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Auto Relight

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Everything posted by Auto Relight

  1. Sharky, Sounds like we've been throught the same thing all right...! The letters are key, I had three and it was still close. Most rotary operators are willing to help out if it's not binding, just have to find the right ones. Sharky's right - treat it like you are going to the bank looking to buy two new A-Stars. Professional and thorough. AR
  2. The HRDC does fund flight training, I got it last year. However, you must first go to the Employment Services people and present a very solid case that you will indeed be employable after the training. This is the stage that most people flounder on as showing anything like a guarentee of employment in aviation is near on impossible. Simply going to the HRDC and saying "I want to be a pilot, and the local flight instructor says there's jobs..." is not going to cut it. There are many many hoops to jump through and in the end you need a sympathetic ear from the case officer dealing wit
  3. Just wondering if any of you have been through the IFR (non EMS) side of Canadian(Domestic), mainly Inuvik, Baffin or Goose Bay. If anyone has any solid info on their operations and such, I'd appreciate it. Thanks AR
  4. Collective You happen to know who the operator was and possibly the pilot? I have two friends flying up in Northern Alberta at the moment. PM me if you wish. THanks AR
  5. I agree that an association of some type would help. It's one thing for an employer to ask that the pilot signs a "bond" where after two years she/he is free to go. It's another asking said pilot to pay outright for the rating. Bonds are fairly standard these days in FW, and they are usually pro-rated over the life of the PPC. 5k over 2 year, you leave after one, they want 2500. Many people sign these thngs, but as one other posted said, they don't mean a thing in court. I haven't heard of one case where a departing employee has been made o pay. Where the slope gets slippery
  6. Yes it does happen. Not as much here as in FW, but the schools these days are pushing the 206 endorsement pretty hard. This summer I heard of two guys paying for all or part of their endorsements, and talked to a third who was told he had to, but didn't. I personally think it's a terrible practice. Under CARS, a company must provide 5 hours intailly company trianing anyway, so why should the new pilot pay for it? Wasn't the 60k they just spent enough? I feel that the it's the operator's responsiblility to provide the endorsement for the type of machine they use. Can you imagine a
  7. Many years in fixed-wing all I wore was David Clarke's, even through heli school too, but after I put my forst helmet on - NEVER going back. SO much quiter, comfortable and affordable.... Err, forget the last comment! Seriousl though, it's worth every penny and I spent quite a few on the right one for me. Fatigue after a long day is noticable reduced over the headset. AR
  8. Gold Memeber, I do not wish to sling mud, now, or ever for that matter. The actual number associated with compensation is not at the heart of the matter either. For me, flying is what I do because I enjoy it. I have worked very hard in this country and out, safely and competently for quite a number of years now, not as much as some, and more than others. In order for me to enjoy my job, I have to have a sense of self worth, worth to my employer, and the rspect of my co-workers and employers alike. This is very difficult to achieve in Canadian aviation as we know it today.
  9. So "whiners" should find another career eh? If somebody doesn't step up to the plate to create some positive change, then who will? To all of you old high-timers complaining about those of us who would like to promote change - you are like the frog that is put into a pot of cold water and slowly boiled to death because it can't sense the slow change in temperature. Perhaps we should listen to those who are relatively new to the flying game because maybe, just maybe, they have something construtive to say. Perspective is everything. This cause in particular may not be one that has
  10. Pilots should be paid for time worked. After almost 10years in the industry I still can't believe that we can sit around an office, clearcut, or airstrip for 14hrs, fly 2hrs and not get paid a lick of OT. Of course, there are many issues with restructuring pay, but there should be some provision for extra hours worked. I know somebody's going to say something about the 8 hour days, but those are few and far between for most of us, and distributed around 12 months of work, it becomes relatively insignificant. We all love the $500/day situation, but how many guys remember the
  11. Having been involved in both sides of the industry, I think the major issue facing our industry as a whole is quality. By that I mean that any person who has $50-60K and a reasonable set of motor skills can get a Commercial Pilot's license. The first problem is the standard to which we train. Not only is it far too simple, and heavily based on book study, but it's stuck in the stone age. Students are wasting time and money learning navigation through the drift line method while actual low-level map reading is non-existant. Countless hours are spent practicing exercises that will h
  12. DW, I couldn't agree with you more, just waiting for the chance to put it into pracitce. I read the article quickly, and I have read the one he refers to as well - I agree. Of course with certain techniques, machines of any kind can be made to do things above there design limits, but the reason for those limits is to provide a margin of saftey and longevity that couldn't be attained if you lifted to the absolute max every time. For what I can gather so far, use the best technique possible with the given power/performace available, but don't exceed limits set out by the manufacturer
  13. Interesting posts so far. Now who wants to let me learn!!!???? :-) From what I can tell about flying these things so far, is that with great technique, you can do a lot more with the available power and be much easier on the equipment. ie. less time in transients and over torques/temps. Being able to finesse anything makes the action easier, whether it be skiing steeps or gates, maxing out your speed in a sailboat etc. SO FAR, that's what I'm getting from this - thanks again AR
  14. Cigars and Jet A for everyone!!! AR
  15. Thanks for all the replys. I realize that it takes practice to do anything well, and this is just another in the already long line, pardon the pun... Sounds like if a guy is persistent and committed to learning, the opportunities are there to take. Of course the line is not the the be all and end all in rotary work, but it is one aspect that I am interested in becoming good at - just like mountain work, float or ski flying etc. Wx seems to be heating up, hope you are all out and busy in the next week or so. Thanks again. AR
  16. Just looking for some info on the companies that are into specialized v. ref stuff such as Prism etc. in BC, but also sesmic outfits in AB. I guess the main questions are what type of background are these guys looking for, and how does one start into it if the current job is not providing longline time? Is it possible to get on with an outfilt like Prism doing the logging support and learn the rope(s) as you go, and are there positions within that speciality that allow a guy to ease himself onto the line? (crew drops, moving chockers etc.) The 500 is something I really want to fly in the
  17. Any info on the pilot? Hope nobody was hurt. AR
  18. Anyone care to PM me with specific's? Thanks. AR
  19. Anyone have any usefull info on Rotorlift/Roger Corbin out of Tasmania? Good, bad or otherwise? Thanks. AR
  20. Anyone have any usefull info on Rotorlift/Roger Corbin out of Tasmania? Good, bad or otherwise? Thanks. AR
  21. After recently completing the training, I think that the content is the problem, not the amount of flight time. That goes double for the written exam. In FW, it's even worse. 200hrs of burning holes in the sky, often witrh no clear objective and a curriculum that is tailored to Westjet and not the first bug-smasher job. The average student isn't completing a flight test in 100hrs anyway, so if more time was spent in confineds, slinging, and some mountain flying, as opposed to doing cross-country trips with drift lines and E6B's, then we might start producing pilots with some knowledge
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