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Sisyphus

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  1. Autopilots will be standard equipment in helicopters soon. In the States, the airspace is so crowded that even going VFR into a large airport can be trying. It may well be that operations in what is now class B airspace will require autopilots in the near future. Almost certainly, EMS helicopters will be required to have autopilots. This would drastically reduce the rate of EMS accidents. One day, TC will wake up to the fact that there is nothing wrong with single engine, single pilot helicopter IFR as long as autopilots are used. It is a better combination than two pilots
  2. Although the union at CHL is not quite a done deal, it soon will be. When jet fuel costs $10.00 a litre and all the other costs of helicopter operation have gone through the roof, and the operators are trying desparately to cut wages because it is one of the only aspects of cost over which they have control, the pilots, and hopefully engineers, will be greatful they have organized. Their fight will not be for higher wages. Their fight will be just to maintain the wages they already have. When the pilots of some of the other larger Canadian operators see the bargaining advantage that or
  3. There must be a number of low time Canadian pilots who are upset that foreigners are able to fly in Canada and take jobs that belong to them. It seems that it is becoming less and less a priviledge to be a Canadian these days. Low time Canadian pilots are faced with the following realities. They have spent a great deal of money to acquire a licensed that ill-prepares them to fly. They find that they must spend additional money to get longline time or mountain experience or to buy endorsements. It is unfortunate that TC does not require more training in these areas as part of the lice
  4. To threaten physical violence with a bung wrench is wrong.
  5. Many of the posters here are helicopter operators or have management positions within a helicopter company. It would be erroneous to attribute some of the things written to them, but it is likely. It is most discouraging to hear the disregard that some have for higher education. Accurate scientific knowledge and awareness of the environment held by the majority of the planet’s population are perhaps the only things that will save Earth from an ugly future. That false perceptions are held by helicopter people is evident. One only needs to recall that some believe that weight produc
  6. A degree is much more than a piece of paper that proves you are capable of learning. It proves you have learned something. One of the great ironies of the modern world with its rapid advances in science and technology, is that the average man does not fully understand what is happening to the planet, which is unfortunately going downhill fast. It bodes ill for society that its population is ignorant. Democracy cannot work if the voters lack the intellectual tools to understand the issues. A university education is a huge plus. It opens up so many possibilites. Helicopter pilots
  7. Helicopter pilots do not receive sufficient training to enable to adequately meet commercial requirements. Their longline training is insufficient, assuming they recieve any at all. The same observation applies to mountain flying. Some provincial forest services reject some helicopter pilots as inadequate inspite of the fact that TC has certified them as pilots. It is almost criminal that starry-eyed young men and women pay huge sums to train and then are unable to find work. The government should pay off the training debts incurred by these individuals and replace them with low interest
  8. The ammunition is so plentiful that it is not possible to fire it all. The targets are so numerous that it is difficult to know where first to aim. Transport Canada continues to be the vassals of the aviation establishment. Some tiny advance was made when they increased the standard weights but as far as most helicopters are concerned this does not work. Using the standard weights for light helicopters and likely even some mediums does not work because the sample size is too small. One would think that the wizards at TC would have some knowledge of elementary statistics, but apparentl
  9. Please refer to a previous thread ‘Caveat Emptor, Helicopter Scam’ for some hard facts regarding common practice followed by some operators as far as air/flight time is concerned. In Australia, meters to record flight time are required equipment. The same should apply in Canada. 407’s are equipped with micro switches that activate a clock when weight is removed from the skid gea and thus accturately record air time. Refer also to ‘How Pilots Should Be Paid, For every hour they stand duty’. If pilots and engineers were paid by the hour, including for overtime, some problems would b
  10. The rules regarding flight duty times in Canada are truly Draconian. The fourteen hour duty day is excessive. In fact, as far as helicopters are concerned, the day can be longer, in spite of the reality that helicopter piloting is amongst the most demanding and fatigueing types of flying. Transport Canada claims that the Canadian rules are comparable with other jurisdicitons and that when the Canadian rules were promulgated it was done so considering the regulations in other jurisdictions. The Canadian rules are almost identical to those to the USA but differ substantially from those
  11. The helicopter establishment worked very hard to squash the efforts to build HEPAC. They are doing the same thing to the EMS pilots of CHC who are trying to organize. Had HEPAC succeeded, there might not be this continuous battle being waged between the pilots and engineers on the one hand and the operators on the other. Perhaps the establishment has only itself to blame for the ‘mudslinging’, which may be occuring in some other forum if HEPAC existed. It is however, wrong to denigrate seriously offered and heart felt opinions (or likely in many cases, fact) as mudslinging. Amongst them a
  12. The following questions must be asked. Was an accurate weight and balance calculated? Were the OGE and IGE charts consulted? If there was doubt as to the feasibility of the pickup, how did the pilot feel about that? Was this a case of ‘Let’s give it a try and see what happens? Is there any chance that mechanical malfunction was involved? In spite of the fact that the pilot is solely responsible for the fate of his ship, some consideration must be given to the accepted practice which imbues the helicopter culture that encourages pilots to at least make an attempt to complete a mission
  13. DGP's experience is a perfect example of the pressures to which pilots are often subject. Against his better judgment, the pilot engaged in an operation with which he was uncomfortable, the end result being the destruction or property. Fortunately in this case the loss involved only material and not life, but many times in the past, similar circumstances have ended in death. The pilot was subjected to intimidation and coercion to do the job. As is often the case, he was alone and he faced the combined wrath of several other individuals. It is extremely difficult to stand one’s ground
  14. Do not compound the biggest mistake of your life, the acquisition of a helicopter pilots license, with the second biggest mistake, buying a helicopter. The time logged in such circumstances will be useless, not being related to real world operations in any way, and would amount to no more than aimless flying about. The cost of operating even an R22 for a private individual is staggering. If you have that kind of money, go to University and study aeronautical engineering or business. Having said all that, perhaps someone will give you a job just to prove this poster wrong. The prob
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