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Zazu

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Zazu last won the day on September 25

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  1. Valley B out of Manning. Almost exclusively pilot operating w/ 44’s and even have a couple R 66’s on the go. 1 AStar doing the bigger stuff
  2. Zazu

    Equipment for training

    Yes, get a helmet. But consider this....if you go all out and get a decent gallet it’s over 2000.00. That’s a lot of money (possibly debt) to pack around considering that there is a really good chance you won’t use it for a few years after training. Bad things happen and you may have to sell for a loss. It’s not a requirement for ground crew jobs that I know of, and as long as you have the ability to get one, it won’t be a roadblock. Just keep pounding the internet and look around for something as cheap as possible (sph-5?) just to get through and you should probably be able to sell it back to another student at even money. Get the good one once that first PPC is passed. Plus you’ll know what’s important to you in a helmet after wearing the old one.
  3. You lost sleep over that one didn’t ya? Lol! two thumbs up 👍🏻👍🏻
  4. Zazu

    Customer Service Reps

    What happens if your customer service rep is in the south and you are in the North?
  5. Unless you can account for the disymetry (sp? Lol) of lift, the shape of the helicopter ( parasitic drag/areodynamics) is mostly irrelevant. So, imo... blades.
  6. Got mine used for 250 on here. But at the time I also put out alerts in Kijjijji, with the idea of giving it a good alcohol wipe down. Got lots of hits btw. Al in the 150-250 range
  7. To add to that , I owned my own phone. I was Telus, but switched to Koodoo (owned by Telus, same network) to get this deal. I think it’s over but if you own your phone I would get hold of the loyalty department of whoever you are with and start wheeling and dealing. Hit every kiosk in the mall.
  8. I’m in the same line of work as you, but usually my door is either off or on. I can’t speak for the EVO, but I just bought a plane jane 050 from Merrit... I have the hush kit and liner. That’s it. First time I’ve worn a lid in years, and I love it. No fancy noise canceling or additional ear plugs, and it works pretty good in the 500. Service was great getting it to fit right. The only thing that is particular to this lid is that if you are hanging your head out with doors off, and visor up.....There is a pocket in front of each ear muff that is typical of the shell design. When you hang your head out the door at any speed it can get loud. But this is mitigated back to normal with a bit of tissue paper stuffed into those pockets believe it or not... or just keep your visor down like it’s designed for. The gentleman from Merrit clued me in right away. We spent 3 nights on the phone making sure it fit right, and he willingly took the time to work with me. First class service. Still pretty quiet all around. Still can’t hear my wife, so nothings changed there. Flown in a few 500’s with it now, and I would suggest a independent volume control. But other than that, I’m very happy with it, And I really didn’t want to pay for it. But I still like it🤑
  9. To quote a FB post... “Great aircraft, wrong engine”. About the best way to put it.
  10. I disagree. Too many generalities. Not to mention, not very respectable. There are a lot of similarities to both lines of work. And, as in all things, in this regard, what exactly are you doing to get that high rate of pay? Or conversly, that low rate of pay. -Take road building for example. Sure lots of guys say they can do it, but boy do lots of guys get fired quick. Laying grade 12 hours a day with rough rock fresh from the quarry, still smoking with AMEX, in the the dark, without anybody to rate your grade...well it's tough. Gotta grease your own machine before and after. Then drive home. By yourself. Mostly do your own maintenance, unless you can't lift it. And, well, no excuses...you have to be able to produce a given amount of road in a given amount of time. Or, you go home. A lot of road building contracts are actually bid with a specific operator in mind. Yes, the ditches are the easy part. -You want to be a hoe operator on a drill rig? Or pipeline? You better be smooth every time. A lot like building diamond drills...people have fingers in there all the time. You make a mistake with a hoe, and people get squished quick. Guys in the bite, all. day. long. -You want to stack logs on a truck? You better know your wood. And you better be quick. And you better be smooth. or the truck drivers will run you off. If you can't run a landing safely, you go home. Lot's of guys try it, thinking they can get off the saw, or stop running chokers, but the fact is not many make it. Or how about feller bunching on cliff sides. Quite a few jobs are based on one particular operator showing up actually doing the job. Or if you want to work a heli landing you better know your stuff. I've seen "low life" chasers run off a few operators. There is a reason for it. -How about rock scaling? A guy needs a real pair for that job. - Or how about "just" a ditch? The ones with stacked pipe, no map, and maybe an electrical line. And you have to pick away one rock at a time with the teeth of the bucket, and not hit the guy in the hole guiding you with his shovel. Not every hoe operator makes 6 figures, but when the work is there, I've known a few that make pretty good money. And there is a reason for it. They work hard. The hours are long. There are a few jobs with "standby" pay but not many. For the most part they have to be moving something to get paid. And just like a helicopter, they are moving material for a given rate, at a given rate an hour. Not everybody can do it. Just like not every pilot can Heli Log. Not every pilot can move drills. But those that do, you usually don't hear from them, they show up, do a job, go home. A west coast owner operator will work every day for 3 months. And they are tired. Most hoe operators aren't paid a daily rate for 4 months and get paid whether it rains or the machine doesn't work. There is a few exceptions, sure but not very many. Most guys just become owner operators. I've actually double dipped. I've flown my guys into a remote site, and then run a little hoe all day. Get in the helicopter and fly home. Running the hoe was harder work. And if you took my salary out of the equation , I was making more money running the hoe. Now I'm sure you could poke holes in this little diatribe all day long. I personally have chosen to work in this industry. I've had good years and bad. I've been paid well, and I've been paid poorly. Much the same as when I operated an excavator or operated well sites, or God forgive me, heli-logged lol! But the one thing I am sure of is this. I'm pretty sure there isn't a gaggle of hoe operators, or truck drivers or heli-loggers sitting around arguing to strangers on a forum, for more pay in their own line of work, because another line of work gets paid equally or more.... They usually just call the pilot a bunch of colorful names (And I assure you "Moron" isn't one of them) , and just switch jobs.
  11. Work Wear World just had a sale.... Carharts, Dakota double bib front. Depends what you are doing I guess.
  12. Zazu

    As350B2, Sd2, Or Fx2

    Pilot only perspective I have flown SD 2, FX II and B2 for most of my career. My personal preference is any of the conversions that utilize the 700. Basically you won't NG out, and it is rare to reach a temp limit. I will admit that those who are used to the B2 don't really like the drooping to much, and the shoulder seasons with the 20-30 degree temperature swings can be annoying, but you just fly it accordingly. I've used it on seismic, and compensating for the droop never seemed to limit my production that I saw. And there are some allowances for engine chip lights as well. Not to mention the power checks allow for trend monitoring. Check the Soloy manual as well, when doing power checks, as you can only chart them within a given range. Gets kind of annoying to fire a couple off in flight at a given limitation and find that they don't chart Yes, the 700 can leak and it's ugly, but if you are 206 literate, then its basically the same. I prefer the FX II overall as the electrical system is excellent. If you have ever had electrical or avionics "ghosts" like I have, be it generator issues, condensation issues, panel issues, z-card issues etc, and are used to flying older a/c....this is huge. Not to mention, you are no longer scared to use a little extra water to clean your floor when an engineer isn't readily available. As Free wheel has alluded to, the FX II can outperform the B2,but it can be heavier. But this is all in how you do your conversion. It, and the SD 2 can both be competent 2000 lb lifters, but they have to be in the mid 2700 to mid 2800 to do it with any range, and advertising honesty. And they will lift it with authority under those specs. Also as Free Wheel has mentioned, training is required, as the FX II does the HYD check at 100%. Yes, it supercedes the original flight manual. Apparently you can get an amendment to it. One biggy in the FX is the overspeed check. It can shut off the engine. Most guys do it at the end of the flight because the customers get a little antsy when the engine quits. Not to mention the "TEST" switch is right beside the GEN RESET. A little education is a must. Never had it happen in the SD 2 but done a little incorrectly it gets a wonky on the gauges. I highly recommend briefing your TC inspector prior to any ride, and see what he's comfortable with LOL! This little item is one of the finer examples of paper pushing safety engineered stupidity that I have ever seen imho. The FX II also has some fancy digital gauges that have been known to cause overtemp during a start. It's hard to visually track and get through to your brain, and thusly, the fuel lever if you are not familiar with it. Not to mention the lights are a 1/2 a second behind the numbers so a guy can start tracking the wrong indicator. I always just watched the 100's column. That being said, the light flickering into the yellow or the light hitting the dash in the wrong way can be a bit of pain when long lining. But I have seen an engine that was torn apart after a hot start, and there was no damage. I don't have the numbers handy, and it might not be a sticking point, but off hand at lower power settings, and playing with the charts a bit at altitude, you can stretch a few more points out of a tank of fuel if you need to as well in the 700 engine. I have a propensity to find fault with things so take all this with a grain of salt. As with all work, you get what you put into it. So if all you are doing is slapping a new engine in, and putting the amendment in the book, of an overall crappy a/c, you will still have a crappy a/c. But one that has been stripped down, new engine, clean blades, tracked and balanced and rigged right?...FXII/SD II.
  13. STARS in AB and Sask, London Air Service, Heli-Jet. Also, Great Slave has a IFR department, but I don't know how busy they are.
  14. Zazu

    Faa/tc Licensing Agreement

    It is a good point. Without looking too hard, a lot of jobs in the US require instrument no? That costs more does it not? Besides, as H56 says, you will still need that work Visa, and that is a whole different can of beans. I know guys that have done it, but it doesn't sound that easy. I've been down there a few times travelling around and asking questions, and while our all around utility skills are in demand, the visa is a big show stopper. Even with HR units out of the States. Unless you want to pick fruit, and have a spanish accent, and without HR head hunters bucking for you, it is very difficult. Having worked for a company for years that hires new guys, most have come from schools where full-ons are the norm, mountain/snow exposure are common, and a good portion of us have been exposed to 1/2 mile with the dew point a degree above freezing. H%LL, one school has "cleaniing the helicopter" as part of the DI. While right now, "where you trained" doesn't matter too too much, I can see getting trained in Florida not looking to good on the resume, with nothing else to back it up. Considering that most instructors in Canada come from the bush after years of working, and they do know the owners in some form or fashion given the size or our industry, I think that in this regard, the extra dollars will make a difference. Just my two cents
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