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About dammyneckhurts

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  1. A Union would put me on a level playing field as every other pilot out there. I did'nt want that when I started out as a 100 hr wonder and I certainly don't want it now. I remember when I was in flight school, it was apparent that most of the other students were not the type that were ever going to get a job as a pilot. At the same time I had a buddy that was just starting out as a fixed wing pilot. He got into Air Canada which was unionized and it was really aparent how much easier it was for me to progress in the helicopter world. I dont get beaten down... I get work when I want it. Life is good!
  2. Get the Roho 4 inch for left seat as it gives you more thickness to run at half pressure so it can tilt left when you are in the bubble.... If you only ever fly from right seat a 2 inch would probably work fine.
  3. HV ... What's your email addy? Tried sending you a PM but your inbox is full.
  4. So how would a Union work in reality on a day to day basis? Let’s say that you work for a company and they need a medium pilot for drills and or skiing. You have been working there for 1 year but there were no medium seats available so you have been flying the company Astars instead....you have medium drill/ski experience with a previous employer. There is another pilot that works for the same company; he has a medium endorsement but minimal longline experience and he is not very good at it. Catch is he has been working for the company for 1 week longer than you. Who would be the right person for the seat in the drill ship? Obviously the guy with more experience (assuming all else is equal) but what would the union have to say about this? Skill and experience don’t matter much; the union is all about seniority....who has been there longer?. A Chief Pilot need to line up crew for a new job starting next month.....it’s a tough job, hot, high, precision is required....new customer with the potential of lots of additional work. Trouble is the guy who is “due” to go out is not the best choice that the company has. Can he keep the “due” pilot at home and send someone else? What would the union say about that? I have never worked for a Union so I may be jumping to a lot of conclusions. Can anyone give an example of a Unionized industry that parallels helicopters where there is such a wide variety of skill is possessed by its members and variety of experience is required for the different types of work they do? Some of my observations come from watching a friend that works Airlines....skill, aptitude, attitude, customer relations have absolutely nothing to do with promotions, pay, endorsements etc....it’s all about seniority...who started working there first. Leave one airline and join another and seniority is out the window. What about contractors? Is there a place for contract engineers and pilots in a unionized industry? Seems to me that Unions work in an environment where differing skill levels compared to co-workers is not that important. It could perhaps work in a “Closed” helicopter environment, say offshore IFR. The route is the same day in day out, the schedule is the same; the required pilot skill is the same because the job is always the same. This is not the case in a VFR company that runs R-44, 206, Astar, 500, 212 and does everything from sightseeing to forestry, to logging, drills and skiing. How does a Union get involved in that? I think we all agree that we should be making 180 G a year working 2 on 2 off and maybe a Union could help with that....but can you imagine the logistics of the average Helicopter Company trying to run its operation where the crew is unionized? Lets say you think the owner of the company you work for is an ***, but you have been there 4 years and have some seniority. Are you going to be willing to throw your seniority away to go work somewhere else? Right now if you have the skill and experience you can go straight to the “top” of the pecking order of another company. Are you still going to be able to do that in a unionized industry or are you now going to be behind the guy that has less than half the experience you do. Anyone out there that is “Pro Union” have any real insight as to how it might actually work?
  5. That was just another day at the office.....actually that was a good day at the office! Bluebird up top, easy landings all day...can see the ground and the runway easily through the 75' layer of fog on the way in , drop down in a creek where fog is less and you have more lateral reference with the side slopes....####...thats almost a perfect day! If you think that was bad dont ever try heli skiing unless you have boots on and are sittting in the back....
  6. Here is a question: You DI your Astar in the morning, everything looks good....go for a 1.5 hour flight and when you land you notice that there is no oil in the Hydraulic tank sight glass. You look around the machine and there is no sign of a leak anywhere, machine is clean, no hydraulic oil mess anywhere. How is it possible that the tank had oil in the morning, but now it looks really really low?
  7. "3. You have been flying your 206 for about 25 minutes when you realize you haven't switched on your generator. What would you do?" Turn off stuff that has a big electrical draw (landing light, transponder etc,) reduce power to 70% N1 and turn on the generator.
  8. I am not that heavy and occasionally it gives me grief....nothing that a few drill bits in the nose wont fix. A 205 about 10 years ago and more recently a 212 were kinda tail heavy.....didnt much like hitting the front stop as the hook is dropping below tree tops.
  9. Disclaimer: I am not a flight instructor, so I don’t really know squat about teaching flying ....but had over a decade teaching other stuff prior to flying, many of those years were teaching teachers how to teach. (Pedagogy) I think Rob makes some good points. People learn in different ways and the instructor needs to be able to figure out how the student learns best. -Some people are visual learners. -Some learn best by listening. -Some learn best by simply doing. If an instructor can tune into how the student learns, the delivery of information can be tailored to suit the individual student both in the classroom and in the air. If a student simply cannot grasp a new concept or task no matter how many times the instructor repeats the lesson, (and it could be a very good delivery that works for most other students) perhaps this student has a different learning style and a different delivery method is required. Efficient delivery is half the battle. The other half is the ability of the instructor to tune into the level of understanding that the student has about a given subject. Much of the learning process in flying is progressional. Meaning one task needs to be mastered before progressing to the next. An undetected "minor glitch" in a student’s understanding of a task can hinder their progression in the next task. At the end of a debrief an instructor can ask a student for specifics of exactly what they are going to work on during the next flight. From this the instructor is able test the level of understanding the student has about the changes he/she is asking them to make. In addition clue into the method of communication the student uses when explaining things to you. Is the student sitting in the chair- hands at their sides using only words? Perhaps the student is using their hands to illustrate different visual pictures that are passing through their mind as they speak. Perhaps the student assumes the “flying position” in a chair...left hand on an imaginary collective, right hand on the imaginary cyclic, they close their eyes and almost seem to replay the flight physically with their whole body as they answer your question. Now you know if they actually understand, and you have some insight as to their particular learning style.
  10. AR.....which are you asking about settling or VR, and if settling....which definition? "The oh chit I dont have enough power to prevent this thing from mushing into the gound on short final" version....or the " how come the instant I raise the collecting my butt gets light in the seat" version.... :
  11. As I spend all my time in a bell medium and havent flown much of anything else in the last 10 years the 2 button release is best for me. It reduces the chance of accidently punching it off, and once your used to the system it's second nature to hit both at once when you want to release the belly. For new guys to the company there is a danger as they are not used to pushing two at once, and it takes a few weeks to make it second nature. I could say what happens if an emergency happens in the first 2 weeks but come on....many of us spend all our time fully loaded in a hover with the load in, or just above the trees and if I was that scared of something happening in the first two weeks I would not be in this line of work period. I recognize that if I add another 15 years of seismic to the 15 I have already done I realize that the odds of something nasty happening are more than I care to calculate. I clasify nasty as two primary things.... one is accidently punching off a load with guys below and the other is a stove quitting. I recon the odds are that I am more likely to accidently punch something off than the stove quitting. For me this validates the 2 button release.....I can punch it off in a split second if I have to....and it greatly reduces the chance of me accidently punching it off. I have significant issues with disarming the electrical release, I think the chance of me getting my foot on the manual release is pretty slim. My faith in a 2 button release would be seriously compromised if I was flying different machines as all the grips are different, but I dont.....so for me....2 button release is best. DMNH
  12. About 6 years ago I had such a failure in a 205, was in level cruise about 1000' agl with only 4 pax and all of a sudden the engine out starts blarin and flashin but it was very apparent that the engine was still running just fine. I say this because everything under my butt felt perfectly normal. Collective stayed up and I looked for a decent place to land and landed as soon as was comfortably possible so I could investigate things. In contrast to this another time when I did have an actual engine failure of sorts, (was a fuel control partial decel issue just after takeoff fully loaded at about 200 feet and 45kts) the aircraft immediately felt like it was about to stop flying. The nose yawed, I could hear the RPM decay never mind the horn blaring, and I immediately lowered the pole, it wasn’t even a conscious decision it just happened. My point here is that in an actual engine failure there is a lot more indications than just horns and lights. Next time you do a practice auto think about this....how does the machine feel when the throttle is rolled off, especially if someone else rolls it off and you have to correct for the big yaw and rapidly reducing rpm. We sort of get a false sense of what a real engine failure would be like because in many training environments the student handles the rolling of the throttle with lowering collective and adjusting peddles so it all feel "smooth and coordinated" Makes for a great coordination exercise for the student but sort of detracts from learning how an aircraft actually reacts to an engine failure. I was fairly fortunate in that both of the above scenarios the aircraft was in a "steady state" i.e...I was not in the middle of a significant power change, turning, etc. so it was easy to tell what happening regardless of horns and lights. There are so many variables as to how one would react depending on the situation, on short final with a long line, head out the window etc....things happen pretty dam quick. Number one for me is "fly the aircraft" does it feel and sound like it’s still running? If so then keep going, take a few seconds to evaluate things, if the nose yaws big time for no reason then you defiantly have a problem regardless of what the light and horns may or may not be telling you. DMNH
  13. For the last 10 years pretty much all my time is spent looking down a line, yes I do worry a bit about a stove quitting just as the drill is about to clear the trees on some steep mountain side but it's not something I dwell on. It also obvious to me that if I do this long enough the odds of something nasty happening go up quite a bit. Working for a reputable company that has good equipment and good engineers reduces my concern. While on the job my focus is all work, check and recheck, stay focused, if you have a few things stacked against you recognize this and make a go or no go decision etc... If I ever got to the point where I am looking down the line and I am thinking more about something nasty happening than I am about flying then its time to quit...or get out of longline work at least.... Having said that every time I get off the plane on the trip home this is the thought that goes through my mind "whew...survived another tour"
  14. Here is another adaptation for a prosthetic.....a guy on a motorcycle. http://fr.youtube.com/watch?v=fPfTtP66nO4&...feature=related
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