Demand for float drivers 2017?

[Rowdy]

IIRC the starting wage on the otter at HA was 28/hr for duty time. I'd say most of the full time folk who had been around for a while were in the 70-80k range.

Beaver drivers were paid considerably less and only kept seasonally.. hence the turnover.

I turned down a beaver gig for 6k a month summer 2015. There are a bunch of otter and caravan gigs that pay good coin seasonally. I knew one when I was flying in MB in 2011 who was making 9k with room and board included plus tips. Albeit it sounded like a hardworking gig

[BigWillyStyle]

I finished my CPL and got my float rating last year because I'm in my mid 30s and highly doubted I could climb the airline ladder in time to do much with it (without winning a lottery to pay for hours, but that's taboo!). I want to go float because it was a natural fit as soon as I was on the water (actually it was when I beached near Thetis Island while my instructor had a break that I decided this is the flying I want to do). I have already fired off resumes a couple weeks ago and had a few "you need more hours, try again later," a dock hand position offer with no official route to a seat and one "check back to me later!" That's out of 30+ so far using TC and various other sites! All I really want is a decent operator, do a few seasons with them where I get my 500-1000 hours and we both walk away with a worth while investment, and then come back to BC because I want to work near the ocean and/or in the mountains. I'm simple! I like working with my hands so to speak, good on a shovel or with a hammer and don't mind working the dock for a bit to get my seat, but also want to be back west before I need medicals every 6 months! So at this point I hope I can get on with someone this year without the exploratory road trip as opposed to a focused one. Coming from Victoria its a bit of a trek to get to NWO or Northern Manitoba and needs to be planned in advance!

What is the season starting to look like in terms of WX and that kind of thing? Any ideas of roughly when things might start? Are there many or any decent operators that will take on a low timer in Sask? It's an odd question, but my girlfriend can only transfer there from BC should I end up with something more permanent I can't refuse. Not a show stopper just a consideration!

Looking back, my career trajectory would have been much improved if I had my Small Engine repair course and my float rating. Lodge owners tend to look favourably upon that combination of skill sets, in my experience. Fly outs in the morning, fix a few outboards, pick-ups before supper. Puts your resume closer to the top of the stack.

[AirDoan]

Looking back, my career trajectory would have been much improved if I had my Small Engine repair course and my float rating. Lodge owners tend to look favourably upon that combination of skill sets, in my experience. Fly outs in the morning, fix a few outboards, pick-ups before supper. Puts your resume closer to the top of the stack.

I actually have some experience repairing equipment and vehicles. I have and can rebuild a carb, test mags/coils, replace plugs and that kind of thing. I grew up taking a boat every day until I was in high school and I have a lot of mechanical aptitude. I do all my own work on my truck. From brakes to pulling apart and cleaning the intake and throttle body on my Colorado (If you google, its a common cause of the idle hunting and reduced power), to electrical problems. This unofficial skill set came from running $500-1000 specials in a small town with a mechanic as a best friend and having a brother as a marine mechanic. I also do some of the maintenance on the heavier equipment at work. Oil Changes and battery swaps on the diesel plates, a skid-steer that should be used as an anchor, chain and cut-off saws, pumps and generators. I just installed new rotary and running lights on our rubber tire excavator and back hoe. However these and other life skills are not really something I can say officially on a job application. Not a lot of that I can say I have been trained for, just learned on my own with a little help once in a while. Nor can I really explain that on a "one-page" resume. Its actually an issue I have run into writing resumes and cover letters. On one hand I see everyone saying that the one page with basic hours and brief summary of school and work is all I should use. But in the other my gut says that if I was hiring a dock-hand to work his or her way into a cockpit, I'd want as many transferable and usable skills while I have them grounded and the times they aren't in the air. My personal instinct is to write a more normal detailed resume listing these attributes. That list and job summary is 2-3 pages of resume with my last 10 years of work experience.

I'm chomping at the bit to start sending a 2nd round of applications in March and get this show on the road. I'm not getting any younger! Sitting and waiting for the season to start is definitely not something I am used to. My current construction company just lost a bigger contract that would have gotten me through until April/May. Are there any operators out there that could use someone early to help get things ready?

PS: I apologize to the OP if this is hijacking or going off your original topic!

[TailwheelPilot]

If you are looking for an entry level job with a lodge operator, you really should at least mention your mechanical aptitude/small engine repair/vehicle maintenance. You should find a way to squeeze in "Life Experience: Small engine repair and vehicle maintenance" or similar. It may be just enough to get someone to call you back to ask about it, since it is a handy skill to have - even if you do not have formal training.

[BigWillyStyle]

Agreed. That summary of mechanical aptitude is great cover letter material, and it's fantastic as far as it goes, but you aren't trying to sell to us, you're trying to sell to them. What I'm saying is that if you have the actual ticket for Marine Power Maintenance (or equivalent), then writing all of that is optional. I don't own a lodge myself, but if I did, and I was looking for staff, and I saw that the first 2 items on a resume were Commercial Pilot w/ float endorsement, and the above mentioned ticket, I would definitely call them, and I think that many lodge operators think that way. If you are thinking of working in float aviation long term, then you could justify the cost of getting the ticket. If you are looking for a couple of seasons, then moving on to the wheels and MIFR route, then it may not be worth the investment of time and money. As in all things, it's up to you.

[Keppen]

Agreed. That summary of mechanical aptitude is great cover letter material, and it's fantastic as far as it goes, but you aren't trying to sell to us, you're trying to sell to them. What I'm saying is that if you have the actual ticket for Marine Power Maintenance (or equivalent), then writing all of that is optional. I don't own a lodge myself, but if I did, and I was looking for staff, and I saw that the first 2 items on a resume were Commercial Pilot w/ float endorsement, and the above mentioned ticket, I would definitely call them, and I think that many lodge operators think that way. If you are thinking of working in float aviation long term, then you could justify the cost of getting the ticket. If you are looking for a couple of seasons, then moving on to the wheels and MIFR route, then it may not be worth the investment of time and money. As in all things, it's up to you.

So why is it rather difficult to find a place to work as CPL + float and ame apprentice?

[BigWillyStyle]

Good question. Don't really have a solid answer, but I would hypothesize that lodge owners have 2 dozen motors constantly in need of upkeep, on site, but a Beaver is only periodically in need of upkeep, off-site, and it has to go there occasionally anyway for groceries. Frankly, it beats me why CPL + AME candidates don't get hired like hotcakes. The float industry as a whole has certainly seen better times, so perhaps we can chalk it up to the economy in general. If anyone in the lodge industry has some contrary thoughts on the matter, I could stand corrected.

[bring me the horizon]

The whole “get your small engine ticket” is overrated. It doesn’t take a licensed mechanic to know how to change/gap a spark plug, pick out the crud from the plugged piss hole or change the oil/ water pump on an outboard motor. I’m a pilot/ame and doing both jobs during the season is very demanding. Pilots and Engineers think very differently in terms of the operation. Either you are wearing your pilot hat or your engineer hat. I once got back from my duty day and was expected to start and finish a 100 hr inspection by the next day. Now whenever I’m offered a job I make it very clear that I am not performing aircraft maintenance during the flying season. A side from knowing every nut and bolt on the plane and knowing exactly how the systems operate, AME’s just baby the engine a bit more.

[BigWillyStyle]

Fair point.

[AirDoan]

So, how are things shaping up this season? I've been sending out tonnes of applications to every Tom, Dick and Harry operation but haven't gotten much in replies. Any wet low timers had much luck yet?

[FishermanIvan]

So, how are things shaping up this season? I've been sending out tonnes of applications to every Tom, Dick and Harry operation but haven't gotten much in replies. Any wet low timers had much luck yet?

I've got an answer back from SkyDive Toronto and the place with the Otter that you get to fly right seat from, but nothing else. I'm picking up my car from Calgary at Easter and doing my road trip across Canada after that weekend.

[dahspeers]

Being a farm kid, and working as a mechanic before I started flying is the sole reason I was hired for all my float jobs. We can all fly the plane, but in the float world the flying is only about 25% of the work, if that.

That being said, since I started 4 years ago I have NEVER seen so many help wanted ads for entry, or second season kind of float jobs. It looks like a good year to get a start.

And guys, quick heads up, hit the gym a couple months before you start work. It'll make your first few weeks a hell of a lot easier.

And don't forget your camera.

[Franada]

Being a farm kid, and working as a mechanic before I started flying is the sole reason I was hired for all my float jobs. We can all fly the plane, but in the float world the flying is only about 25% of the work, if that.

That being said, since I started 4 years ago I have NEVER seen so many help wanted ads for entry, or second season kind of float jobs. It looks like a good year to get a start.

And guys, quick heads up, hit the gym a couple months before you start work. It'll make your first few weeks a hell of a lot easier.

And don't forget your camera.

I have to second that! +1

It started to be really hard to find the right pilot. We don't have any small plane, just Beaver, so we need experienced pilots - Hard to find, then it's hard to find pilots wiling to work on the ground. Mechanic, carpentry, plumbing, electrical, CLEANING,....well not everybody wants to do that anymore...as you said 25% to 30% of our working time is flying only.

[canadadry]

Hello all,

What are the odds to get a job on the west coast with 1000hrs tt / 800 float, one season on a Beaver and haven't flown for 8 years ...

Chris.

[Cat Driver]

Should be fairly easy.

As to the eight years, flying is like sex, once you get the hang of it you never forget.

[Turbo82]

Assuming the HA crowd is making approximately $96,000 - $120,000+, that would likely explain why there is little movement in the full time crowd.

More like $45,000- $120,000. Depends on years of service, aircraft you’re on and if you hold a training position. I can confirm that that top pay is a non management income. Work hard in the summers and get overtime pay. Winter times there is top up for a guaranteed wage and they are pretty laid back days. The schedules are very well managed and try to do the best to accommodate everyone’s requests. Amazing work life balance, well cared for aircraft and all the benefits of a well run company.
So many assumptions and guesses being thrown around about the HA career. Hopefully this helps...

[cdntous]

You paid, what, $70,000 to get your licenses?
Have some self respect. Find a job where you can actually use them.
If you work on the dock for a season, that means no flying job for at least a year.
Who knows what will happen in a year?
What if the company folds?
What if the boss' son gets his CPL and they decide they don't need you anymore?

In a year, you could almost have your ATP signed off and be well on your way to a solid flying career.
This isn't the early 2000s anymore where you need 2000 hours to fly a Navajo. There are lots of jobs out there.
If you get a ramp dock/offer, politely decline and move on. Let some other chump waste a year of his or her life.
You'll have a thousand hours by the time they see the inside of a cockpit.

Can't believe some of you would disparage a pilot willing to pay for his or her training and simultaneously suggest buying a mechanic ticket to get a ENTRY-LEVEL FLOAT JOB.
If they want you to have that then they can pay you to do it. I think 70,000+ is enough of an investment on our end.

Working on the dock is not a way to prove your worth. It's a way to prove how worthless you are. Because if you had any self respect or integrity you'd be at the controls.

[C.W.E.]

Working on the dock is not a way to prove your worth. It's a way to prove how worthless you are. Because if you had any self respect or integrity you'd be at the controls.

That is an interesting comment.

And on what research or experience level do you make such a statement, I have been in aviation for a long time and I do not look down on someone who is willing to work for his/her employer doing other tasks besides flying.

In my opinion it shows a willingness to learn and that is a plus not something to demean someone for.

NOTE:

If you take a job as a dock hand make sure you are guaranteed flying as part of the job, if not then you have made a bad choice.

When first starting in your flying career it can be difficult getting that first job, but if you do a good job for your employer the next job will be easier to get.

As to the cost of getting your licenses that was known before you started and compared to other careers learning to fly and getting the licenses is really not all that challenging and for sure it does not take all that much time in the grand scheme of things.

It is sort of a truck or bus driving job operating in three dimensions that eventually can pay more than driving a truck or a bus.

You paid, what, $70,000 to get your licenses?

In Canada you can get the commercial license in one year for $60,000 from zero hours to the license in your pocket, all you need is the ability to read and write and pass the medical and average physical skills to operate a machine.

[Maynard]

Working on the dock is not a way to prove your worth. It's a way to prove how worthless you are. Because if you had any self respect or integrity you'd be at the controls.

Probably the dumbest thing I've read in a while. Working on a dock shows the employer whether or not you have common sense required to sit at the controls. It shows the work ethic you will carry on while at the controls. It's an introduction to the real life bush flying you'll do, and awareness of working around float planes. I've worked as a CSA, ramp rat, cargo, dock hand/swamper, and not only do I have self respect/integrity, but have earned the respect of others. Understanding EVERY aspect of the job, and how they all work together, is what sets great employees from good employees. (In case you were unaware, there's a lot more to a flying operation than sitting at the controls)

And judging by your comment "In a year, you could almost have your ATP signed off and be well on your way to a solid flying career.", you're one of the typical lets get to the shiny jet ASAP and skip the LEARNING/EXPERIENCE kinda guys. So who's really lacking integrity?

[C.W.E.]

And judging by your comment "In a year, you could almost have your ATP signed off and be well on your way to a solid flying career.", you're one of the typical lets get to the shiny jet ASAP and skip the LEARNING/EXPERIENCE kinda guys. So who's really lacking integrity?

That is becoming the norm today for those who want to become airline pilots.

It also says a lot about the level of knowledge and flying skills it takes to fly for an airline if they hire that mindset.