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  1. So it seems that the fire season is finally materializing and things are picking up again. As things get busier and hairier, remember to take a minute, do things safe and get home in one piece. Keep an eye on duty days, do your proper inspections,(whether you're a pilot, wrench, or manager) and stick to the regs...squeezing a few extra hours may save the company/earn you an extra buck now but it will cost a lot more ultimately. Keep it safe, but git'er done.
  2. Listened to this from another site, sound familuar???? http://www.rcinet.ca/en/2014/02/12/canadian-aviation-safety-an-issue-as-inspector-oversight-role-decreased/ NUF said.
  3. I've been flying for a few years now and every year it seems that CPs/Ops Managers have to learn a new set of rules that dictate if they can fly new guys, in what capacity and to what end (and what qualifies as low-time). This is on top of waiting to hear what contracts are new, old, changing or disappearing. I've heard varying opinions as to who ultimately makes or breaks a low-timer's entry into (and progressin through) the business (other than, obviously, the low-timer themself). Lately I've been hearing a fair bit of talk about 750 hours for camp jobs that used to be prime for 200 hour guys, 500 not meaning as much as it used to and so on. What's the collective wisdom? Who's REALLY making the rules? Is it a collaboration? Are safety consultants making recommendations or requirements? The role of the insurers seems fairly straight forward. The way things seem to be heading there are eventually gonna be nothing but a bunch of low-time guys trying to inch their way to 1,000 hours by flying nothing but mtce ferries and check rides. How are things? How should they be? How are they gonna be in the future?
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