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Helirider212

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Everything posted by Helirider212

  1. Its really simple,, as Pilots we need to get our heads out of been paid by the flight hour,,,you are away from home for extended periods of time and suppose to be in a "profession" . Your duty day is up to 14 hrs and most customers demand / expect you to be available for that time. The company expects you to be if you are sitting on spec in a hotel in butt "F' nowhere. So do the math , we should be worth $35 to $55 an hr depending on experience ( check the rates in Fort Mac for a truck driver with no education and a lunch box , we should be worth as much or more) . Now times your rate by 8 hrs
  2. Pretty straight forward isnt it...all forestry departments should get this...
  3. Can anyone tell me where to find the regulation / wording ,about single room accomodation when we are away from home...ie fire camps.. thks
  4. Whirlygig...Thanks,,I think you have made it fairly clear,,,so lets see if we are on the same page and I will ask one more thing. If one removes the ski basket it need to have a log book entry and if done with quick pins the pilot can do this under elementary tasks. Correct ? If one takes the 4 man out it also needs to be noted in the log book under maintenance action, This I think I get ,,,but instead of listing the revised M/T weight and arm /moment,,,can it not say ,,,,,ski basket removed W/B addendum # 4 in effect. This is how I interpret what you have said quoted from CARS....??
  5. Maybe a DOM in the know or anyone up on CARS can tell if I am right or wrong here....Please correct me if I am wrong...here goes... If I have this right at some point in the past there was a requirement to do a log book entry if you changed the configuration of the aircraft . For example you take the ski basket off the machine you would write it out in the log book as such ,,ski basket removed blah blah ,,,2 hrs later you put it back on ,,,ski basket installed blah blah,, . Then some one came up with a system that short cut all the writing ,,this was the addendum page we all see att
  6. Well Fred you are giving us all somethings to think about, and thanks for that. Here's one for all of you and I will ask Fred what one should do. I was reading my flight manual supplement for 205 today. eagle vertical reference door.,,,I dont have the precise wording but basicaly it says,,in order for the door to be used the dual controls have to be in place. Now lets assume this is correct. Any one want to tell Ontario that you cant take the duals out and you dont have a stock door with you.,,, Lets see how that fly's ( and again if I am right how many other operators will try to argue thats
  7. Its very simple why is everyone including transport Canada making it confusing.. Flight time starts when you hit the starter and the blades start to turn,,you are now in control of an operational helicopter. The flight ends when you turn engine off on the ground and the blades are costing to a stop. Air time is the time you are in the air,,,skids or wheels up to skids or wheels down. If you are doing a toe in you are holding power and thus still flying. If you are sitting on the ground at 100% waiting for 6 min for customers to load or unload you are not flying and thus would/should su
  8. The never ending saga of how we should be paid...!!!!! my belief is first I agree with the statement as pilots or engineers we are not in the financial risk business that is the owners chair. Daily mins means just what it implies a daily minimum guaranteed hours paid to the pilot. Which also means if I am guaranteed 4 hrs and I fly 5 then on said day I get paid 5 on the next day if I fly 3 I get paid 4 . If my *** is strapped to the seat I expect to be reimbursed for the risk and responsibility I took on that day. NO AVERAGING NO AVERAGING, anyone that goes to Ontario and really understands
  9. I also support you and wish I could offer more than just saying "good luck" I voice my opinion to them when ever I can in such a way as to hopefully not draw the 'wrath",,we all need to speak up more..
  10. Does that mean that OMNR has gone into CYA and there will be many years of study a discussion before we get an upfront answer and the OMNR person is held accountable for their action. Rocksteady ,,,I assume you work for BCFS,,,this comment is not aimed at you personally but at the forestry agency's in general. We all know there is a blacklist cant be easily proven but we know it is undeniably there (some times warranted but many times not ) Any issue should be brought up FIRST with the offending pilot and if there is not a satisfactory conclusion to the issue then go forward to the said
  11. So what was the outcome of this action/letter anyone know ????????
  12. Just my 2 cents...I worked overseas in an unnamed country,,,its pretty simple there,,equal time on/off,,,28 day tours in country,28 off,you travel on your own time. If you chose to live in country 1 day off in 7. The operators there seem to be able to survive...(might have something to do with not giving aircraft away for 2/3rds or less of the going rate) Maybe its time the Canadian operators started to rethink their business plans. I also should mention that the going rate is annual salary based, over $110,000.00 plus travel costs. So if they can do it there why not here. I thought it was g
  13. Here,, here,,, seems to me this is how we should all approach flyng...Heliskiing is nothing special....winter flying,,either you like it and can do it ,,or not....pretty simple,,,but you dont need to be a special godly pilot to do it,,,,,
  14. In regard to engine failures..for you 2 engine dude's...keep in mind...that most of , if not all the engine failures in the 214 are from fuel starvation, which in no way should be confused with mechanical error, comes under human factors..pilot error...one or 2 engines doesnt matter still needs fuel...and as for any other "mechanical error" 2 engines wont make a dam bit of difference if the spar or a clutch fails....
  15. In regard to engine failures..for you 2 engine dude's...keep in mind...that most of , if not all the engine failures in the 214 are from fuel starvation, which in no way should be confused with mechanical error, comes under human factors..pilot error...one or 2 engines doesnt matter still needs fuel...and as for any other "mechanical error" 2 engines wont make a dam bit of difference if the spar or a clutch fails....
  16. I understand the boredom factor of checklists and auto pilot, but consider the 6weeks of UNINTERRUPTED time off..you will never get that moving drills and fires...overseas work takes a bit of getting use to..but in the end its the way to go..augmented with the occasional shift at home so you remember why your working overseas....the steady paycheck helps too....
  17. There is a UH-1B (204) model with Cobra blades on it...not sure what eng it has...that would be the "super lifter" in the 204 category....I believe Garlick helicopters built them in the restricted cat,,saw one at HAI years ago...and I believe McDermot runs them in OZ...pos a UH-1F
  18. There is a UH-1B (204) model with Cobra blades on it...not sure what eng it has...that would be the "super lifter" in the 204 category....I believe Garlick helicopters built them in the restricted cat,,saw one at HAI years ago...and I believe McDermot runs them in OZ...pos a UH-1F
  19. There is a UH-1B (204) model with Cobra blades on it...not sure what eng it has...that would be the "super lifter" in the 204 category....I believe Garlick helicopters built them in the restricted cat,,saw one at HAI years ago...and I believe McDermot runs them in OZ...pos a UH-1F
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