goldeneagle well said. The more I think about this the more I beleive if got2Bsafe was flying aircraft illegaly he to should stand infront of enforcement. I got $10 that says if he did not get chased for his bond all his saftey concerns would be pushed to the side.
got2bsafe be a man belly up to your commitment. It is people like you that give us all a bad name. As I have said in other posts its no wonder we are getting these things jammed down or throat.
I do hope you get your day in court and if you were flying around illegaly I hope TC doesnt only pull the company OC I hope your lisceness goes with it.
cgaa training bond
Moderators: lilfssister, North Shore, sky's the limit, sepia, Sulako, I WAS Birddog
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goldeneagle
- Rank (9)
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- Joined: Mon Jan 02, 2006 3:28 pm
Re: training bond jumper
Why did you do it for the first year then? If it was truely a case of being 'unsafe', why do it at all?got2bsafe wrote: I'm pretty sure the root cause starts with the employer, not the employee. Other than a year's employment, I had nothing to gain from working there. They're the ones making big money breaking the law. My opinion is that once I was asked to break the law, my contract was voided. The timing of my departure shouldn't factor in at all. Why should I have sit in a broken airplane, butt heads with the director of maitnence every day and try work inside of fantasy itineries a day longer than it suits me?
Like I asked in the original post, WHAT CHANGED AFTER A YEAR? Why was it 'safe enough' for the first year, but not 'safe enough' for the rest of the term? The timing of your departure is VERY significant, it's the crux of your original question. You dont want to pay out on the bond, and the bond is tied to the timing of your departure. You can try disregard the timing issue all you want, but, it is the heart of your dispute. In order for the bond to be forgiven, you need to show a reason for the departure. With the departure a year after employment, you need to show cause to justify staying the first year, but not the second. Without that cause, you have no case.
So that brings back the fundamental question. What changed to make the operation unsafe after a year? The mere fact you jumped into the airplanes and flew them for the first year is de-facto proof you considered the operation safe until that point. The CARS make it clear, as a pilot on the aircraft, it's YOUR JOB to ensure it's safe. Starting up and departing is implicit acceptance of the safety of the operation.
The bottom line, as much as you want to disregard the timing of the departure, you cant. It is THE REASON for the dispute. In order for your claims to be valid, you need to show why it was ok to fly the first year, and not the second year. If you cant do that, you have no recourse. The airplanes and operational procedures were acceptable to you for the first year, then unless something changed, they were acceptable for the second year.
The safety card is not something there to be a convenience for pilots. It's there to protect the lives of innocent and uninformed passengers. As a pilot, you have to pull that one out immediately, or leave it stowed. You cant leave it tucked into the glove box for a year, then pull it out when it becomes convenient.
By jumping the bond halfway thru the term, you put yourself in a bad position. If this gets before a judge, and you insist on using the safety card as justification, then you will be left with 3 options. The first option is to show what changed, what made the operation unsafe after a year of flying. In that case, you will get financial relief, and suffer no consequences. The second option, is to stand in front of a judge, and explain how you operated the aircraft in an unsafe manner for a year, then tired of it. You will probably get financial relief on the bond, and you can bet every penny of that relief, that the judge will refer the case to TC Enforcement division. You will likely suffer consequences from the admissions, kiss that license goodbye for a while. The third option is to stow the safety card, in which case, you have no case, and you will be required to pay up.
It's a shitty set of circumstances to end up in, but that's life. You made your bed, now go lay down in it. As a purely contractual obligation, you have little/no recourse without playing the safety card. When you play that card, it's got consequences attached. If you cannot show cause for a change in the safety environment at/around the time of your departure, then this case really needs to go to the enforcement folks, and you should be made to answer why you operated unsafely for a year before you moved on.
Yup, it's a hard assed attitude, but, I'm sick and tired of reading posts here from pilots claiming to be 'victims' of 'bad employers'. I've yet to see an ops manager holding a gun to a pilots head as they taxi out to take off in an unsafe airplane. They always seem to do it willingly, and only start bitching about 'safety' when it's convenient.
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Pucker Factor
- Rank 0
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- Joined: Fri Apr 30, 2004 1:39 pm
Boys, boys, boys.
(Women in aviation forward comments to any Moderator)
If some of you guys would get off your aviation high-horses and look at the question being posed. It's one thing to play the game as per management, however some fought the good fight and operated safely. Constantly sounding off and refusing to comply with a companies requests doesn't leave you on good ground with management. Many of us ex- CG** pilots never broke the law or allowed ourselves to be placed into bad situations however... If you try (as we did) to change the culture of a company without the cooperation of management. You are fighting a losing battle! As you fall out of grace with said company, they make your life miserable as there is always someone who will "get the job done". We are our own worst enemies. In your 1st yr of employment you are left quite unprotected by our provincial / federal labour laws and have little to no recourse. As you continue to hold the line, your pay, days off, etc will deteriorate to the point that you know you have to leave or you will be fired. If you're smart you'll start looking for a job.
As for the argument of doing your homework ... I did my homework and spoke to many current and former employees who said good things. It was a great job and I fully intended to stay the duration. However, things changed rapidly as the business piled up and people got $$$$ in their eyes. We went from doing 2-3 trips to Europe / yr to doing the same in a week. Alot more hours flown and little to no changes in maintenance and crewing. Now, when you find another job ... do you still owe them their training money? They have violated all or most of the terms of your employment (no days off, leaving you in the Sudan on days off, cut in pay etc) and made life miserable because you won't fly to England at 7500 VFR on one engine. Some of you have said, "Go to TC ... they'll help!" Give yer head a shake boys! So, you have been a good boy and played by the rules set forth in the CARS. Do you still owe them when you walk?
Or would you fullfill the full training agreement and watch your quality of life and employment conditions deteriorate to the point where you are let go for not being " A team player".
The problem with training bonds is that operators believe they can do anything and you have to take it or else. I was constantly told if I didn't like the way they operated ... I could leave. When I did (regardless of where I went) I told them to stick their bond in the appropriate hole. So, am I or got2besafe "the problem" like some of you clowns have stated. I don't believe so, and won't be paying until a judge tells me to.
My 2 cents.
(Women in aviation forward comments to any Moderator)
If some of you guys would get off your aviation high-horses and look at the question being posed. It's one thing to play the game as per management, however some fought the good fight and operated safely. Constantly sounding off and refusing to comply with a companies requests doesn't leave you on good ground with management. Many of us ex- CG** pilots never broke the law or allowed ourselves to be placed into bad situations however... If you try (as we did) to change the culture of a company without the cooperation of management. You are fighting a losing battle! As you fall out of grace with said company, they make your life miserable as there is always someone who will "get the job done". We are our own worst enemies. In your 1st yr of employment you are left quite unprotected by our provincial / federal labour laws and have little to no recourse. As you continue to hold the line, your pay, days off, etc will deteriorate to the point that you know you have to leave or you will be fired. If you're smart you'll start looking for a job.
As for the argument of doing your homework ... I did my homework and spoke to many current and former employees who said good things. It was a great job and I fully intended to stay the duration. However, things changed rapidly as the business piled up and people got $$$$ in their eyes. We went from doing 2-3 trips to Europe / yr to doing the same in a week. Alot more hours flown and little to no changes in maintenance and crewing. Now, when you find another job ... do you still owe them their training money? They have violated all or most of the terms of your employment (no days off, leaving you in the Sudan on days off, cut in pay etc) and made life miserable because you won't fly to England at 7500 VFR on one engine. Some of you have said, "Go to TC ... they'll help!" Give yer head a shake boys! So, you have been a good boy and played by the rules set forth in the CARS. Do you still owe them when you walk?
Or would you fullfill the full training agreement and watch your quality of life and employment conditions deteriorate to the point where you are let go for not being " A team player".
The problem with training bonds is that operators believe they can do anything and you have to take it or else. I was constantly told if I didn't like the way they operated ... I could leave. When I did (regardless of where I went) I told them to stick their bond in the appropriate hole. So, am I or got2besafe "the problem" like some of you clowns have stated. I don't believe so, and won't be paying until a judge tells me to.
My 2 cents.
Last edited by Pucker Factor on Tue Mar 28, 2006 7:24 am, edited 1 time in total.
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Cat Driver
- Top Poster
- Posts: 18921
- Joined: Sun Feb 15, 2004 8:31 pm
got2Bsafe:
You are taking a beating here and I can in a strange way see why these things happen.
Your problem seems to be in the timing and demonstrating that you äctually "tried" to change things.
Let me go back to my post and explain the difference in timing and be seen to do something.
"Last time was in 1995 with a C117 operator here in the rain forest. When things started to get out of hand I went to TC and explained what was happening, all they did was listen and did sweet f.ck all to back me up.
I did the only thing that I could, I resigned in writing to TC stating why. "
In the case of that operator the owner and I had disagreed on flying into and out of a dificult strip and maintaining a schedule as well as load carrying limits on said strip...hauling live sea food.
The reason I quit was because I received a phone call from one of the pilots that the owner had arranged for another pilot to fly with him the next morning to haul a load of live sea food out of said strip and he wanted to know when I had hired the other pilot. I told him I knew nothing about it, but he was to go to the airport in the morning but do not fly with the new pilot until I get there.
To make a long story short, the trip did not go as all hell broke lose with the owner when the other captain refused to fly the trip and I also refused...
....when I phoned TC I got the usual hand wringing and the you did the right thing etc....seeing the writing on the wall I resigned as chief pilot during my talk with TC and faxed said resignation as soon as I hung up the phone.
So timing and demonstrating that you not only recognize a problem but are proactive in dealing with it solves a lot of ongoing grief.
However unemployment is not exactly a great reward either.
Cat
You are taking a beating here and I can in a strange way see why these things happen.
Your problem seems to be in the timing and demonstrating that you äctually "tried" to change things.
Let me go back to my post and explain the difference in timing and be seen to do something.
"Last time was in 1995 with a C117 operator here in the rain forest. When things started to get out of hand I went to TC and explained what was happening, all they did was listen and did sweet f.ck all to back me up.
I did the only thing that I could, I resigned in writing to TC stating why. "
In the case of that operator the owner and I had disagreed on flying into and out of a dificult strip and maintaining a schedule as well as load carrying limits on said strip...hauling live sea food.
The reason I quit was because I received a phone call from one of the pilots that the owner had arranged for another pilot to fly with him the next morning to haul a load of live sea food out of said strip and he wanted to know when I had hired the other pilot. I told him I knew nothing about it, but he was to go to the airport in the morning but do not fly with the new pilot until I get there.
To make a long story short, the trip did not go as all hell broke lose with the owner when the other captain refused to fly the trip and I also refused...
....when I phoned TC I got the usual hand wringing and the you did the right thing etc....seeing the writing on the wall I resigned as chief pilot during my talk with TC and faxed said resignation as soon as I hung up the phone.
So timing and demonstrating that you not only recognize a problem but are proactive in dealing with it solves a lot of ongoing grief.
However unemployment is not exactly a great reward either.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
It was a fantastic job when it was operated as Critical Care International... too bad things have changed so dramatically. Are there any pilots still working there from before it went to CGAA or have they all left or been fired?Pucker Factor wrote:Boys, boys, boys.
As for the argument of doing your homework ... I did my homework and spoke to many current and former employees who said good things. It was a great job and I fully intended to stay the duration.
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complexintentions
- Rank 10
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- Joined: Thu Aug 19, 2004 3:49 pm
- Location: of my pants is unknown.
Oh. My. God.
The posters who truly make me vomit are the ones talking along the lines of "if you knew it was unsafe why did you stay a year?". Part of me wants to try and explain, but the fact is, with the absolute ass-clown self-righteousness of some of these posts...there is no way to make people understand. If you haven't worked there, under the CGAA banner, it's like trying to explain light to a blind man. And who the F^CK changed the title of this thread? Brutally, painfully bush league.
There are a few posts here that are laughably recognizable as CGAA apologizers. And the others, I only hope to god get the extreme privilege of working for this outfiit or it's ilk, so they may one day choke to death on their own words.
pucker factor tells it like it is. I say stand up to these guys, bullies always run when someone actually stands up to them. Get good legal advice and don't back down.
The posters who truly make me vomit are the ones talking along the lines of "if you knew it was unsafe why did you stay a year?". Part of me wants to try and explain, but the fact is, with the absolute ass-clown self-righteousness of some of these posts...there is no way to make people understand. If you haven't worked there, under the CGAA banner, it's like trying to explain light to a blind man. And who the F^CK changed the title of this thread? Brutally, painfully bush league.
There are a few posts here that are laughably recognizable as CGAA apologizers. And the others, I only hope to god get the extreme privilege of working for this outfiit or it's ilk, so they may one day choke to death on their own words.
pucker factor tells it like it is. I say stand up to these guys, bullies always run when someone actually stands up to them. Get good legal advice and don't back down.
I’m still waiting for my white male privilege membership card. Must have gotten lost in the mail.
So typical
I don't know why it always surpirses me, but I really can't understand the lack of support pilots provide one another. We really are a bunch if cut throat pricks, aren't we? Boys, we got to stand up to the people who are making big money breaking rules. Why pick on me? No one deserves to make money breaking the law. We all agree on that. Ultimately, an operator is responsible for the actions of their employees. The fault lies with them.
Anyhow, Cat seems to understand.
AntiNakedMan: Why does everyone just assume, since I worked for a lousy operator, that I broke the law? I turned down flights, snagged aircraft, fought with management, and operated as best as I could with the CARS. Certainly, nobody's perfect, but trust me I was acting as responsibly and professionally as ANY of you holier than thou posters would have been. Policy trickles from management down, and they know exactly what they're doing.
Golden Eagle: I see your point, and please rest assured I am not "playing the safety card". I had ongoing safety concerns that were unaddressed and got fed up. For me, that process took a year. I agree with everything else you say. Maybe it's just a difference of perspective. I apprieciate your advice.
Sclem: I think there is one critical care international guy left there. He and I have spent a lot of time talking about "the way things used to be around here". It most certainly is not the same company anymore. He's leaving shortly too.
Anyhow, Cat seems to understand.
AntiNakedMan: Why does everyone just assume, since I worked for a lousy operator, that I broke the law? I turned down flights, snagged aircraft, fought with management, and operated as best as I could with the CARS. Certainly, nobody's perfect, but trust me I was acting as responsibly and professionally as ANY of you holier than thou posters would have been. Policy trickles from management down, and they know exactly what they're doing.
Golden Eagle: I see your point, and please rest assured I am not "playing the safety card". I had ongoing safety concerns that were unaddressed and got fed up. For me, that process took a year. I agree with everything else you say. Maybe it's just a difference of perspective. I apprieciate your advice.
Sclem: I think there is one critical care international guy left there. He and I have spent a lot of time talking about "the way things used to be around here". It most certainly is not the same company anymore. He's leaving shortly too.
As an ex CGAA employee ( I left for a better job, no bond issue) I can tell you that the company is run by an ex medevac pilot and they know that, on the whole, pilots are a pretty decent bunch. We will even bend the rules when the term "medevac" is used. It isn't until we look at our decisions in hindsight that we have misgivings. On the whole, the duty day issues come up more than others. I was told many times that we could break the duty day limits 10% of the time and not have a problem. I had kids to feed and went. I finally had to put my foot down when I was asked to take an uservicable airplane away from a service centre and bring it back after the trip was over. I believe I almost threw the phone accross the room but was stopped by the sound of another call. A well timed job offer. As for any ex "Globalers" (yuck) PM me And I will be glad to provide any help I can.
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Cat Driver
- Top Poster
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- Joined: Sun Feb 15, 2004 8:31 pm
got2Bsafe the problem is systemic throughout the industry, how long you did or did not bend the rules under intimidation is not the issue here.
What is driving this culture of semi slavery is the fear factor, fear of loss of employment that compells pilots to push the limits so as not to lose their means to support their family.
I have read all the comments here and most are reasonable on the surface, however nothing has really changed nor will it until someone gets up on the cross and pays the penalty by being the sacrifical lamb.
I would suggest you contact Mr. Huggett as he also is determined to bring about accountability to the industry, and accountability must start at the top not at the bottom where pilots and mechanics dwell.
Cat
What is driving this culture of semi slavery is the fear factor, fear of loss of employment that compells pilots to push the limits so as not to lose their means to support their family.
I have read all the comments here and most are reasonable on the surface, however nothing has really changed nor will it until someone gets up on the cross and pays the penalty by being the sacrifical lamb.
I would suggest you contact Mr. Huggett as he also is determined to bring about accountability to the industry, and accountability must start at the top not at the bottom where pilots and mechanics dwell.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Got2bsafe,
A good friend of mine was in the same position as you, left an even more unsafe company in Winnipeg(figure it out) and was taken to court for half of a navajo PPC. He had documented safety violations and still had to pay becuase the judge asked, why didnt you report it to TC and why did you wait till you had another job to leave if you felt your life was in jeopardy.
A good friend of mine was in the same position as you, left an even more unsafe company in Winnipeg(figure it out) and was taken to court for half of a navajo PPC. He had documented safety violations and still had to pay becuase the judge asked, why didnt you report it to TC and why did you wait till you had another job to leave if you felt your life was in jeopardy.
If your buddy worked for Ke*stone (there, I said it) and they sued him for a bond, only one question comes to mind.....What kind of fool, would sign a bond with them??? With their past history, I cant beleive they can pay pilots enough to get them to show up....sure, they seem to have cleaned up their act, but still.....sign a bond with them....ROTFLMFAO!!!
"dear journal, today I flew without enough fuel"Esti wrote: He had documented safety violations and still had to pay becuase the judge asked, why didnt you report it to TC and why did you wait till you had another job to leave if you felt your life was in jeopardy.
"dear diary, today I flew without a working Nav/Com..."
"dear diary, today I've flown for the 150th day an unsafe plane, 2mrw I have an interview and I can finally get out.."
Yeah, I think the judge was right... You don't?
Right on the money Cat.Cat Driver wrote:got2Bsafe the problem is systemic throughout the industry, how long you did or did not bend the rules under intimidation is not the issue here.
What is driving this culture of semi slavery is the fear factor, fear of loss of employment that compells pilots to push the limits so as not to lose their means to support their family.
I have read all the comments here and most are reasonable on the surface, however nothing has really changed nor will it until someone gets up on the cross and pays the penalty by being the sacrifical lamb.
I would suggest you contact Mr. Huggett as he also is determined to bring about accountability to the industry, and accountability must start at the top not at the bottom where pilots and mechanics dwell.
Cat
Is it wrong to believe that when you accept a job with any employer that they will do the job within the law? I don't think so. However, my experience has shown me that in aviation you should actually expect the oposite and you will be correct more often than not. The guy who writes the cheques has the real operational control along with the guys who write the rule book and then don't enforce it. Instead they use the old catch-all of the Capt/Engineer is the ultimate responsibility. Hey, don't get me wrong I'm all about accountability for Capt.s but that train-of-thought hasn't stopped six fatal crashes in BC in the last year in Air Taxi: Obviously the system is broke; time to find something that works.
This is the reason I just about walked away from flying. There are a few good operators out there, but it's f'n hard for them to compete when TC won't do anything about operators that cheap out on pilots and maintnance to be able to undercut the well established companies that are charging what it takes to do it the right way. Not many people will buy a $400 dollar ticket over a $300 dollar one for (aperantly) the same service. They (rightfully so) believe that both are safe.
Grr. I've said this so many times I feel like I'm just wasting my breath. But it needs to be said because people are still dying.
Last edited by Dog on Tue Mar 28, 2006 12:47 pm, edited 2 times in total.
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Cat Driver
- Top Poster
- Posts: 18921
- Joined: Sun Feb 15, 2004 8:31 pm
Dog, the problem is you in Canadian aviation are caught in a trap that is controlled by unacountable bureaucrats and political appointees who decide your fate.
If you are seen to be a problem they will quickly come down on you and regardless of how unfair their actions you are basically screwed because you do not have access to the court system that most of the others in the work force have.
Just look at how many pilots and mechanics here have learned that going to TC with concerns for safety will only result in your being unemployed.
What most here are unable to grasp is if only "one" instance of abuse of power or unethical behaviour by anyone in the regulator is allowed to go unpunished that is one to many, because the longer they can get away with such behaviour the more bold they become.
Basically you as a Canadian are being denied your rights under the charter and there seems to be nothing you can do about it.
I can make these allegations for two reasons, one I am telling it like it is and two there isn't SFA TC can do to hurt my career at this stage of my life.
For what it is worth I wish I could help you, but it is not very likely.
Cat
If you are seen to be a problem they will quickly come down on you and regardless of how unfair their actions you are basically screwed because you do not have access to the court system that most of the others in the work force have.
Just look at how many pilots and mechanics here have learned that going to TC with concerns for safety will only result in your being unemployed.
What most here are unable to grasp is if only "one" instance of abuse of power or unethical behaviour by anyone in the regulator is allowed to go unpunished that is one to many, because the longer they can get away with such behaviour the more bold they become.
Basically you as a Canadian are being denied your rights under the charter and there seems to be nothing you can do about it.
I can make these allegations for two reasons, one I am telling it like it is and two there isn't SFA TC can do to hurt my career at this stage of my life.
For what it is worth I wish I could help you, but it is not very likely.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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sportingrifle
- Rank 6
- Posts: 413
- Joined: Wed Nov 23, 2005 2:29 am
True story....Many years ago I took a job as an F/O on an air ambulance MU-2 in Northern Ontario. Signed a training bond. Only bad job I've had in 24 years. Maintained by people who didn't know how the airplane worked and were very far away. (Once got in bosses bad books for refusing to ferry the airplane several hours for maintenance when NEITHER prop would feather!!!) Decieded after 8 months that when the year was up, I was outta there. At ten months they wanted me to go left seat. I said sure-for two months. They said no, new 18 month training bond. I declined the promotion. They said take the promotion and the new commitment or your fired. I said "see ya." They withheld my outstanding pay and refused to issue me my Record of Emplyment. They also made noises about suing. Big mistake....
At the time, the Ministry of Health required air ambulance contractors to submit records of the pilots duty hours each day. I knew that theese had been falsified. We were doing scheduled patient transfers all day after doing emergency medivacs during the night. Knowing that they were a bunch of psycopaths, I had taken the opportunity to photocopy the aircraft journey logs as well as tape record the Chief Pilot telling me in no uncertain terms that he expected the airplane flown with known serious defects. Threaten to call Transport-no way, the Chief Pilot was a drinking buddy of the local Fed. Threatened to give all this to their sole customer, the Ontario Ministry of Health. They couldn't courier my outstanding pay and Record of Employment to me fast enough. Morale of the story is document the living s--t out of everything beforte you quit to bolster your case and whith any luck, it won't get anywhere near court.
Out of interest, no suprise that they shortly had numerous incidents caused by poorly maintained airplanes flown by tired pilots. The ambulance attendants didn't want to travel on their airplanes anymore and they folded. Hope this helps.
At the time, the Ministry of Health required air ambulance contractors to submit records of the pilots duty hours each day. I knew that theese had been falsified. We were doing scheduled patient transfers all day after doing emergency medivacs during the night. Knowing that they were a bunch of psycopaths, I had taken the opportunity to photocopy the aircraft journey logs as well as tape record the Chief Pilot telling me in no uncertain terms that he expected the airplane flown with known serious defects. Threaten to call Transport-no way, the Chief Pilot was a drinking buddy of the local Fed. Threatened to give all this to their sole customer, the Ontario Ministry of Health. They couldn't courier my outstanding pay and Record of Employment to me fast enough. Morale of the story is document the living s--t out of everything beforte you quit to bolster your case and whith any luck, it won't get anywhere near court.
Out of interest, no suprise that they shortly had numerous incidents caused by poorly maintained airplanes flown by tired pilots. The ambulance attendants didn't want to travel on their airplanes anymore and they folded. Hope this helps.
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Cat Driver
- Top Poster
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- Joined: Sun Feb 15, 2004 8:31 pm
" So tell us how it is different anywhere else in the world.
Because I have a hard time believing that is. I hope you can surprise me. "
Stearman there are better and of course far worse government agencies as far as morally corrupt officials go.
Having said that am I to understand that in your Canada moral corrupt top management in positions of power in a regulator are O.K. because they are corrupt everywhere else on earth?
Cat
Because I have a hard time believing that is. I hope you can surprise me. "
Stearman there are better and of course far worse government agencies as far as morally corrupt officials go.
Having said that am I to understand that in your Canada moral corrupt top management in positions of power in a regulator are O.K. because they are corrupt everywhere else on earth?
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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wally gator
- Rank 0
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- Joined: Sat Mar 11, 2006 5:29 pm
Nope, all I am saying CAT is I would like to know where there isn't a morally corrupt government. I would like to think there has got to be some place on earth where it is better.
You have been around, what is your experience.
Transport in my experience doesn't have a clue what is going on, or let me re-phrase that. They do but they just don't care as long as know one gets hurt and if they do lets hope the paper work is done correctly. And if they do and admit it then they would be legally liable for not doing anything.
There is no support for Chief Pilots/ line Pilots/ or AMEs, and thats it. The only thing you can do is quit and hope for better. Been there done that.
But I do agree that you must document the shit out of it.
Anyway it will be interesting to hear what happens to this poor fella and even as he looks for help on this sad forum, there are pilots cutting up his situation. Maybe it real or percieved his problem I don't know, unfortunately Transport Canada doesn't pay the bills at home and definetly doesn't help this industry gain any credibilty esspeacially in the 703 world.
Good luck Got2bsafe
You have been around, what is your experience.
Transport in my experience doesn't have a clue what is going on, or let me re-phrase that. They do but they just don't care as long as know one gets hurt and if they do lets hope the paper work is done correctly. And if they do and admit it then they would be legally liable for not doing anything.
There is no support for Chief Pilots/ line Pilots/ or AMEs, and thats it. The only thing you can do is quit and hope for better. Been there done that.
But I do agree that you must document the shit out of it.
Anyway it will be interesting to hear what happens to this poor fella and even as he looks for help on this sad forum, there are pilots cutting up his situation. Maybe it real or percieved his problem I don't know, unfortunately Transport Canada doesn't pay the bills at home and definetly doesn't help this industry gain any credibilty esspeacially in the 703 world.
Good luck Got2bsafe
- NoseDraggers Suck
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Cat Driver
- Top Poster
- Posts: 18921
- Joined: Sun Feb 15, 2004 8:31 pm
Stearman to answer your question as to how I found other regulators I have worked with several.
The most interesting was when I worked for six weeks with a CASA inspector in Portugal, he was there to oversee the work we were doing on a PBY that was registered in Australia.
He told me that CASA was moving to CARS's and were getting advice from Canada...he then went on to say it should prove to be interesting as Transport Canada Civil Aviation was know as a joke by those in the know at CASA. When I told him about the issues I was fighting TC over at the time he said all I can do is wish you luck because the people who you are dealing with are crooked as a snake.
I also find the Brits to be far more honest and predicitable when dealing with issues of rules etc.
The CAA in Holland have been very upfront and have dealt with us in a very professional manner....by the way they know all about my being black listed by TCCA and are happy as hell because I now work for them...So go figure...
Of all the countries we work in I guess Africa is the easiest to deal with when it comes to bureaucrats because they are corrupt in a different way...we just pay them whatever it costs to get what we want...
...so if you are going to deal with corrupt officials you might as well deal with the ones who are corrupt driven by money rather Canadas version who are just plain morally corrupt because they can be.
Anyhow for me it is about over as soon I can retire and live like a normal human being at home.
Cat
The most interesting was when I worked for six weeks with a CASA inspector in Portugal, he was there to oversee the work we were doing on a PBY that was registered in Australia.
He told me that CASA was moving to CARS's and were getting advice from Canada...he then went on to say it should prove to be interesting as Transport Canada Civil Aviation was know as a joke by those in the know at CASA. When I told him about the issues I was fighting TC over at the time he said all I can do is wish you luck because the people who you are dealing with are crooked as a snake.
I also find the Brits to be far more honest and predicitable when dealing with issues of rules etc.
The CAA in Holland have been very upfront and have dealt with us in a very professional manner....by the way they know all about my being black listed by TCCA and are happy as hell because I now work for them...So go figure...
Of all the countries we work in I guess Africa is the easiest to deal with when it comes to bureaucrats because they are corrupt in a different way...we just pay them whatever it costs to get what we want...
...so if you are going to deal with corrupt officials you might as well deal with the ones who are corrupt driven by money rather Canadas version who are just plain morally corrupt because they can be.
Anyhow for me it is about over as soon I can retire and live like a normal human being at home.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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grassroots
- Rank 1
- Posts: 23
- Joined: Tue Jan 04, 2005 10:36 am
Bottom line is, the company may have exercised unsafe practices, but if you as the pilot knowingly committed an unsafe practice or violation of CARS, you are at fault. If you as the pilot took an aircraft into flight that you knew the company had cheated on maintenance with, again you are in violation.
It is possible there is "one guy" in company that would refuse trips if things were unsafe, but I doubt he would have been kept on line for the year you say you stuck around.
It is possible there is "one guy" in company that would refuse trips if things were unsafe, but I doubt he would have been kept on line for the year you say you stuck around.
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crazygonuts
- Rank 0
- Posts: 1
- Joined: Mon Apr 10, 2006 11:21 am
I have not worked for CGAA, and have actually been considering it. I had talked to a guy who works there and he had nothing bad to say about it. And I heard from someone else I talked to that the maintenance was actually pretty good there. This is in Vancouver, maybe it's different at the other bases, anyway what I'm really trying to say is: Is the company really as bad as it sounds to work for? I know there is probably no company at this level that is perfect.
I've heard the term "safety concerns" come up is this thread quite a bit, I'm curious to know what they might be, though I realize you probably won't publicly disclose that information. Anyway, if you someone wouldn't mind giving me some general info, like schedule, time off, flight benefits and such, (not just dirt) you can PM me. I just want as muc info as I can so I can make an informed decision. Thanks
I've heard the term "safety concerns" come up is this thread quite a bit, I'm curious to know what they might be, though I realize you probably won't publicly disclose that information. Anyway, if you someone wouldn't mind giving me some general info, like schedule, time off, flight benefits and such, (not just dirt) you can PM me. I just want as muc info as I can so I can make an informed decision. Thanks
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pointeightone
- Rank 0
- Posts: 3
- Joined: Sat Apr 08, 2006 8:47 am
CGAA
CGAA is a great company to work for and when compaired to other companies hiring pilots with similar experience, its a good operation to get onboard with. Living in either Toronto or Vancouver is not so bad either. Over the course of several months a pilot will have flown to several continents globally and if thats the type of flying you want to experience, then you would probably enjoy it. The medivac lifestyle requires a little more "rest management" but having the chance to fly a Lear is well worth it.
pointeightone
pointeightone
