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Phil Croucher

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Posts posted by Phil Croucher

  1. I think a lot of people are missing the point - after all, this was exactly how HAI started, and look at them now!


    The real issue, as I see it, and having lurked on this discussion for some time, is that all the companies have representation (and there is an ower's club, no matter how bad they are), but pilots do not. And it's not a voice that's needed necessarily, but recognition of their existence, so that when legislation is put through allowing 42 and even 60 days on duty with no days off, who benefits from that? You could be forgiven for thinking that Transport have an investment in some of the companies around, with what they get up to. And don't come up with the old bromide "Summer's the only time we have to earn any money" - I hear that bleat every year. After 20 days on tour, I want to go home, and the guys who backed into trees and clipped rotor blades last year through chronic fatigue will no doubt agree. That is only one example, and respect for your decisions is another one - why is it that the average customer believes a fork lift driver when he says he can only take 50 items on his machine, yet they tell us how to do our job? We need to make our point more forcibly, and an association, with experts on the board that customers can consult instead of the "consultants" that are currently available, would be a darned good start. We carry a lot of responsibility, and have to sit our final exams every year - we should have recognition for it!


    Which leads me to another benefit - being able to talk to the insurance guys and inject some common sense with reference to low time pilots. 2000 hours to fly in the N Alberta oil patch? Give me a break! Also, group discounts and concessions, ete etc. I don't see this as a union at all, and my cheque (for $200) is ready for the post.



  2. Well, I can tell you that the people I was with last year paid all non-rev, including to Dryden, and back, and for training. Their opinion was that they were paying you for your time, and it wasn't part of a pilot's job to invest in their company. It was that last comment that makes me willing to work for them anytime, although I'll likely be busy doing something else this summer.



  3. If it's any help, I have a little time to contribute, and some experience at running this sort of thing, meetings, minutes, etc. Obviously with such a large country it will be difficult to get people together but not impossible. I think the concept is good, the name also (and the initials), and all we need is a committee, a bank account, a legal person, and accountant, all as honorary as possible, of course, but at some stage you will have to spend money. If you can form it as a charity, so much the better, but I am more familiar with those laws in UK.


    I missed out on all the arguments and stuff, but wouldn't comment anyway, but kudos to blackmac for getting the ball rolling.


    I think $50 per year is a more reasonable price, because you need members, and you simply ain't going to get them at $200. Once you have a critical mass, you can start looking at member benefits, such as health insurance, dental, life insurance and other stuff, which is also what it should be doing as well as arguing with employers. I have always had a bee in my bonnet about getting qualifications recognised, and this is also something that colleges could be approached about.


    Of course, it should foster professionalism and all that other good stuff as well.


    Would appreciate any constructive comments



  4. I see no reason why PCCs shouldn't work - it's worked in UK for ever, where an examiner was appointed by the CAA and did the 2 proficiency checks per year required over there for anyone who cared to turn up - I used to do it myself. The big problem I see with TC doing PPCs is an admin one - trying to get an appointment less than two months ahead sometimes. You really need a mobile local guy sometimes.


    And while I'm on the subject - why do you need to be an instructor to work for TC to do these things anyway?



  5. I once saw a great Xmas card which had Santa in his sleigh and an examiner in the other seat with a shotgun, saying:


    "And after takeoff, I'll fail one engine...."


    I'll be in Bonnie Scotland for the holiday and I'll raise a glass or two of scotch (no water!) to you all. May the best of the season last all year for you!



  6. I just did my initial, and got a non-standard hold, but then he knew that I already had a JAR FW rating, so maybe that influenced the decision.


    The school I went to say they teach way over the TC standard, but things become confusing. Taking up the point about keeping answers to the absolute minimum, they expect you to start explaining all sorts of things to a straight yes/no question. Luckily, they had no machine and I had to do the ride elsewhere.


    The 206 ride is indeed two-crew, and you will be expected to tell the "co-pilot" to change frequency etc - in theory, all you should need to do is fly, and take down the initial clearance and ATIS - he should do the rest.


    one other tip I forgot to mention - get really familiar with the particular machine you are going to do it on - you won't look so good fumbling around for switches, etc.



  7. Be prepared for a non-standard hold (he's doing the lookout from the left) , and the answer o the the question "how do you check the validity of the cap general?" is at the top of the first page of the CAP (the dates should both match). Also, not only check that the valid date of your chart is OK, but that you both have the same date! otherwise, change the adf with your middle finger - only joking! just regard it as a normal ride wth a normal passenger, and engage brain before engaging mouth.


    good luck



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