Jump to content

JustanAME

Member
  • Content Count

    22
  • Joined

  • Last visited

Community Reputation

0 Neutral

About JustanAME

  • Rank

  1. Hello Heliian! I can tell you that there is a shortage globally. Whether this applies to Canada today is not so clearly defined. Anyone entertaining the idea of being an AME should consider obtaining their EASA, CASA, FAA equivalents while things are still fresh in their mind as well and be willing to really travel. This is where more of the action appears to be. Granted an AME with a good reputation should always find a job in Canada, as long as the ones doing the hiring are still helicopter people and not bookworms with a useless university degree. What I have seen is a reluctance by the new generation to put up with fairly low wages compared to wages in the oil and gas industry where they usually end up working side by side. But you have to start somewhere and you will be worth more if you have lots of field experience. If you look at Vertical's Jop Opportunities, you can see where things are happening. Most of it is abroad, but most require proven experience. This might not help you if you're starting but I have heard of apprentices working in Africa, something which hardly happened in the past. I would give them a call if they don't post salaries, but I would be very suspicious of their posting in the first place. There has to be a reason why there are so many job offers out there, otherwise we would all be lined up for one.
  2. What's with the 429's hoola hoop tail rotor guard? I can see this thing cracking and taking a few things with it as it departs the helicopter. Is this another beancounter mandated design?
  3. Interesting comment, and you could probably include a company like CHC/Heli-One which recently laid off some very good people while retaining some really bad ones. If a company wants to position itself for future growth wouldn't it be wise to keep those that will make it happen when the economy turns around instead of keeping the deadwood that put you in dire straights to begin with? One of the dangers in laying off some really good employees is that the ones that are left are probably not going to wait for the next round of layoffs as all bets will be off. This appears to be where they are heading.
  4. Just heard of a few major players being taken down at CHC headquarters today. It looks as if the firings are becoming more focused. Also a letter has gone out apparently inviting people to leave if they so wish...not sure on the terminology used, but it looks as if they're looking for volunteers to leave the company. I would presume they're offering some form of a severance package. If anyone has more details, please update this forum. I have also heard that major layoffs are happening at their base in Aberdeen and that Bristow might be picking up the good ones.
  5. Here you go. They've owned CHC/Heli-One for about a year and are starting to clean it up. It's their first adventure owning a helicopter company. (copy the whole link on one line or look for First Reserve in Google) http://www.firstreserve.com/go.asp?Go=!...PL=HomePage.htm
  6. You're right on, they're not redundancies. Some very smart and efficient people were let go here. One person told me this could have been completely avoided if years ago some understood that this company operated helicopters and not an airline and as a result understood the different dynamics of such an operation. The old Ok crews sure did, so what went wrong here ?. As the new American owners begin uncovering all the deadwood, assuming the new owners find the remaining deadwood soon enough CHC might just come out of it. It will take a couple more flushes to clean the place out. Hopefully good people will get to come back, but we all know what happens, nobody waits, nor should they. As I write this I have just been told that another 20 were let go from CHC at YVR this afternoon.
  7. It's not a rumour! Over fifty people were let go today at Heli-One. More to follow tomorrow in YVR...
  8. Also, they hate to be scratched. Some have scratch limits as low as 0.001". You must use the tools they call for. They also don't like flexing too much as strange as that might sound. In otherwords, that's why the 222 still uses greased driveshafts. And yes, they are expensive.
  9. Glad you found your snag. A servo acting up is nothing to take lightly. Take care!
  10. I'll second was DGP is saying. I'm assuming you have the older mast on your 407. If your shudder appears to come and go whenever it feels like it in flight, then it's pretty much a given that the split cones aren't sitting properly around the mast. I'm afraid that this isn't a quick fix as it will involve lifting the head and repositioning it on the cones, once again assuming you don't bump them while lowering your head back down. The new mast has the "split cones" shape built in so that set-up is much better.
  11. Thanks Splitpin for reading the e-mail through. The reactions to my diatribe to a new guy looking at getting in our business have been interesting to say the least. I would have indeed quit in a heart beat if I didn't like the machines we call helicopters. By the way, I've been doing this for over thirty years. I started on 47's, just after the wooden blades were replaced with metal ones. He's right, it took me about twenty years to see the light.
  12. You might not like to hear this, but I would recommend you stick to automotive work. While you might think that it is better "on the other side of the fence", the aviation world as seen from an AME point of view is not something that should be recommended to anyone. While we have come a long way through the years and developped thick skins, AME's are still the most abused people in the industry. For one, there are corporate sponsored societies like CAMC trying to take control of licensing away from Transport Canada. Basically this will mean that your license would be under the hands of business. My goodness!, a regulatory body who's sole aim should only be the safety of the industry should be in charge. Currently however, Transport Canada appears to be more interested in making money through fines rather than physically ensuring that aircrafts are safe. Books don't fly, aircrafts do! The common excuse used is that they have no money to enforce anything. Given the fact that there are so many unscrupulous operators in this business, guess who is lining up to take control of licensing? As the AME shortage increases every year, there are continuous attempts made to try and fix the problem by trying to circumvent the need for AME's. One novel idea is having just one AME per AMO working with a bunch of CAMC approved Technicians. The intent is to save money by having only one "expensive" but usually overworked and in reality underpaid AME sign for all the work carried out in the business, while hiring low wage earners like CAMC trained technicians to help him or her do the work. Starting at 15 dollars an hour at Cascade, you can do better by going to Save On Foods stocking shelves for 17 dollars per hour. To be sure, it won't be as interesting, but you'll get to pay your bills, and more importantly you will have time to think about a real career, not something where you will live a lifetime enduring threats and abuse. Given the incredible responsibilities AME's hold and experience on a daily basis, they really aren't recognized as professionals nor are they paid accordingly. This is why there is a shortage, surprise, surprise. Why would you want to work in an industry that will do nothing to support you? Remember the current regulatory body, Transport Canada, it's more interested in fining you for one thing or another, and no aviation related association will stand by you to establish professional standards to ensure AME's are treated fairly. Engineers are professionals, but they are not recognized as such by their own employers. So called "Professional Engineers" on the other hand have an association with established guidelines indicating what wages P-Eng types will accept depending on their years of qualification. There is nothing for the Aircraft Maintenance Engineer in place despite the existence of associations for decades. Everyone has ideas on how things should be run, but no one agrees on anything. Since AME's are used to troubleshooting everything by themselves, they never speak up. AME's are their own worst ennemies and operators are standing by to abuse them, EVEN WHEN THERE IS A SHORTAGE like now. So, what are you going to do? Please reconsider for your own sake before you end up disappointed like the rest of us old timers. It just isn't worth the grief.
  13. A couple of things are coming out of the latest Pamea Symposium. CAMC and a few others want to take control of your licence. Watch TC hand this over within five years from now. THIS IS A VERY BAD IDEA. Support PAMEA first. At least they have engineers in their midst and they may now wake up and smell the bacon. CAMC is NOT qualified to deal with us and will work against you with the companies funding them for back-up. There IS a shortage out there, and it is serious. Don't waste your time with the likes of Acro or Heli-One, they just don't pay. You will make far more over the summer than you will doing a full year with either one. Acro is almost back to being a full engine shop and NOTHING ELSE. Ask around and check it out. Heli-One is not hiring anyone related to helicopter maintenance anymore. A friend of mine couldn't even go through the front door. But if you're a bean counter and can count to two you're in! Have a safe summer!
×
×
  • Create New...