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About mrjibbs

  • Birthday 12/13/1982

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    San Diego, CA

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  1. Please god tell me this was a joke.... I cant tell by the lack of punctuation... There is so much wrong with that company's ad/verbiage whatever you want to call it, it is sickning. It reminds me of that one school... Oh wait they all still use that line...
  2. I agree, FlyingPig hit it dead on. In my opinion, turbine time, in a single light machine, means nothing. A good friend of mine just finished a 3 year contract in Alaska, all in a 44. All of it was utility, slinging, bush, awful weather, etc etc. He is an amazing pilot and will make a 5000 hour single engine straight and level point a to b flyer look like a new student, and he has less than 50 hours of turbine time. But because he doesnt have that 1000 hours turbine time he must not know what he's doing right?! HA! As FlyingPig said, its quality of quantity. Its not the amount of turbine hours you have, its the operational aspect of what you've been doing. Its your mindset. What kind of decisions do you make? How do you handle customer pressure? Are you going to push bad weather and make poor decisions because someone is dying in the back and you have no control over their condition? There are reasons why the EMS industry is suffering right now. This year alone there has been WAY to many accidents, and a large majority of them are in the EMS sector. And yes its all insurance driven. But the bean counters making those standards have no clue about what they mean. You can put a 200 hour pilot in a 206 and have him fly a one hour circuit 2000 times, and he'll meet your minimums. But does that mean he'll have the operational experience to make safe decisions to go in at night, and land along a highway surrounded by powerlines that you can barely or not at all see? Does that mean he can safely navigate unfamiliar terrain in less than poor to terrible weather? I dont think so. Now dont misread that and say I am talking bad about EMS pilots because I am not, alot of people in my network are very skilled and experienced EMS pilots, I am just curious as well as FlyingPig as to what level of experience these CFI's have for the EMS company to be "begging" for more. That info still hasnt been provided... I think there needs to be some major adjustments on how the hiring process goes, it is not as simple as oh I have XX hours so I am good to go! There is much, much more to it.
  3. I did my conversion and obtained a work visa, all courtesy of my employer. But I started working for the US side of the company first, and they paved the way for the conversion. It was pretty easy, but I have no idea what the cost was. All I know is I can legally fly and work both sides now. Our company has in the past hired seasonal low timers for the busy season, and they usually get let go after the season ends. One of them was lucky enough to stick around and is just about to crack 200 hours after I think 2 years of doing grunt work. He gets to ferry once in a while, and does lots of maintenance run ups and flight checks. Slow going for sure, but he is patient, and once he gets 200 hours, he will get signed off and sent out on simple jobs, like flying engineers around to gps coordinates and what not. I think all but one, including the DO, CP and all the line pilots all started at this company as 100 hour guys. One of the "high time" and most experienced guys on the crew is a 2100 hour guy, but from day one he was flying 500's and getting good operational and sling experience as early as 200 hours. And yeah your pretty much right, the Canadian operators dont care much about your 1000 hours of CFI time. I came to them with about 2k total time, and they treat me like a 500 hour guy cause I was that 1000 CFI guy before. CFI's in Canada are really experienced guys. It was awesome doing the conversion and actually flying with a CFI worth a sh*t. Made me feel bad about the level of instruction I provided, but thats the way of life in the states.... Think about it like this, a 2000 US pilot has probably 1000 hours as a CFI and maybe 500-1000 of operational time. A 2000 hour Canadian pilot will have roughly 1500-1800 of operational experience including a ton of sling time. Its an entirely different system and an entirely different culture, and not in a bad way at all. Knowing what I know now, I would have much rather come up through the ranks in Canada, although I am not so sure I would have had that kind of dedicated patience that it takes to be a 100 hour grunt, I give those guys alot of respect cause Ive seen some of the older guys treat them like garbage. I try to always make sure they are taken care of and they have a few cold beers at the end of the day because they work their butts off and dont get much in return. The flight training in Canada, weather in school or with your employer BLOWS away what you get the in the states. When I did my endorsement training in the 500 in BC, I learned techniques that were so helpful it actually pissed me off that I hadnt received that kind of training up to that point, even from the american side of the company in rural AK.... The popular mountain course in Canada, the Okanogwen (dont have the foggiest how its spelled) has world wide recognition as being one of the very best mountain courses there is to offer.
  4. Well, I think now is better than a few years ago, like in 08/09 when the SSH debacle was fresh. The industry is still reeling from that tsunami of sorts, but it is definitely headed in a positive direction. There is tons of work available for qualified pilots, and I mean tons. Look at jsfirm if you dont believe me. But to get those qualifications, ie experience, its going to be tough. Its going to be a long bumpy road. But, its totally attainable. This industry is a brotherhood, (including a strong female population), so at the entry level, your networking skills are going to play a major role. Jobs for CFI's are thin, and hard to come by. But they are there for the right individual. You need to do some very dedicated due diligence on where you will do your training, cause that will be your very best shot at post graduate employment. And pay cash, up front, for everything. Don't ever put money on account, or take out loans. That is the single most valuable piece of advice anybody before you can provide. Be a good person, have a great attitude, and fly safe, and this will be a fun and rewarding career. And when you get to where you want to be, pay it forward. I wouldn't be where I am at if it weren't for the friends I have made along the way that have gone to great lengths to offer help and guidance!
  5. Yeah, all of those courses are pointless to waste money on. As previously stated, once you are at the level to do that sort of work, whoever hires you will put the time and training into getting you to fly to their specifications. As someone said, a few hours of LL sounds cool, and I looked into it too when i was there, but a couple years down the road when it actually comes time to do it, those motor skills will have diminished and you'll be a ground zero all over again. Best thing you could possibly do would be to spend those funds on advanced maneuvers training (Like Simon's in the 44 at the factory course) or even a mountain course. As badly as you want to fly a turbine right now, pretty sure we all were there at that point in our respective journeys, it would be unwise to pay for it yourself. When you get your hours, there will be a company, ie Temsco, Pappilon etc etc, who will bring you in and PAY YOU while you get that turbine time, LL time, NVG and so on!
  6. At 1300 hours, you are prime for Temsco or other tour op's that will take a 1000 robby guy and get them their transition. Its not to late but damn near (for this season). Temsco continues to hire even after the season starts because some people wash out. Last season they hired 25 off the bat, and then a few more in June when others couldnt hack it. The key in your situation is networking and persistence. The weak willed or shy introvert (not saying that you are) will not make it.
  7. Fun video!! I'd love to do some international sling'n!
  8. I've heard great things about alpine as well. That's why I'm about to finish my Transport Canada conversion this week!
  9. It is in fact, more important as to who you know, then what you put on paper, most of the time. Sometimes insurance requires certain things and there's no room to budge. But I find that mostly rare, at least so far. I got my current position with nearly 1000 hours less than posted because I knew somebody that was good friends with the CP. It was my network, my relationships that I built and developed over the years. As mentioned before lots of company's put really high minimums to filter the flood of resumes they get when they post a job. But, if you properly network, have a good attitude and are personable, your resume is just something that goes in your file. It's what you present face to face and what you show in the heli that counts. Minimums are minimums yes, but they are also just numbers. There's much more to it than just numbers. Just my two cents based on what I've seen and been around
  10. I heard of the loss of Andrew a few months back and was reminded of it this week as a friend of mine was lost to a unfortunate wire strike in New York. He too was very young and is going to be sorely missed. Thoughts and prayers out to Sarah and everybody in Andrews life, as well as everybody in Macs life and the Haverfield family.
  11. From what I understood, this was a mtx flight and the MR head separated in flight, severing the tail boom and killing both on board. It was the lead pilot and A/P who was 23 years old. Fuselage was located pretty far from the tail section. Pretty sad story. I happened to had made acquaintance with both of them from my time flying the area... Worst part was during the investigation they discovered that this was the 5th helicopter purchased from a particular company that ultimately ended with a fatal crash. I never followed up on it and forget the name of them now but that's pretty unfortunate stuff. Wonder what was going on at that previous operator....
  12. Also, this last summer I got a chance to fly and ride on some heli-biking. Granted it was for fun with another couple buddy's so nothing official and we just threw the bikes in the backseat. But it was super fun and watching that video pumps me up! I like dubstep tho too haha. The company I flew for is working on setting up guided heli-bike tours in SE AK next summer so keep your eyes and ears out for that. I have some sweet footage from those trips too. I need to get on some editing so I can share the experience!
  13. I might be able to help. I am writing my CAA commercial on Tuesday!! Wish me luck haha. It's a rather lengthy process to get your commercial in Canada. But it's just a lot of ground school. As WP said, the hardest part is difference in regs, learning the different charts which is fairly simple once you have it broken down, and then the fact there is no bank of questions. The FAA makes it really easy use your rote memory to answer the same questions over and over. Not gonna happen here. They have multiple ways to ask the same question and it gets tricky. They use words like true track instead of true course. Sounds simple right but it can be tough at times. They have two national languages which is why you have to take an English exam. When intake the test Tuesday, it will have taken me about 11 business days to get thought the stack of worksheets, study guides and practice exams. The school in BC, Heli College is pretty thorough and does an excellent job of making sure your prepared, even over prepared. But in the last 23 years they haven't had anybody fail the commercial or ATP. Says a lot about their system. Once you finish the ground school, get your medical approved, then it's a simple checkride to commercial standards. If you have any amount of experience, it should be easy and fun. If you have any more questions feel free to ask cause like I said I am just now finishing the course, so it's still fresh! As for the getting out thing, if you get into a utility or similar gig, it's going to happen, and it's going to be in your company's OPSPECS. I thought it was crazy when I was on the outside looking in, but once you get into that role, it becomes clear as to why you need to do it, and as long as your safe about it, it shouldn't be an issue. As also mentioned before, it's a field/bush technique, no need for it when your around an airport environment with prying eyes
  14. I went to Alaska at 1300. One company there, Temsco will take you at 1000 if you have an instrument rating and having turbine time is not necessary. Then after one season there I got a utility/LL job. Working in AK opens lots of doors. Plus it's amazingly beautiful. I wouldn't bother going to the GOM or the Grand Canyon unless that's something you want to do. Biggest suggestion is no matter your time level, go to Heli Success in Vegas every year. Networking or more important than any amount of time you'll log. This industry is all about timing and who you know. Some won't admit it but its downright true. Get out there, make friends, and fly safe. You'll do great. And for white shadow, not to spoil anything, but ERA is weird about their AK/GOM stuff. It's either one or the other. Say if you get on in AK, which they won't even talk to you unless you have 2000, and then you want to go GOM, kiss AK goodbye. Once your in the GOM system, there's no going back. I have lots of friends there and there is only one person they know of that got to do that. But they are a great operator in AK. They have good retention because they pay well and treat their pilots well. Plus they offer room for advancement. A good friend of mine started flying tours in the summer and that winter they offered him a SIC seat in a 212. So he did that during the winter and then went back to the Astar in the summer. Then the next winter he's PIC in the 212. So if you like Alaska, and want to fly Astars and get paid well, they are an excellent company to fly for! Safe sky's!
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