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jljohnston79

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jljohnston79 last won the day on September 11

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  1. I'm pretty sure I know where your going with this, but I'll bite Answer = 0 Hrs of work. - Sitting on your butt all day playing on your phone and taking cat knaps dreaming of flying bigger and better aircraft isn't work. As well the 1.0 hrs flight time doesnt count as it is not really work if you love what your doing! Totally Kidding....... !!! Reality is that it is probably more like 11Hrs+ at a minimum if you also count doing a thorough morning DI and post flight inspection/paperwork etc. upon return. Based on your hypothetical situation. Potentially more time when nightly maintenace is being carried out, sometimes required to lend a helping hand to your engineer. (Which we are thankful for, even though we dont always show it) Its also not just a pilot problem, engineers and groundcrew also run into this type of situation frequently. I think the key is finding employers to work with that do recognize and compensate for this in all roles in aviation. Might seem like I'm talking about a very rare unicorn, but they do exist. JJ.
  2. IMO: There are alot of really good flight schools out there, some which have been mentioned previously. My apologies in advance as I am going to make some comments which are related but not what was directly asked by the OP. A suggestion I have made to many eager want to be pilots over the years, is to not only do your homework on the school but the actual roles and duties of the position, as well as the industry as a whole. The latter two being more important in my mind. Learn as much about the helicopter pilot position as possible. Although you may have a great desire to fly, the majority of your career will be spent outside of the cockpit. The industry is very fickle as well. Boom or bust, and always very seasonal. Unless your immediate family member owns the company, low time pilots are commonly treated as an expendable resource. Not always, but it is very frequent in my industry experiences. It has pained me to watch such great people be treated like garbage by manager and ownership over the years. It's a tough cookie to crack getting in to the pilot game, but yes many have done so. Many have also paid their $60K+ and either never landed a job in the industry or left shortly after. It's your money and more importantly your time, something you can never get back. Another suggestion I might make, if mechanically inclined, would be to enter the industry as an apprentice AME or in a ground support position during the summer. At the bare minimum, before you start spending money on flight training you get some industry experience and get to experience the complicated interworkings of the industry. You also earn a little money for you time spent working and learning if a career in the industry is right for you. Dont be scared off from negative comments, especially coming from a somewhat anonymous forum such as this. I do however suggest you do you due diligence before jumping head first into an industry that is very hard to get a start in. Best of luck.
  3. To the best of my knowledge. CAR 566.03 (9) And Appendix 'A' Table of Requirements (Link at bottom of page) See Note 2 - referencing M1 times, applicable to M2 as well. https://www.tc.gc.ca/eng/civilaviation/regserv/cars/part5-standards-t566s01-262.htm From what I gather you will need to do the following : 1) Letter of employment with 12 months work experience on M2 aircraft. 2) Minimum 70% of personal task logbook signed out by person certifying the work. (Same as apprenticeship) 3) Pay application fee and submit for rating addition to license. I hope this helps you out? JJ.
  4. I agree and highly recommend this handy little handheld. I purchased mine from Burnaby Radio a few years back. They make an antenna in-house designed for use on the higher channels. Also, would seem to increase range a bit as well. They call it the "yellow tip" antenna. A little longer than the standard antenna it comes with, and has a yellow tip on the end. (go figure?)
  5. Thank you to all who have replied with feedback and recommendations. I was able to arrange a very experienced and highly recommended auditor to complete our audits. Thanks again. JJ
  6. I am looking for any positive recomendations for an experienced Third Party Quality Assurance Auditor who might be able to provide onsite services for a small helicopter operator/amo on an annual basis? Travel costs provided. Thanks JJ
  7. Thanks Cambox. Looks like they are finished training until next fall, as are most. Cheers.
  8. Thanks Cambox. Looks like they are finished training until next fall, as are most. Cheers.
  9. I am looking to send a newly licensed AME on some type training. Other than the factory course in Dallas next week, does anyone happen to know of any planned 206 Series Field Maintenance courses being offered? I can't seem to find much? Thanks, JJ.
  10. Hi Everyone, I posted earlier in regards to finding an available series IV maintenance course offered in Canada. Thank you for the response. I unfortunately had missed the only 2 courses I could find in Canada by a matter of days. Just bad timing I guess? So far nothing scheduled until next fall or later, within Canada that I can find? Fortunately, I have found out that the Rolls Royce facility in Indianapolis is taking enrollment for a Series IV maintenance course in May (5th thru 9th). Tuition is $2,000. Just a friendly heads up to anyone else looking for a course in the near future. I think they may be currently short of the required 5 student minimum, but hopefully there may be enough interest/enrollment between then and now for the course to proceed? Cheers! J
  11. Does anyone know of any scheduled Rolls Royce C30 or C30/47 field maintenance courses being offered? Have emailed West Point and Standard Aero already. Any other direction would be greatly appreciated. J
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