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Translation

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  1. Whether it is short term or long term storage of fuel, many customers' policies are against the practice of refilling. The original label may say do not re-fill. Our supplier filled only new drums and all returns were crushed for recycling. The new drums are thin so dent and rust easily. Of course you can't be care full enough to check quality The rubber seal will crack easily especially with age so do not over tighten the bung. After tipping over the drums, check for leaks before flying off. Like everything else, the pilot has the last say. Some pilots simply refuse to use refilled drums, can you blame them? It only take one bad one to ruin your day. Most of my bad drums were from new sealed from the factory, however. Usually as a result of improper bung torque and incorrect storage by the dealer.
  2. Congrats to Dahlstrom and best wishes in his retirement. He also flew helicopters to practice in remote communities. I personally prefer the examiner to be thorough as we owe it to our passengers and loved ones to be in top shape. It is equally as important as the inspection on the helicopter... although I prefer my parts stay attached.
  3. I am planning to write off the helmet this year, under salaried employees/supplies. This looks like a pretty safe bet with the T2200 form. As for the medical and TC fees, the only allowance for this appears to be under commission employess/licences. It's debatable whether flight pay is considered commission however. Are most pilots writing off medical fees?
  4. Cadors Number: 2012P0151 If the pilot's record records an accident with regards to the file above, then it most certainly happened during "flight time", wouldn't you think? "The rotors were turning at idle rpm when it was struck by the avalanche. The snow pushed the helicopter on to its side and broke the tailboom. "
  5. "The above was copied from the NMSO issued by PWGSC and is used by all operators. "Air Time" is the only time that can be charged the CHARTERER and covers all aircraft costs to the OPERATOR. "Air Time" time shall be computed from the time the aircraft leaves the surface of the earth for the first flight and ceases when the aircraft touches the surface of the earth at the final point of landing." This method of billing is also accepted by BCFS The description of "Air time" above in the NMSO is including running time between landings which properly defined should be "OPS time", although may be "flight time" if TC ever gets it right. The "air time" defined above should not go in the journey log. Accumulated time in the air would be, and is the only time that should go under the airtime column in the journey. As for Flight Time Duty Day record, I am using "OPS Time", which is also entered into the personal log.
  6. http://english.people.com.cn/90001/90777/90851/6889355.html Maybe they should fly at night with NVG's
  7. My biggest regret after many years in the industry is not having a trade or other education to fall back on, for when times get tough or the novelty wears off. With family in tow, it makes a transition more challenging. When I started however, no one was going to stop me, so persistence is the key. Have a solid back up plan, for when the doors don't open, however. Our company won't look at anyone under 1000 hrs this year. Low time pilots can get a leg up by getting educated regarding the company you are applying to. You can better allocate your job search resources this way, rather than traveling the country hoping for the best.
  8. You are contradicting yourself here. ASRD gives opportunity for long term contracts, in a fair open bid process, which results in Alberta bidders not being selected. You call it stupid. Short term casual hire pricing is dictated at a much higher price than above and you say its communism. If short term hire pricing was not fixed , there would probably be lower prices on average, (lights and intermediates) , and more low balling would occur such as seen with previous long term work, particularly in this economy. ASRD has to have attractive rates to acquire resources, and it seems they don't have any trouble as of late. You are free to reject their business, and go to where you can get the highest rates, continent wide. The disparity with fixed wing hire is confusing, but again apples and oranges, for which only the so called "communist dictator" can comment. I say fix the casual hire price and let companies win work based on track record, performance and safety.
  9. I think ASRD prices are fair and their pricing system should incorporated by the BCFS. Besides, if the rate is not high enough, you can potentially make it up on unused minimums. In BC, supposedly they rotate the hiring, but if someone low balls the price, or there are special relationships, there is potential for unfair rotation. Hiring should be done based on track record with emphasis on attention to safety.
  10. This pilot will be feeling pretty fortunate! Record #5Cadors Number: 2010C0369 Reporting Region: Prairie & Northern Occurrence InformationOccurrence Type: Incident Occurrence Date: 2010-02-03 Occurrence Time: 0359 Z Day Or Night: night-time Fatalities: 0 Injuries: 0 Canadian Aerodrome ID: CYXD Aerodrome Name: Edmonton City Centre (Blatchford Field) Occurrence Location: Edmonton City Centre (Blatchford Field) (CYXD) Province: Alberta Country: CANADA World Area: North America Reported By: NAV CANADA AOR Number: 115850-V1 TSB Class Of Investigation: TSB Occurrence No: Aircraft InformationFlight #: Aircraft Category: Helicopter Country of Registration: CANADA Make: EUROCOPTER FRANCE Model: EC 120 B Year Built: 2009 Amateur Built: No Engine Make: TURBOMECA Engine Model: ARRIUS 2F Engine Type: Turbo shaft Gear Type: Land Phase of Flight: Approach Damage: No Damage Owner: CITY OF EDMONTON Operator: Operator Type: Private Event InformationEngine failure Engine malfunction - other Precautionary landing Detail InformationUser Name: Szymanski, Diana Date: 2010-02-03 Further Action Required: Yes O.P.I.: Maintenance & Manufacturing Narrative: Pilot reported inbound to the airport for a precautionary landing due to an engine light indication. Landed safely but engine failed hovering to the landing pad. User Name: Szymanski, Diana Date: 2010-02-04 Further Action Required: No O.P.I.: System Safety Narrative: UPDATE The Edmonton Police Service EC 120B had an Engine Chip Warning indication and returned to the Edmonton City Center airport. While in a 7 foot hover maneuvering to the landing area, the pilot experienced an engine failure and landed with no damage to the aircraft. The Arrius 2F engine was found to have metal on the chip plug and had 271 hours TSN. The chip detection system had been visually inspected 5 flight hours prior to the failure. The engine has been sent to Turbomeca Canada for evaluation. An SDR will be submitted. Please note that for the most part, CADORS reports contain preliminary, unconfirmed data which can be subject to change.
  11. Newt, good to see you here. Forums are a tricky place to aquire information, as there are as many different opinions and flying styles as there are pilots or operators. We tend to think we have the best/right equipment for the job based on what we happen to be selling. (strapped to at the time). What works in one area may not work in another. One pilot will say long line bucketing is stupid, because of a lack of relevant skill. One pilot can do a great job at initial attack with a certain aircraft while another will say it has inadequate power, for example. So answers/opinions need to be evaluated based on experience level, training, and work environment to name a few. Looking forward to some good discussion
  12. Read an impressive article in a Canadian magazine regarding a new helicopter operator in Fort St John. They talk about how vibrant the industry is there, and even though there are six companies in business, the new company says they have customers coming to their door, partly because they are locally owned, have new machines, and high time pilots. Is it really " booming" in Fort St John, making it that simple to be successful in a helicopter business with so much other competition? Gutsy move nonetheless!
  13. Here is the actual quote. Slight variation of what I said. "In developing the tool kit, the group aimed to win acceptance of the SMS approach—and by extension the group’s subsequent recommendations—from operators of five or fewer helicopters. Such operators make up the largest single segment of the civil helicopter industry, approximately 80 percent, and are involved in the vast majority of helicopter accidents" “The real target audience is the operator of two to five helicopters,” said B. Hooper Harris, manager of the U.S. Federal Aviation Administration (FAA) Accident Investigation Division." ASL 4/2008 pg 11 I think stats are computed by accidents per 100,000 hrs. There are some fine small companies that started out from hobby beginnings or whatever, one accident however, will skew their stats big time as they don't fly the volume of a large operator.
  14. I would define a "hobby pilot" as one who does not need to fly to make a living, but does so out of love for aviation, and interaction with customers. This to me is a worthy goal. The ones that I know are not a big problem in the industry. Of course there are exceptions. There are also "hobby operators", companies that spring up because there is cash burning a hole in someone’s pocket looking for a cool (ego booster) business to be in. Or in some cases, need a tax write off. They were successful in another business or occupation, and expect that this success will automatically be translated into the helicopter industry. They may have little respect for other operators, and may do whatever it takes to look/be successful. Sometimes they attract hobby pilots. To me, the biggest problem is, companies and employees that go to great expense and effort to diligently follow the rules, are not necessarily rewarded with more business as a result. Customers often pay lip service to safety, then will jump into the "cheapest helicopters available” to save a few dollars and make their operating budget look good to their bosses. Customers often think all helicopter companies are equal under Transports Canada's watch eye. The fact is, operators with 2-5 helicopters are responsible for the majority of accidents. (From aviation letter). Our biggest challenge in this industry is to educate our customers, to choose wisely.
  15. A bit different than robbing a bank, but be sure the excuse will be tried, no matter how stupid it sounds. We could end all trust between operators, which in my opinion, is a bigger tragedy than missing drums.
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