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RDM 1 last won the day on July 22 2018

RDM 1 had the most liked content!

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About RDM 1

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  • Birthday 05/13/1967

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  1. Layer layer layer, always wore some type of skins close to the body. Then some type of of Wooly Bears (or fleece) over that covered by high end MEC outer shell. Also for my paws some form of high end snug thin gloves, something that allows easy and non cumbersome access to switches or trim functions. Close by another heavier mitt to cover them for cruise (long haul). Booties, my preference soft Acton military mukluks, you used to be able to get them with double liners. The double liner trapped the body heat. Never had cold toes and they were quite flexible for peddle movement. Kit bag was always full of much heavier outer wear. Snow Goose parker, heavy mitts, neck sock and sturdy fur head covering. Keep a eye on your pax also. Seen them arrive with clothing that could barely keep them warm in the tropics. Last thing you need to deal with in the event of a unexpected stop on the top of a wind swept mountain is a half dozen half frozen souls! They are basically in your care. Hope this helps.
  2. Right you are 412. I did years ago but thought I would come back and give it another whirl. Even attempted to start a little fun thread to get a few sh*ts and giggles but ..... Back in the caaviation days (old forum) there were rants but there was much more respect for one another and mud slinging was rare. 🙄
  3. So true Doug! Hence while at my old employers (both of them) who had flight schools they got rid of the weak and lazy very early on in their training (with explantion). They were not their to thief them, yes profit was important but as I stated above ..... they had morals!
  4. Great to see you still venture around here Phil. Hope you are doing well! Ronnie
  5. Good morning IB. I do not know if this will help but all I can do is offer you some opinion on what I have witnessed in the industry. First, do not be discouraged. Not all companies act in this manner. Personally, I have never witnessed this practice but yet I have heard of many organization that do just what you are addressing. My only thought is that a company (owner) are taking advantage of the low labor cost of having a newbie pilot work the ground for little or nothing. Yes, by the dangling the carrot. IMHO a company that conducts business in this manner is not worth your time anyway and should indicate to you that they (the company) most likely has other practices in their organization that do not fit into what should be considered as healthy practices. There may be valid reasons if the company does keep a new pilot working the ground for extended times. But for 5 years? Rubbish. As you say they should be let go with a solid explanation as to why they did not make the grade so to speak. In my VFR career I was employed by two companies. Both owners had very strong morals and extensive backgrounds in the industry. I did not always agree with every operational decision they made but they were the owners and I was the employee. They maintained a safe, effective and profitable business so who I was to really question that. Both companies had flights schools. They DID NOT hire from outside their own class room. I was fortunate that when I began I my career with my first employer i was sat down (not by the CFI) but the owner and very clearly explained how the process worked. The company usually took 6 to 8 candidates. Only 4 to 5 would be kept on after a short duration of flight training. The owner would continually be observing the candidates performance and enlisting opionions from all staff. The potential candidate was judged carefully on his flying skills but it certainly was not the entire reason he may get gain that first ground position. Out of the four candidates remaining two would be kept on. Both would have to prove themselves of having strong work skills completing any task given to them or the willingness to be open to learning and expecting criticism. Normally, after one season one would be let go with a solid reason as to why they were no longer reguired and how they should improve. Both owners would often let other operators who they new were looking for low time pilots without flight schools that they had a solid pilot but had no position at the time. The following year this process would start again. As a new hire you may spend 6 months and at times much longer on the ground waiting for the opportunity to gain the operational flying position. Why the longer wait time? They may just not have the line vacancy. You may be pushed aside because a high time moved in and filled a postion. Worked slowed down or they were still accessing your abilities. There were many many variables. Yet, to keep a newbie on the ground for 5 years while dangling the carrot in my opinion is just wrong. Only reason I can think of again is the low labor cost. Again, I was very fortunate to see the process I described above in action but never witnessed the 5 year delay. I also saw how the selections were made from the inside as a instructor with both companies as I moved up through the ranks. Do not be discouraged. There are great companies out there. But... if you see ground crews with multiple years that are still not flying you may have to ask yourself are they what YOU WANT. Sorry for the long reply but there may be others on here that can offer other views that are more valid and better answer your question. Time for another coffee! 😁
  6. Was having a not so great day with the longline. Driller comes on radio: "You be more comfortable to come down here and do this and I will go up there and do that?" 🤒
  7. Well now I feel like the goof. Should have read the entire thread not just a snippet! 🤒 Still simple in my mind. Rotor starts turning my personal flight time (log book starts ticking) rotor stops my flight time stops.
  8. My only advice, and it's worked well for me, is step up at every opportunity. As Bladestrike said!
  9. Fly47 If you are still on the site .... may I give you this. Having instructed abintio students and alot of sim time with older pilots learning new skills. You may find it somewhat challenging. It will depend alot on your background. Individuals at your age are normally much more focused and attentive. Obtaining the license will not be to difficult, again depending on your background. Finding the first job and keeping it though will be somewhat difficult. Why, well you are more mature and seasoned and will find it difficult to put up with the possible BS you may encounter. I wish you well in your endeavor. It is a great industry. Yes, there are critics but do not be swayed.
  10. Guys I am little confused. Now I have not read the entire 67 pages. So forgive me if this has been said. It has been many years since I flew VFR so maybe things have changed. VFR and IFR have many different billing schemes but one thing did remain the same AIRTIME. (Tech log / Journer log) Lets say I worked on a contract or adhoc job things were pretty much the same. When the A/C rotors start turning I noted the time. If I flew from point A to B let's say 1 hour airtime we would normal bill 1.1 (maybe 1.2) that is what the customer paid on his invoice. In the journey log (do they still call it that?) I "billed" 1.0 hr to the A/C which was component time. Then lets say I was on a soil sampling job with a Longranger.... roughly 3 hours fuel for this type of work. Up to 20 landings with rock doctors in and out and in and out. They could be 2 min or 5 min getting their sample. At the end of the day I burned 3 tanks of gas. (9hrs) but I may be only airborne for 5 hrs. The customer got a bill for 9hrs but the A/C had 5hrs charged toward component time. Like I said long time for me but am I missing something in this thread. It was always simple. BTW - HOBBS meter we had no idea what the heck that was. Now the IFR offshore contract world on a heavy were some different. We had Rotor Time / Block Time and Airtime. The billing scheme was very very different and as drivers we did not know nor care. Just keep the numbers accurate. BUT one thing remained the same the A/C was only charged Airtime. This was not taken from the WOW switch or HUMS, it was taken from what we as a crew noted on our Flight Plan. We may START at 07:00 (noted) we may BLOCK (noted) and begin to taxi 07:15....(we may have hold times depending on traffic for 15 minutes) on wheels up we noted Airtime till rig landing. Yet the A/C was only billed wheels up to wheels down. The client was billed block time (depending on contract) Again, if I am off the mark I am open to correction but I am confused by the 67 pages. And of course TC's responses. Our inspectors were always quite clear and agreed. Hmmm.....
  11. Hey MEOB! Heard you got the new gig in YYT! Good on you....you deserve it! You will find it is a great city. You will work with some fine people. Enjoy your time there. I did. Get use to the FOG AT 60 KNOTS though. Lol Always wished we could have done it together. Carry on.
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