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Zazu

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Zazu last won the day on January 27

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  1. Zazu

    Customer Service Reps

    What happens if your customer service rep is in the south and you are in the North?
  2. 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.
  3. 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
  4. 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.
  5. 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🤑
  6. To quote a FB post... “Great aircraft, wrong engine”. About the best way to put it.
  7. 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.
  8. Work Wear World just had a sale.... Carharts, Dakota double bib front. Depends what you are doing I guess.
  9. 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.
  10. 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.
  11. 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
  12. I am not encouraging anything of the sort. I am just putting things into perspective for those of us on this board (including me) who are quick to judge via the keyboard. The arguments for or against are irrelevant in the face of reality. Most of us who started in the last 20 years used other skill sets to stay close to the action hoping to get picket up in the process, whether it be computer/office skills, carpentry, lawn-guy, camera work , fuel guy etc. Let's face it, unless you are flying, you are a cost to the buisiness. And a lot of those payed money to dust off the rust prior to a check ride. Now what do you think the odds are that an enterprising young guy is going to figure out that he can put himself on call in the fall season, and zip out for a couple hours here and there to dry out some cherries just to keep his hands warm, and his head in the game.....AT NO COST TO HIMSELF? Sure, when the time comes, he may zip over to H56, to get the an actual check ride warm-up for a real interview that's in the works, if he can afford it. But in the meantime? It's a no-brainer from his perspective. If I can figure this out 14 years later, I guarantee you there are a few out there that already have. You or I don't have to agree with it, or like it. And until, or unless it is deemed unsafe or fails to meet regulatory compliance via TC, it will happen. Now think about if dude gets a real job? He has 500 hours, but needs 1000 TT to go fly lease to lease in the oilfield. His Chief Pilot thinks he's competent but he can't send him on the job. BUT all of a sudden buddy pulls out 500 signed hours flying one of these lawnmowers. It may be experimental, it may be private. But it's still a helicopter. Neither he or his Chief Pilot, care about his resume now. And just like that, buddy is off to the races, spending 14 hours of Duty time flying 1 hour lease to lease...or is it 1.4 with the idle time? LOL! Just playing Devils Advocate Freck. Fly Safe
  13. That is a very general statement. I remember when I was trying to break in, hearing much the same regarding the influx of the "cow chasers" from Australia. There was all sorts of arguments about the validity of their time, accusations that they were exceeding a/c limits, flying stupid long hours and duty times, it was dangerous ( no sh#t !), maintenance schedules were stretched or outright ignored,or it was done privately therefore it shouldn't be counted, AND they were not paid well etc, etc. Never mind the TFW program! Now I have no idea if any of those accusations are true. But I do know that I have flown beside a lot of good guys that were hired with that time taken under consideration. That time was considered valid by any number of chief pilot's and ops managers. I do know that. I also remember hearing that all the time I personally accumulated as a 214 co-pilot wasn't worth very much. And initially that was correct. But it sure came in handy when I needed 100/500/1000/1500 TT, and turbine time (I'm endorsed), when I needed to fly lease to lease. I may not have learned how to actually fly (it's a 214 after all), but I sure learned a lot about being around a helicopter, working with a helicopter etc. My Chief Pilot and Ops manager thought so to. I seem to recall your statement being thrown around quite a bit by many every year, when the ever recurring annual "Ice Fields" debate arose. Everything was tossed around from the validity of their mountain course ( something to do with not being allowed to land, or it was always the same spot), the quality of their PDM (something about approaches/departures over a lake), their living conditions, pay scale to long hours, b.s duty days and lack of real training. Again, I don't know how much is true or not, if any. But I do know that I have met quite a few guys out in the field flying with "reputable" companies that have been through those doors. And I personally have worked with at least 4 guys (2 right now) that are still going strong in some pretty good iron. I think one is even flying a 212. All that being said, I don't think you will be seeing any of that time on a smart guy's resume. Providing he doesn't bend anything or himself (and he's not to cocky), I could easily see this quietly making a big difference on a check ride. I know if it was me years ago, I wouldn't have even blinked. I got 1600 month as a 214 co-pilot. I used to get out of the machine when my shift was over and go back hooking turns under the machine I was just "seat meat" in. It cost me 400 or 500 for a brush-up every time I thought I had a shot at a check ride with my old instructor. I put the gyprock up on Wildcats hangar for 206 time and lunch. I continued to heli-log to make ends meet. I worked the rigs, and learned to Operate well sites during the winter even after I got a real job. Lots of us out there with the same story. Flying for "free" is cheap, depending on where you are standing. So, would I have done it? Well, considering how many real jobs there are out there for a 100 hour guy? Considering how many companies are really investing in raising new pilots? Considering how many clients want to fly with a young guy? How many are willing to pay the insurance to let them fly? How many are going to take a young guy up to the customer and ask " do you like him?" Considering how much I wanted to fly? YOU BETCHA!!!!.....and I wouldn't have told a soul. I'm not saying it's right, but that is what you are up against. When it comes to hiring a brand new guy, don't try and tell me that that first lift off- hover taxi- tail wag translation- level circuit- level 360- descent- approach-land......doesn't matter much. I still remember btw. Or how much smoother his radio talk was (Then again LOL!). Providing this thing actually gets going for any length of time, I guarantee you, that 5 years from now, you are going to hear some guy on the fire line telling his story of how he got started drying cherries in an upside down lawnmower! Fly Safe Zazu
  14. Zazu

    Winter Survival

    I've been stranded a few times in the bush in a past life. And I pack my machine accordingly. And I follow a few simple rules. 1) Go for a flight at -20, or -30 for an hour or so, with the window open. Dress that warm. 2) If that works, while your waiting for your client, go lay in the snow without moving for an hour...that water proof. Maybe go for a walk first, work up a sweat, then lay down in the snow for an hour. See how attractive those snowshoes are now? 3) Now, get up, put one hand in your pocket, leave it there, and start a fire, (don't forget that glove you don't have on remember?) sit back down in the snow, open that thermos, have some water. Maybe try and open your survival kit....first aid kit. Or set up that tent. 4) Now put that glove back on your good hand. ....For me, I have found that this requires 4-5 bic lighters (with the safety caps removed) throughout the cabin, and on my person. They dry out well in your armpit after you have dropped it in the snow. And they will light with a wet thumb. Also really good for lighting those safety matches in a pile so that you get enough heat to light up the JET-A. (try lighting jet soaked wood in a snowstorm/rain with one match) A good big tarp that 3-4 guys can all roll up in together and cuddle...keep the meltwater off of those layers you should be wearing. Not to mention it keeps your sleeping bags dry. 80 bucks. And there is a good chance your axe is too dull/big to cut the small frozen dead fall you are after....try a machete. Its good for wacking open the survival kit to get to the small pot which you will need to melt snow because you can't open the thermos, or the machine has rolled over your lunch. But keep the axe,,,,that's how you get to the fuel tank After that, If I have enough room, I'll pack the cool stuff. As for snow shoes, I find they are a pain in the butt to use in anything knee deep or less. Any walking in the snow is just so bloody labor intensive. I spent years logging in the snow. The walk out to the truck always did me in. It would have to be pretty da#n serious for me to go for a walk for any length of time. Too much energy use. But I have bad knees now to, and one step could make an already precarious position into a disaster. I just don't know that much about them, to use them effectively. AND I've used them LOL! But I do pack them according to company ops. I reckon they would make good shovels to dig a snow hole. It's simple for the Northern AB, Sask, BC etc, and is a good list to live by when you are switching from machine to machine. But I have a bit of experience under my belt, and have found that one of the hardest things to deal with in a cold stressful environment is the failure of high expectations to materialize. If I was going anywhere near the coast or arctic, or glacial terrain, I would definately ask some questions. On a side note, I think Kokonutz got stranded last year and wrote something about it on this forum somewhere. I seem to remember thinking that there was some really good reminders on what the focus became after it was realized that night time was coming. Zazu
  15. That's general alright. That statement points to any new hire in any job description that is inherently dangerous, not just helicopters; heli-logger, faller, roughneck, derrick hand, sour gas operator (anybody that works sour gas for that matter), big rig driver, rappel fire fighter....they were all green sometime, trust me. As for whether the O&G industry can afford to pay for more regulation is irrelevant. The tender is usually to maintain and repair a given number of wellheads and associated pipeline and production facilities for a given price. Each lease site is costed out accordingly. It matters not, to the O&G company how this is accomplished as long as all regulations of the governing bodies that pertain to said O&G company are followed and no liability can be assumed on their part. That's what the contractors are there for, hence the word "contract" I would think that as long as a sufficient amount of liability was assumed by the contractor via well head insurance (and the tender would have checked this out really carefully) and no passengers were carried, (or could reasonably be carried), it would be hard to find fault. It's a fine line.
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