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Heliduck

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Heliduck last won the day on January 2

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  1. It looks to me like an aggressive take off profile followed by an immediate turn downwind nearly caught the pilot out on the first time around but they managed to get it back into wind, I don’t think they could depart into wind for an extended take off profile as there are high tension wires in the background which look like they go across the flight path. On the subsequent turn downwind they weren’t so lucky, ran out of horses. I’m surprised that it wasn’t recoverable from that height, but there’s a lot of info not available from the video.
  2. NZ, Canada, Australia, US, it’s all the same. You can invoice the customer whatever you like depending on the deal you make, Air time, flight time, lunch time is all irrelevant. The law says in all countries you must record the time the aircraft is used in the tech log, it seems that in Canada that TC has conflicting information regarding which time to use hence the title of the thread.
  3. I’m a bit bored today so I just read through the Canadian Air Transportation Regulations on the justice laws website. There’s a lot of information regarding tariffs, advertising etc for aircraft over 15900kgs or 20 seats but not much specific info on GA charter. I did not see anywhere any reference to the invoiced time required to be the same as the tech log time, pilots log book time or any other time. Even under part 5 “tariffs” it doesn’t refer to it. In part 5.1 advertising section 135.7 I did find this - Application 135.7 (1) Subject to subsection (2), this Part applies to advertising in all media of prices for air services within, or originating in, Canada. (2) This Part does not apply to an advertisement that relates to (a) an air cargo service; (b) a package travel service that includes an air service and any accommodation, surface transportation or entertainment activity that is not incidental to the air service; or (c) a price that is not offered to the general public and is fixed through negotiation. (3) This Part does not apply to a person who provides another person with a medium to advertise the price of an air service. so reading item (c) these regs don’t apply. I’ve been told by a very experienced operator that TC never ask to see the invoices, probably as they don’t have a legal right to but I haven’t researched that to be sure. Operators/customers usually have an agreed hourly rate for the machine, but if I fly 5 hours in a day & invoice the customer 6 hours it’s up to the customer to pay or refuse. No-one else cares. If I had a shocker of a day on a production job I would probably knock a bit off the invoice as a show of good will to the customer but the tech log would match the aircraft usage, I’ve had 4 hour minimums before where I’ve only flown 3.5 hours, the invoice said 4 hours, the tech log said 3.5 hours. The tech log matched the aircraft life, the customer was happy, I was happy, No-one else cares. The Air transportation regs do have a lot to say about advertised prices between points or on specific routes, for example “$300 for a 1/2 hour flight over the mountains”. Operators have specific rules to follow there with regard to the charges to the customer, but again no reference to what you write in your log book or the tech logs.
  4. Foreign Pilots

    Come on over! They’re talking about RPT fixed wing in the article but I don’t think they’ll differentiate between aircraft classes. Unfortunately it’s more than a sense of humour that Australians & Canadians have in common, we also share a reliance on resources so when those industries tank we’re all in the same sinking ship. The difference between the land masses is that a lot of Australia can be accessed by truck/ bulldozer etc which reduces the reliance on helicopters. The muskeg & the mountains have led to a reliance on helicopters & created more pilot jobs in Canada than could be possible in Australia. We don’t operate mediums but I have been told that Australia still needs VFR Canadian pilots due to the lack of experienced medium utility pilots, particularly when the place burns but in the last few years we’ve been dragging ourselves out of the dark ages & getting more of these aircraft in the fleet so no doubt that requirement will diminish in years to come as Australians get a chance to upskill. A lot of Australian medium pilots were trained on mediums in Canada thanks to the boom in the late 2000’s. Oil & gas in Oz has tanked hard, hence the previously mentioned comments from pprune & we’ve had offshore flying for decades so we have an experienced workforce, shouldn’t need assistance until it booms again. LOT’s of New Zealanders flying here, if it wasn’t for the Trans Tasman agreement we could use hundreds of Canadians to fill seats. http://www.news.com.au/national/breaking-news/foreign-pilots-to-plug-australian-shortage/news-story/29d52729ccee7c3c6a143e4dc309c293
  5. Meridian Helicopters Australia Facebook page has some operational photos of the Mack pull in action if you’re interested.
  6. Where do people think the Canadian helicopter industry will be in a few years? The mining & oil industries are bouncing along but I worry that China still has a long way to fall as it transitions from construction to consumerism. Will a business man in the Whitehouse help or hinder Canada? Want I want to hear is that there'll be enough demand to keep most Canadians operating & there'll be a bit left over so I can come back each summer ( TFW). What I think the reality is from reading these forums is that most are hanging their hats on fires. I work with Canadian pilots here in Australia each summer on fires, they are surviving but it's lean pickings. I'd appreciate it if the TFW zealots could focus on the other topics regarding foreign pilots & leave this one to people who watch the world news, have a finger on the pulse & can provide some real insight.
  7. I'm interested in feedback from Rotary Agricultural Pilots in Canada regarding how busy the seasons have been recently & how busy you expect this season to be?
  8. Not hard to improve the gene pool in Papua New Zealand!!!
  9. Thanks for the informative reply Skidz. I can understand it being an emotive subject, imagine how us Australians feel when Kiwis don't even need a visa to work over here!! The information I was hoping for with my post was that some operators were busy & struggling to find enough pilots to fill the seats. That's my cue to don my best Toque, pack my bags & get into it. I lived in Canada for a few years & like some posters here I really struggled with the concept of foreign low time or non-specialist pilots filling seats, it still doesn't make sense to me. When it is busy & a bit of extra labor is needed I'll look forward to coming back, & if the industry has picked up enough to allow that to happen then everybody should be happy as it means there's work going begging.
  10. .... & now back to the original question - Is there a need for experienced foreign pilots this season? If not, please let the thread die & move on. There are a few other threads dedicated to complaining you can revive for your debate. Thanks.
  11. I'm interested in hearing from operators regarding the need for seasonal foreign pilots to fill seats for the 2014 season. I'm talking about positions to suit a 5000hr B206/B2/B3e production longline pilot/fires/spraying/survey etc. The operators I spoke to last year certainly didn't need any outside help, I hope the industry has picked up a bit this year.
  12. Has anyone had the misfortune to test the crash-worthiness of the B3e seats? I am not impressed with the way the old seats disintegrate in a crash & would be interested to know if there has been any significant improvement with the new aircraft seats.
  13. Foreign Pilots

    I suspect your question is sarcastic rather than genuine, however I'll respond for those who are interested. As far as I know there are no Canadian companies with fire contracts in Australia, rather Australian companies have the contracts, & due to the fact that they don't have the aircraft or crew they hire them, mostly from canadian companies. Unfortunately this means that Australian pilots don't get the opportunity to crew these aircraft. However there are a few Australian companies with mediums, the last time I visited 1 of them they had canadian pilots flying for them full time. I don't mind, it's a big world with opportunities everywhere for those who seek it out.
  14. Foreign Pilots

    Deuce, I'm an Australian pilot who worked in Canada a few years ago during the boom (then bust) & I'm looking for summer work in Canada again this year. You claim that citizens of unnamed countries undercut Canadians, so to be sure that I'm not one of the unnamed, what remuneration should I be asking for longlining in an A-Star? P.S. - We had a busy fire season down here this year, I worked with quite a few Canadians who appreciated the winter work.
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