Freewheel

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Freewheel last won the day on May 17

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  1. "Unlike larger airports with control towers operating in controlled airspace, St. Thomas is uncontrolled. This means that you do not require a clearance from Air Traffic Control before taking off on a flight. ATC controlled airports such as London, Kitchener, and Buttonville can be quite busy at times and you may be sitting on the ground with the rotors turning waiting for a clearance to go flying. Why is this significant? Because all flight schools charge the student for flight time, which is the time the rotors are turning not the time you are actually in the air flying so your hard earned training dollar may be burning up along with the helicopter’s fuel waiting for that flight clearance." http://centralhelicoptertraining.com/about-us/location/
  2. http://www.mondaq.com/canada/x/592054/Health+Safety/Ornge+Stands+Trial+For+Their+Role+In+May+2013+Crash+That+Killed+Four+Personnel
  3. If you're considering polarized lenses this Safety Information from Airbus may be relevant: http://agilisaero.com.br/wp-content/uploads/2016/05/3007-S-00-Rev-0-EN.pdf
  4. Text from HAC Letter to Stephen Fletcher P.C., M.P. Minister of State for Transport, titled Regulatory Irritants, dated January 30/13 Civil Aviation Daily Occurrence Reporting CADORS Please note that for the most part, CADORS reports contain preliminary, unconfirmed data which can be subject to change The above statement appears at the bottom of each CADOR report issued on the website. Generally speaking these initial reports contain incorrect information. Frequently these occurrences are written up and distributed without verification. The first call an operator gets from their PMI or POI is based on this supplied information. Time and resources are spent first of all, checking the accuracy of the report then supplying the accurate information to the PMI/POI. Issue: Accuracy checking of CADORS Reports before making them public. These unsubstantiated reports are immediately available to the public and others. Any immediate corrected information is not immediately made available. After-the-fact changes to a CADORS report are difficult to address or get changed as there is no clear responsibility on who has authority to make changes and or more importantly which organization can authorize a change to be made. Customers and Media react to these unsubstantiated CADORs very quickly. The reputation of the operator and future business is affected immediately by an incorrect CADORS Report. The inability to have its accuracy verified by the principal parties prior to publishing can put persons responsible for safety and airworthiness in a position of first correcting the report, then placating and reporting to TCCA POI/PMIs instead of immediate actions to correct or prevent re-occurrence. The direct impact on aviation safety is that the current process diverts the attention of persons who can affect positive change away from the immediate problem and towards being defensive over unsubstantiated and incorrect CADORs. Transport Canada has been approached on this issue in the regions and at headquarters. The operator has approached their PMI and a Safety officer with System Safety in Pacific Region. Both these persons were sympathetic to the operators concerns but had no official power to overturn or change a CADOR when another agency expressed reluctance. A suggestion was made to the operators PMI to have a scheduled hold on CADORs before going on the official website and providing public access. During this period the principals could respond to address accuracy with the PMI/POI until the principals and the POI/PMI approve it. A time period (3 business days) could be agreed on and if there was no operator response, the CADORS report could go out as written.
  5. And the discussion continues in the US. Sounds like the standard you're held to depends on which company you work for http://helicopterforum.verticalreference.com/topic/20103-logging-pic-time-employers-rule/page-1#
  6. Fair enough. Why not enlighten us: What time goes in your daily Flight time records that your are required to keep under CARs 700.15? Or do those records also not exist? How about if you chose to do a 15 hr duty day and your air time is 8 but the time your billing (blades turning at the controls) is 10. Which one goes in your flight time/duty time records?
  7. "Right fighter"? Is that something like. Jedi Knight? Like my father before me. I'm sorry he feels that way. I actually enjoyed and agreed with many of his past posts. Just not In agreement with this one; particularly the title.
  8. With all due respect. I thought their initial ad was pretty clear that they wanted a 100 hour pilot to apply. That was the title of the post. I have yet to see an ad (anywhere) looking for a 100 hour pilot to fly... have you? For that reason alone, I thought the initial ad (and the companies intentions were quite clear.... Maybe we're splitting hairs but I still don't see what you had issue with. Anyway, like I said this is nothing new and has received more attention than it deserves in my opinion. One positive: you wouldn't beleive how many resumes I received this week (from pilots of varying experience levels). Several of the cover letters mentioned their positive attitude, willingness to work hard and hiw mechanically inclined they were. Apparently a few pilots on here have figured out who I am. Then again I haven't really kept it a secret. Lol Fly safe
  9. Oh oh. Looks like it's not a camp internet problem. Are we starting to see the beginning of the website problems again. Mod can you remove the first one. Thanks,
  10. You mean like the organization that posted this ad. Can't believe the attention this is getting. What exactly is the problem with advertising for a 100 hr pilot for a ground crew position? This ad could have easily been 1 of ours and I definitely wouldn't have changed it because someone decided they didn't like it and started a forum about it. The fact is though I don't really need any low time guys right now I have several (with great attitudes) who have been on staff from past seasons. Each one likely deserves a chance at PIC (unfortunately the stars haven't aligned). With that being said, there are some success stories.... I also have several pilots (flying) on staff who started just like this. Better watch out they are pretty good and might be coming for your job soon enough lol. I might actually have an opening if there is a 100 hr guy with a DZ license...but those are few and far between. Cue the criticism
  11. Hi Maury, Thanks for clearing that up I was just wondering if we knew each other. For a second there, I thought it might be personal. Dont get wrong, I actually enjoy our banter, but if I didnt know better Id swear you seek out my posts to berate whatever I say.The last time we communicated (in another thread) you told me: Believe me, I don't read your posts......I see the title and who wrote it, and move on. I guess that was pure B.S., eh? While it has always been that way, discussing the MANY reasons that this occurs opens the door to discussion on proactive ways to improve or fix the problem. It might also educate someone considering a career (as a helicopter pilot) about the current realities of the situation. Again I ask: if you have any proactive ideas on how to fix the problem; please share. I really dont think complaining and berating others does anything to help anyone. Youre right: I did mention the amount of years a doctor spends in school, but I also discussed several other factors. For one, Doctors are also WAY more in demand. Despite this fact, on any given year the number of low time pilots entering the industry equals approximately 10% of the total licences in force; with doctors its only, 2-3%. I also pointed out the fact, that pilots entering the work-force are not as experienced as their fixed wing or international counterparts. This means companies need to spend significant time and money to get pilots to the level of proficiency where they feel they can safely accomplish the job. Regardless of whats occurring in other industries, no operator should let a pilot go flying unless they are confident they can complete the job safely. Its no good for either of us if they arrive at the job and they cant do what the client expects. They either have their confidence beat down, get sent home, or worse, end up having an incident or accident. Another thought: Perhaps the TC minimum curriculum could use some improving. It always surprises me when a pilot entering the VFR helicopter industry in Canada has never done things like sling a fuel drum on a short line, fuel out of a drum or put winter covers on. We have hired MANY low time guys and have several on staff right now; several others are now experienced members of our team and they have become very skilled at many specialty tasks. These homegrown pilots bring significant value to our organization. Of course, some have moved on, and others did not succeed at landing a pilot position. That doesnt mean that our goal wasnt to get them flying; it just means things didnt work out or they pursued other opportunities. There are many variables as to why this might be. In some cases, all the stars have aligned and weve had pilots start flying jobs in a matter of months, in others it took 3 years. Generally, low-time pilots receive many hours of ferry flying and flight training before they fly commercially for us. This often comes at a significant expense, but we see it as an investment; it is in everyones best interest to get pilots to the next plateau (500 hr, 1000 hr etc.) as soon as possible. Unfortunately its not as simple as you make it out to be. In my opinion, a pilot can gain a wealth of knowledge working ground crew.i They may not be flying, but they are around helicopter operations regularly and fully understand the environment and workings of the operation by the time they get into the PIC seat. This also means they have one less thing on their plate to deal with, and they are better for it. Im also glad you mentioned, lobbying clients on their policies and minimums. I dont think you realize how much time and effort operators put into dealing with customers on these issues and similar protocols. In many cases, when we have a low time pilot who we feel is competent to complete a job, we do everything we can to get the client to work with us and allow him to fly. The fact is, though ultimately the customer is the customer. If this is such an important subject to you: Why dont you tell us what you have done to help the plight of the low time pilot in the Canadian Helicopter Industry? With all of your knowledge, Im surprised you havent fixed this problem single handedly by now. I also hate to burst your bubble, but there really is no such thing as the owners club in our industry either. Most of your posts seem to have the sole purpose of complaining about owner/operators. Im also happy to say that many low time pilots have great attitudes, despite the difficulty of their situation. Thats the thing about having a positive attitude anyone can do it, no matter how many hours you have. I also really dont think its fair to other pilots or employees to generalize as you are; I know many pilot/employees that dont share such a negative point of view. On that same note, there are many owners who likely don't share my views. Trust me, if I could safely send 100 hour pilots on fires or a drill job, I would consider it. This might also help weed out the pilots out there with such piss poor attitudes lol.
  12. A lot like working ground crew for spray ops. Not sure if he read the add....but this job most certainly does "have something to do with his chosen profession".
  13. Oh and a physician goes to school for a minimum of 7 years (with an average medical school debt of 170,000.). I got my CPL in 5 months.
  14. With all due respect there are sone other glaring differences with the industries you are comparing to: In 2011, there 72000+ physicians (and many argue that is not enough), with about 2000 new physicians graduating that year. https://beta.theglobeandmail.com/life/health-and-fitness/health/canada-boasts-record-number-of-doctors-but-is-it-enough/article5340309/?ref=http://www.theglobeandmail.com&service=mobile In 2008, there were 3200+ commercial Heli pilot licences in force (with a good portion of those pilots not flying professionally), yet we issued 348 commercial pilot licences in that same year. There was also an additional 994 ATPLs https://web.archive.org/web/20100702044606/http://www.tc.gc.ca/eng/civilaviation/standards/general-personnel-stats-stats007-2304.htm https://web.archive.org/web/20100702040139/http://www.tc.gc.ca/eng/civilaviation/standards/general-personnel-stats-force-2303.htm https://web.archive.org/web/20100702044601/http://www.tc.gc.ca/eng/civilaviation/standards/general-personnel-stats-issued-2297.htm This is also an informative document. 2010 HR Report on Commercial Pilots in Canada from Canadian Aviation Maintenance Council. Note the challenges facing the helicopter industry; sound familiar? http://www.atac.ca/web/images/atac/files/HR_Report_on_the_Commercial_Pilot_in_Canada-Final_version.pdf I don't have data for Heavy Equipment operators... On the licensing side of things in aviation: Commercial Pilot Licence Airplane in Canada requires: 200 hrs Flight Time Commercial Pilot Licence Helicopter UK/ France requires: 155 hours Flight Time. Commercial Pilot Licence Helicopter Canada requires: 100 hours Flight Time.
  15. Maybe it has something to do with the fact that schools and TC are giving commercial licenses to pilots with 100 hrs Flight time, and 80 hours air time.