It's also great to see a Robert Sincennes, P.Eng. Director, Standards Branch What the **** is a P.Eng doing running a standards branch for aircraft, without an aircraft background. For the information of Transport Canada Standards Branch, when an operator is operating over a hundred aircraft consisting of rotory and fixed wing aircraft, the difference in times entered in the LOG BOOKS can be very costly. SO, TRANSPORT CANADA, PLEASE REMOVE ANY REFERENCE TO " FLIGHT TIME" FROM THE JOURNEY LOG AS IT HAS BEEN ESTABLISHED THAT "AIR TIME" IS THE ONLY ENTRY REQUIRED FOR THE OPERATOR AND THE INDUSTRY AS A WHOLE TO KEEP THEIR COSTS INLINE.
  19. Blackmac On the way from the Bell Plant in Fort Worth to Norfolk Virginia, I was in the lead with two other B212's trailing behind, when we started to encounter cloud cover at 4000ft, the Bell Pilot who was with me said climb to 4500ft. In the ensuing discussion I advised him that under Canadian Regs, VFR flying above the clouds was a no,no. I told him politely that we would proceed under the cloud cover and if it got worse we would land. We proceeded to Norfolk VFR. I was the one who was Captain of my 212 and the others TWO were advised to obey my instructions, in other words follow the leader. Do not under any circumstance put other people in jeopardy if the flight is in question. The person they were going to pick up should have been done under Day VFR. I flew out of Great Whale in 1957 on the Mid Canada Doppler Detection System and surveyed the road and bridges from Matagami to LG-2 in the early seventies. So I know the area well. DOES ANYBODY KNOW WHAT WAS DISCUSSED IN THE PRE-FLIGHT ROOM???? 3 minutes ago Options Report
  20. On the way from the Bell Plant in Fort Worth to Norfolk Virginia, I was in the lead with two other B212's trailing behind, when we started to encounter cloud cover at 4000ft, the Bell Pilot who was with me said climb to 4500ft. In the ensuing discussion I advised him that under Canadian Regs, VFR flying above the clouds was a no,no. I told him politely that we would proceed under the cloud cover and if it got worse we would land. We proceeded to Norfolk VFR.

    I was the one who was Captain of my 212 and the others TWO were advised to obey my instructions, in other words follow the leader.

    Do not under any circumstance put other people in jeopardy if the flight is in question.

    The person they were going to pick up should have been done under Day VFR.

    I flew out of Great Whale in 1957 on the Mid Canada Doppler Detection System and surveyed the road and bridges from Matagami to LG-2 in the early seventies. So I know the area well.

    DOES ANYBODY KNOW WHAT WAS DISCUSSED IN THE PRE-FLIGHT ROOM????   

  21. I do believe Torque Split understands full well what is going on with the carrier logging the time as such, less time on the aircraft, to overhaul. ISO 9001 is the international standard that specifies requirements for a quality management system (QMS). Organizations use the standard to demonstrate the ability to consistently provide products and services that meet customer and regulatory requirements. Should Transport Canada "Aviation" not be able to carry out their Mandate as such, why not create a Crown Corporation as was done with Nav Canada. I originally worked on the RFP for privatizing the nav. system, it was over six hundred pages. Needless to say there were few responses as no operator could get insurance coverage. Using ISO 9001 as an inspection agency, you would have a standard Safety Management System with input from Transport Canada and the government supplying liability coverage.
  22. The reason I didn't answer the question was the fact that it is all "GARBAGE" and I would be joining the TC crowd that havn't got a clue on reality, "Flight means when you are in the AIR. The aircraft taxing or idling on the ground for an hour waiting does not add any cost to the carrier (Fuel is normally billed separately or is provided). Costs attributed to the carrier are wear and tear on the airframe (including tires), engine time and cycles on same when, in the "AIR", that is why accurate "Air Time' is entered in the Journey Log and Tech Log. As for the flight time in the journey log, it should be eliminated. Mileage Rate: Calculated as mileage between A-B is converted into hours for log book entries. When aircraft are on patrol (Fisheries or Survey) "Hourly Rate" is used. On any contract it is normal to have additional charges as negotiated between the Carrier and the Charterer. NOW IS THAT DIFFICULT TO COMPREHEND.
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