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RockinRob

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Everything posted by RockinRob

  1. Forgot to mention that I have the required experience in the aircraft model to get the pesky canadian type rating required for each model flown as well.
  2. Forgot to mention that I have the required experience in the aircraft model to get the pesky canadian type rating required for each model flown as well.
  3. I have been presented with a potential opportunity to pick up and ferry a Canadian registered aircraft being purchased out of Canada to the ol US of eh. I am a dual citizen and licensed commercial pilot in both countries. Have current FAA class 1 medical. Haven't been back to Canada in a few years to renew Canadian medical. I have the FCC radio operators certificate. Will my FAA class 1 be recognized as an ICAO equivalent to complete said flight? Besides all the appropriate documents for a canadian registered aircraft, logbook inspection, thorough preflight, etc, what do I need to have/do to cover my ass here? I am somewhat familiar with the Airport of entry/customs requirements, I have registered for the EAPIS system, and believe I understand the reporting requirements associated with that. I understand there needs to be a mode c transponder and ELT on board. Any input is appreciated, its an exciting opportunity, but if I'm going to do this I need to thoroughly insure my ass is covered. Thanks you, Rob
  4. I have been presented with a potential opportunity to pick up and ferry a Canadian registered aircraft being purchased out of Canada to the ol US of eh. I am a dual citizen and licensed commercial pilot in both countries. Have current FAA class 1 medical. Haven't been back to Canada in a few years to renew Canadian medical. I have the FCC radio operators certificate. Besides all the appropriate documents for a canadian registered aircraft, logbook inspection, thorough preflight, etc, what do I need to have/do to cover my ass here? I am somewhat familiar with the Airport of entry/customs requirements, I have registered for the EAPIS system, and believe I understand the reporting requirements associated with that. Any input is appreciated, its an exciting opportunity, but if I'm going to do this I need to thoroughly insure my ass is covered. Thanks you, Rob
  5. Working on composing a list of entry level utility operators to start blasting out resumes. Have 2k+ hours, single engine turbine time, spray experience. Currently flying 500d. Want to get a line under me and break into fire and utility. I am aware of pollux, haverfield, cbh, TEMSCO, and hillsboro Can anyone shine a light on some other companies I may be missing? Thanks, Rob
  6. Talk to pollux in wasilla, ak. They do 44 work remotely all over ak. Will hire with no longline experience, and train you to longline. 3 year contract, good pay, at the end of which you will be ready to apply with other utility guys, or do a season of tours to boost turbine time.
  7. Oh don't be such a debbie downer bud. This job is great. I just love working long contracts, for mediocre pay, so that I can barely support my household, or tend to my personal relationships. But we sure look good doing it. No life, no wife, no pay, no problems. In all seriousness, remember a work/life balance is important comrades. Take care of your health, and make time for the things that bring you happiness. Keep your stick on the ice!
  8. I flew the 300 for about 100 hours of my initial training. Experienced ground resonance once on a running landing, recovered to a hover and set back down. Had one stick a valve in a hover and settle, ground contact lead to gr, recovered to a hover and set back down. (this one happened after a fuel stop on solo x/c) I have 2k or so hours in 22s, 44s, and 66s at this point; including some more "aggressive" turning maneuvers in aerial application environments, and a fair amount of mountain flying. Never experience low g in years in Robbies. I think proper pilot education and training on avoidance, recognition, and recovery of these dangerous scenarios does wonders to aid in the overall safety and longevity of our rotorcraft brethren.
  9. Kick the tires and light the fires boy! I run the same machine all day each day. I will do a full pre and post flight each morning/evening, and stop every 3-4 hours to add oil and take a quick peek.
  10. Add another zero to your budget and you should be able to get all of the ratings. A job I can not promise you as they can be hard to come by. Seems like the military would be a decent option if you can make that commitment. The civilian route can be much less of a straight path. Theres a chance you can make it if you have good hands and character though.
  11. Got a new job flying in the Canadian Rockies! Just passed my flight interview yesterday. Start in 2 weeks when I'm done with my 2 weeks notice. I am pumped!
  12. Azhigher, Thanks for the tip on the cheap amazon batteries. Hadn't thought of that for some reason. Was paying much more for copper tops previously. Ordered a bunch. Thanks again
  13. The only info I could find on this was a thread from way back in 2010. That is lightyears in some areas of the technology industry. I am curious if anyone has had luck using rechargeable batteries with an ANR headset? If so what brand? I have the PFX, I think it's a great headset performance wise, but I am disgruntled with how quickly it churns through batteries. It has added a decent cost to my work expenses when flying large survey contracts. Thanks
  14. I agree with rotor nut, get your instrument rating in a helicopter. It will build the hours towards your commercial. You may not need the instrument rating to get your first CFI job, but you will more than likely be required to have it for most jobs at the next level after CFI.
  15. Don't have to scroll very far down to find years old posts. Wish there was more going on here. I'm currently underemployed and get bored as some of the drearier winter days....
  16. Maximize your qualifications while looking for work. If you can afford to keep flying why would you not add a CFI rating? Even if you never plan on using it, it shows that you have an in depth knowledge of helicopters and how they work. And it shows drive dang it! It could, just maybe, help you get that non CFI job. Just saying....
  17. My dream would be to fly in the mountains of BC or Alaska, and be able to share my passion of flying and the outdoors with people. I was a fishing guide in Alaska the summer before I got my first CFI job. I would love to do fly out "heli fishing" tours, or drop rafters off and pick them up, drop people at alpine lakes to go kayaking for a few hours, and of course heli skiing. A man can dream....
  18. That is your decision to make, and nobody on here has any authority to tell you how to live your life. That being said..... Is it hard? Yes Did I have to move around and spend time away from home/family? Yes Is it fun? Yes Worth it? In my humble opinion yes Would I do it again? Absolutely I have had some of the hardest times, and some of the most rewarding experiences of my life chasing down this crazy dream. In the end its all about your priorities and decisions though. If you do take the plunge, go after it with everything you have man. Although.... I never had the benefit of a "stable" well paying job before this in the first place, so it's a little easier for me, since I'm used to living on peanuts and barely paying rent. (I was a lifty at ski resorts for years through school and before I finally got my break of that first CFI job) Fly safe
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