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Speedgeeza last won the day on January 23 2015

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About Speedgeeza

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  • Birthday 04/07/1966
  1. lol Just to quantify that a little more. I was working on the same fire as this fellow, a HTS IFR pilot working fires etc for the summer. The information was volunteered, not sought. It had been a slow few days with periods of sitting around. I commented that I was just about flying my minimums. He replied that it made no difference to him whatsoever if he flew or not, as there were no mins or additional flight pay, and that he was quite content to read his book or watch a movie on his laptop. Now if his intention was to mislead me then he was successful. But I really don't think that it was. We were just shooting the #### for a few minutes as you do when you have a bit of time on your hands... Hazy, you're a HTS IFR guy on the Dew Line also?
  2. That was from the "horses mouth" so to speak, just five days ago.
  3. Errr, you missed the point entirely, Marc. If you take a little time to read and understand my initial post again, you'll see that I didn't "whine" at all about my "current employment situation." The point I was trying to make, such "contentment" with ones employment situation is very likely to be eroded by strong arm tactics as those mentioned, as more operators view it as the new standard. Thus, chances of finding a better situation will become ever more difficult.
  4. Ridiculously huge pay per flight hour? Canada the only country with this system? Forgive my ignorance, but throughout my flying career (both fixed and rotary, JAA,FAA,CAA), I've always received some kind of additional pay for hours flown. I know HTS was $60/hour a few years ago (for all machines), with an additional $15 for longline. I expect it's gone up a little, but not much if the comments of their pilots can be believed. And the longline bonus has long since evaporated. In addition, their IFR guys who fly in the bush for the summer get no flight pay! And their salary has never been anything to brag about. It's the year round employment, job security, and the so called fixed rotation they seek, which I feel is the carrot used to exploit this particular situation.
  5. I really hope HTS are not successful with their bid, for our own sakes! It seems this company is systematically under-mining the foundations by which pilots/engineers earn a living in this industry. I believe their "no minimums" hire policy from last year crossed a line, potentially setting a new standard as to what companies can demand on future projects. Some might view it as an act of desperation to get HTS machines hired, whatever the cost. Others, a tactic to drive out the competition. Whatever the case, when their machines are hired on with minimums (fire contracts) and their pilots/engineers only receive pay for actual hours flown, it sends a clear signal as to the level of respect this company has for it staff carrying out the work at the sharp end! If ever there was an industry in need of a Union... The time is upon us.
  6. There's no such thing as a "night rating." As mentioned, if you have the experience, then the "restriction" will not be put on your license in the first place. Once you've done the hours, that's it. Nobody is going to say, "Well done, you've passed!" In your case, you'll have to pay the fee to have it removed once you have the experience. I learn't to fly in the uk, then flew in Africa, US and now Canada. Each time (except once, more about in a min) they did not put the restriction on my license as I have hundreds of hours night. When I converted my Fixed-wing commercial, they did put the restriction on. I called TC and told them about it. Simply a mistake by the woman who filled out my application. They apologised and I received a corect license a few weeks later. (I've never flown an aeroplane at night in Canada) I would sugest when you do your hours, you get your instructor to sign AND stamp your logbook with the school official stamp, so there is no doubt. Always a good idea anyway. As a side note, I've never been asked by TC personel to have a look at my logbooks. Even when I did the check ride (only had to do one for heli), the examiner did not ask me to prove my hours.
  7. Don't see what the big fuss is about. In real terms, little will change. I learn't to fly in Britain way back when. Then I went to fly in the US and then Canada. Niether the Canadian or the US exams scratch the surface compared to the JAA when it comes to subject matter covered. Much of it far too in depth in my opinion. As it stands right now, if a Canadian pilot was set on getting his FAA ticket he would have little problem with the FAA exam and check ride, while a US guy might find it a little more difficult doing the Canadian.
  8. Don't wish to high-jack the thread, but Canada is the only country where I've never had my logbooks checked for validity.
  9. Yes, there seems to be a common thread across many trades. The current system does sound fundamentally flawed. I remember only a few years ago, a friend from the uk was unable to return to work here due to changes in the regs, Had to prove a salary over seventy thou.
  10. Red seal trades, I think that's where it's at for young people today. This downward trend in the helicopter business hasn't just happened this week. I started off in engineering and earn't the money to pay for my training. It seem's you need more than one string to your bow to get by these days...
  11. In a nut shell, it's been my experience the worse the accom, the higher the away from base. But not always. On one job, I was housed in a pretty crappy place but the shower worked, the kitchen had what I needed, the bed was clean, so I just got on with things. I was flying big hours so wasn't in the place much. When I got back to base two weeks later, the base manager rather sheepishly asked how things had gone while I was handing in my flight reports. "It wasn't the Ritz..." I told her. It was then that I found out two previous guys had complained, one bitterly, regarding the place and had to be switched out. What goes around, comes around. She put me on some of the sweetest jobs that summer and I flew my arse off. Sometimes it really does pay to shut up and put up. @ Freck - Taxable benefit??? (Shake of the head) Unreal!
  12. Sounds to me like you'd made up your mind before posting. I started flying 25 years ago, fixed-wing ATPL, floats, Instructor, Instrument Instructor, aerobatic Instructor, JAA, FAA & CAA licences, both fixed and rotary. I've seen a few changes. I've seen people come and go. The ones that go "that way", some of them good friends, seem to pray on my mind more and more the older I get. The main issues I've seen over the last six or seven years is operators holding off before hiring. ****, the owner of one company makes no secret that both he and his son hate pilots! Nobody here has suggested that you don't have what it takes to pass the exams, flight tests and become a pilot. That's the easy bit. I hope to be able to retire from flying in six years time, I'll be fifty and you'll just be getting into your stride, if you're extremely lucky. I admire your spirit. But at that time of my life, I don't think I'd have it in me. Sincerely, I wish you the best of luck.
  13. Wouldn't matter if you were twenty years of age, my advice would be don't do it. If you have something of nest egg from the sale of your business, find something else to do with it.
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