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Heliduck

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Heliduck last won the day on March 23

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  1. So if your on 4 hour minimums & only fly 1 hour you can’t invoice 4 hours? Invoices are not legislated, aircraft & pilot flight times are. The tech log, pilots log book & journey log should all match perfectly, invoicing is irrelevant. The question is which time does a pilot enter into their logbook, & after 65 pages I’m still no wiser. I guess I’ll just put in whatever time the Chief Pilot of the company says to & leave it at that.
  2. With the invoice. Flight time, duty time, engine time, air time, lunch time....... none of them have any relevance to what you invoice a client.
  3. Heliduck

    Pilots leaving the industry

    I’m biased I guess, having the technology didn’t help them until the Canadians showed them how to do it!
  4. Heliduck

    Pilots leaving the industry

    Bang on JL! Most small businesses, helicopter operators included, would charge as much as they possibly could if the market would pay. It doesn’t make sense to price fix a low price, the whole concept of price fixing is to have a high price. Now for a bit of a rant - OPEC is the Middle East oil producers union which had a lot of bargaining power pre-GFC so the oil price was high which led to a lot of investment & the helicopter industry in Canada exploded. Since the fracking technology developed by Canadians was exported to the US, the US has become self reliant with oil production so OPEC have lost all their bargaining power, their income has dropped, & so has the income of everyone else who relies on oil for an income. In hindsight the best outcome would have been to patent the fracking technology in Canada & restrict its use, then the US wouldn’t be self sufficient & we’d all be rolling in loonies. Unfortunately most of the companies in Canada at the time were global entities owned in the US so they had all the cards. The state of the industry & pilots income is not related to whether or not Helicopter operators are a@$#holes, or price fixing, or in a conspiracy to keep pilots in poverty; we are a pawn in a global economy & the people playing the game don’t care if we survive or not, they have their own income to worry about. Remember the golden rule - he who has the gold makes the rules. As a pilot we’re along for the ride, & when employed by a small business struggling to survive we’re either part of the solution or part of the problem. I know, it sucks right?
  5. Heliduck

    Pilots leaving the industry

    I guess some people are suited to small business & some people are suited to government departments. Most helicopter operators are small businesses. Personally I take positions with companies who are looking to exploit my strengths, not my weaknesses.
  6. Heliduck

    Pilots leaving the industry

    Recruit for attitude, train for experience.
  7. CVR, dashcams & HUMS can have the same effect as the policeman sitting on the side of the road with a radar - if you know the policeman is there you tend to obey the speed limit. Generally the risk of receiving a penalty or disciplinary action is more of a deterrent to operating outside of a procedure than is the possibility of an accident as people generally think that an accident won’t happen to them, that’s why we keep having accidents. With the reliability of modern helicopters accidents/incidents are mostly due to pilot error so maybe as we transition to fully automated helicopters over the next few decades we’ll go through a period where the the cockpit will be plastered with “big brother” dash cams, recorders & alarms. Pretty simple in an A-star to connect a hydraulic pressure sensor to satellite tracking & send an alert to the Chief Pilot whenever the pressure increases to the maximum system pressure(servo transparency). How much hot dogging would go on if every pilot knew that the Chief Pilot would be waiting on the apron for them with their hands on their hips when they got back to base? Most machines these days have phones, I’m sure I’d rather take it easy than have the phone ring & the big boss asking me WTF I am doing! a comment on this incident - 141 knots down to impact in 3 seconds & everyone walked away, wow.
  8. My comments aren’t related to this particular incident but procedures aren’t worth the paper their printed on if people don’t follow them, & as long as there are VFR pilots in the bush there will be the occasional “hot dogging”. You’re right about the ELT, by the time it is required to operate it’s too late but the CVR information can be used to develop more robust/relevant procedures. Heli500 - We’ve had a 406 not activate after an incident severe enough to total the machine, luckily another machine was close by.
  9. Heliduck

    Pilots leaving the industry

    I understand that the comparison between a pilot & an electrician was just an example of a neighbours experience, but as far as the job description goes that’s like comparing a fisherman to an accountant, totally unrelated. I have the benefit of choice, I’m qualified in aviation & Mining & often move between the 2 as my personal circumstances dictate. I can do that because I became trade qualified & used it to earn an income to pay for my pilots licence. At times I choose to leave the higher income of mining & go back to flying because I love it, I leave flying & go back to Mining because I need the money. I envy those who can stay in flying & survive financially, I don’t envy those who have no other skills/qualifications outside of flying. You can compare yourself to an electrician, or you can become an electrician. The choice is yours.
  10. Heliduck

    recurrent - how often ?

    ...per machine type, so if you fly 3 different types with a company you do 3 seperate Pilot Proficency Checks(PPC) per year.
  11. 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.
  12. 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.
  13. 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.
  14. Heliduck

    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
  15. Meridian Helicopters Australia Facebook page has some operational photos of the Mack pull in action if you’re interested.
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