Hello All,

I am new to this forum. So hello to everyone on here.

I am training for my commercial License flight test. My long term goal is to be a bush pilot. All my training so far has been in a C150/C172.

For the pilots out there I have these questions - and would like to hear your response.

1. What should I do next in terms of licensing - would IFR and multi rating help?
2. Can someone recommend a good school in BC or AB to get a float rating
3. Where would I start looking for jobs in the bush flying industry.
4. Would anyone hire a pilot with 200 hrs of single engine time + 50 hrs of float rating time?
5. Does age (I know sounds odd) matter ie. being a 40 yr old pilot - am I at a disadvantage as compared to most pilots fresh out of school are in their early/late twenties?

Am sure many others have asked these questions before or have been in a similar situation. If there are any links or similar threads to this one, please point me to them.

Thanks everyone.

Just about to run and catch a flight home. I'll post my $.02 when I get there - if no-one else steals my thoughts in the interim. BTW, I think you are getting a little long in the tooth, but not over-the-hill!

First of all, everything depends on what you define a "bush pilot" as. It can vary quite a bit from beaver driver on the coast, to twin otter driver in Saskatchewan to any of the smaller ops north of sixty.

1. IFR is a must, multi depends on above statement.

2. Sorry can't.

3. Anywhere that others would prefer not to be. Think of places where the pavement/dirt ends.

4. I'm a little out of touch on this, but I think yes, everyone needed a start sometime.

5. You are definitely at a disadvantage, especially considering how many years you will end up suffering on the pay range. However, if you are a hard worker and fast learner, some places/customers may appreciate your age/life experience.

Donald wrote:First of all, everything depends on what you define a "bush pilot" as. It can vary quite a bit from beaver driver on the coast, to twin otter driver in Saskatchewan to any of the smaller ops north of sixty.

1. IFR is a must, multi depends on above statement.

2. Sorry can't.

3. Anywhere that others would prefer not to be. Think of places where the pavement/dirt ends.

4. I'm a little out of touch on this, but I think yes, everyone needed a start sometime.

5. You are definitely at a disadvantage, especially considering how many years you will end up suffering on the pay range. However, if you are a hard worker and fast learner, some places/customers may appreciate your age/life experience.

IFR is a must? I don't agree with that. However, it depends what kind of initial job you want. I personally think its better to hold off on the IFR and get some good VFR PIC, then get the multi IFR. rather than ramp and end up with 1200 hours tt and 100 PIC. But that is just my opinion. In todays job market, no matter what you do is a gamble. Do whatever you have to to get a job. Ask around about the good and bad operators, do your research and pick a few that you feel fit you. Then go and meet them, Face time is gold! when you show up to said place, bring some timmies and don't be scared to ask if they need a hand with something! Having some general handyman skills, a good attitude and a showing you have a strong back will go a long way. Thats what worked for me anyway.

Can you bench press a 45 gal drum? (full) Then your a shoe in !!!


BH

black hole wrote:Can you bench press a 45 gal drum? (full) Then your a shoe in !!!


BH

bahaha!!, you might be onto something here..... "survivor yellowknife, 24 newly minted pilots, 2 teams, drop them off in the middle of nowhere and fight till the death for 1 flying position.. $$$$$$$$"

brokenwing wrote:
bahaha!!, you might be onto something here..... "survivor yellowknife, 24 newly minted pilots, 2 teams, drop them off in the middle of nowhere and fight till the death for 1 flying position.. $$$$$$$$"

How much to buy my spot on the show??

Given that vfr flying can be legally dispatched in conditions of 300 feet and 1 mile (uncontrolled w/ops spec), I personally feel that having some good ifr training is an asset.

Granted, every effort should be made to avoid imc when operating vfr.

IMHO, and you get what you paid for it.

Just a dumb question, so you depart at 300 feet and one mile in your 185 on floats then you fly into IMC .

What do you do now with or without an instrument rating?

why would you do that "charles"?

why would you do that "charles"?

I'm sorta strange when it comes to flying airplanes, I have this weird desire to not crash, so I was merely reminding people that when flying day VFR in a sea plane an instrument rating is the last thing you should need to keep from crashing the thing.

I was replying to this:

Given that vfr flying can be legally dispatched in conditions of 300 feet and 1 mile (uncontrolled w/ops spec), I personally feel that having some good ifr training is an asset.

I remember listening to adhc2 telling me how things are on the west coast... low vis... keeping an eye out for the next island before the last oe disappeared in the soup... step taxiing when the world outside looked like the inside of a ping pong ball.... Not my idea of fun (or safe flying really) but an IFR rating might keep your plane level enough to set down if you're really in trouble.

. . wrote:Just a dumb question, so you depart at 300 feet and one mile in your 185 on floats then you fly into IMC .

What do you do now with or without an instrument rating?

CFIT

CFIT

Pardon me?

Controlled Flight Into Terrain. (Impact sans perte de contrôle).

Woops thanks, I had forgotten, so tired now!

I thought it could be another one like CSFA (Can't see @#$! all)

'nite!

Just because 300ft and 1sm is written in cars doesnt mean you should be doing that. Smart people set limits, Just ask the guy with grey hair and years of experience. there is a reason those people have made it that long.

We didn't take off in that but on the way hit that Both of us were glad that even though we were VFR we both were IFR rated and could get out of it safely. Nothing like having the entire world disappear with no nav aids around to pucker you up Dead reconing skills and and extra set of eyes were nice. IFR might not be required but i've never turned down extra training

Interesting how quickly threads change into other topics. However, to be viable to the companies that operate year round, I'd suggest an MIFR as well as a float rating. I don't personally see the benefit in a 50hr bush course. Most operators will want to do a thorough check out with you anyways. Especially when you make the jump from dock/ramp to plane. If you DO opt for some extra float training, make sure the instructor has many billions of actual hours of experience, not just as an instructor. There are a TON of threads on the subject and I'm sure everyone will point out who their favorite happens to be.

If you're serious about finding a bush/lodge job, use the TC business directory and call/e-mail everyone with the aircraft you might be able to fly. Also check out the fishing/hunting mags. to see the different outfitters and who they use. TONS of ways to find work in this day and age.

I'm not saying an IFR rating isnt usefull. I was just saying that its not required, and that if flying VFR, you need to set your limits. PDM is as big a part of VFR as it is IFR. I don't see why I'm getting bashed for promoting safety and setting limits? a person should not have to have an instrument backround to safely conduct VFR operations. I don't think anyway? why call it VFR in that case?

Not bashing you. Just giving my opinion. Especially on a long flight weather can suprise you. Obviously if there is a chance of it being really bad you have to use judgement like you say. on that particular instance it was supposed to be smooth sailing the whole way and then we hit a wall of shite.

Was there no way to turn around to get back out of the weather?

Not trying to bash you, just asking how it you got into a situation with no way to turn around?

Were you on floats?

Oh we did turn around and went back cancelled the flight, that was after probably 5-10 minutes of hoping it was just a thin layer and we'd pass through. (its a slow plane).

Oh we did turn around and went back cancelled the flight, that was after probably 5-10 minutes of hoping it was just a thin layer and we'd pass through. (its a slow plane).

Therefore an IFR rating is not needed to fly VFR.

. . wrote:

Oh we did turn around and went back cancelled the flight, that was after probably 5-10 minutes of hoping it was just a thin layer and we'd pass through. (its a slow plane).

Therefore an IFR rating is not needed to fly VFR.

I agree with . on this on. The way I see it, if you did not have an IFR rating, then you would not have broken the law and tried to continue even though you no longer had VFR conditions.

As for the original question regarding a 50 hour float course. I would not spend the money. If you have 7 hours on floats or 50 hours on floats, you still have no hours on floats.