Wondering if anybody can give me any info regarding Conair? I have been on their website and have sent them a resume. Anybody know when they start hiring for the summer season. I am assuming round engine and ag time are a plus.
Any input would be appreciated.
Cheers
Conair
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Hoe Driver
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wallypilot
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A buddy of mine went to work there a number of years ago. As has been stated, bush flying background is a great plus, he had about 7000 hrs at the time.
All new hires start off doing the bird dog flying, and I guess it depends on attrition, but there aren't many guys leaving, to determine how long before you get on one of the bombers. He was there 3 years and didn't see a bomber in the near future so he went onto other things.
Good pay, good company, they look after you well. But it can be a long season if not much fire activity, depending on where you are based. Apparently he had alot of time to work on his golf game.
All new hires start off doing the bird dog flying, and I guess it depends on attrition, but there aren't many guys leaving, to determine how long before you get on one of the bombers. He was there 3 years and didn't see a bomber in the near future so he went onto other things.
Good pay, good company, they look after you well. But it can be a long season if not much fire activity, depending on where you are based. Apparently he had alot of time to work on his golf game.
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shitdisturber
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hey there
The company is just awesome. It is the WestJet of the VFR world. Great management, great pay, benefits, etc.
Military pilots seem to be the top picks for new hires. Otherwise assets are any other "aerial work" experiences. The flying is the closest to military that a civilian would get, in my opinion. Huge job satisfaction at the end of the day. A good number of the pilot group have been there over 20 years. Winters off are nice too!
entry level jobs are whats left over after seniority based bidding is over. Parts ., spare birddogs, right seat in CV580 and DC6 etc.
Any specific questions?
The company is just awesome. It is the WestJet of the VFR world. Great management, great pay, benefits, etc.
Military pilots seem to be the top picks for new hires. Otherwise assets are any other "aerial work" experiences. The flying is the closest to military that a civilian would get, in my opinion. Huge job satisfaction at the end of the day. A good number of the pilot group have been there over 20 years. Winters off are nice too!
entry level jobs are whats left over after seniority based bidding is over. Parts ., spare birddogs, right seat in CV580 and DC6 etc.
Any specific questions?
What ever happened to the 737 Firefighter conversion plans? When I heard about this from a friend that used to work there a few years back I thought he was full of it, but he assured me it was true...and now with Evergreen talking about going full out with the 747 conversion, it wasn't that far off.
What happened to the program?
What happened to the program?
~ NO Soup For YOU! ~
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ScudRunner
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The 737 trials were true. That program failed for some reason, I dont remember exactly why. I have seen fotos of it and talked with the people who were involved in the program.
The A-10 proposal is true as well. THere is someone/company who is trying to push it thru but it is also stalled for some reason. I believe the story is all on their website
http://www.firehogs.com
The 747 is tanked and tested. Probably all they need now is a contract to operate it. Coincidence that all the heavy tankers were cancelled in the US this summer? You tell me.
http://www.evergreen.com
The A-10 proposal is true as well. THere is someone/company who is trying to push it thru but it is also stalled for some reason. I believe the story is all on their website
http://www.firehogs.com
The 747 is tanked and tested. Probably all they need now is a contract to operate it. Coincidence that all the heavy tankers were cancelled in the US this summer? You tell me.
http://www.evergreen.com
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Driving Rain
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Conair
CLguy,
I spoke with Ray Horton in the spring and I guess I just missed the hiring by about a week as I was tied up with another job until then. I have all the time and experience. Alot of Air Tractor time. He told me to stay in touch as I would be a good candidate for next season, but I may be back at my real job by then, who knows. Thanks for the heads up though.
I spoke with Ray Horton in the spring and I guess I just missed the hiring by about a week as I was tied up with another job until then. I have all the time and experience. Alot of Air Tractor time. He told me to stay in touch as I would be a good candidate for next season, but I may be back at my real job by then, who knows. Thanks for the heads up though.
737
It’s obvious none of you yahoo’s have ever been on a fire a before. Thinking that a 37 would even stand a chance. Lets go through a couple things here. Water in that volume is useless. Trees get blown down, which equals more fuel on the forest floor to burn. Think about punching the load off then applying full power. I kind of like the having power immediately ie... Propeller driven.
That’s all I have to say.
If you can answer this I will shut my mouth, if not.. just the f@#$# up.
BUI+ ISI= ?????
Oh and if your going to hit the net ! Answer this question instead
Give me three things that make an effective retardant drop???
One more…. At what FFMC value may you potential see spotting?
Cheers
That’s all I have to say.
If you can answer this I will shut my mouth, if not.. just the f@#$# up.
BUI+ ISI= ?????
Oh and if your going to hit the net ! Answer this question instead
Give me three things that make an effective retardant drop???
One more…. At what FFMC value may you potential see spotting?
Cheers
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Driving Rain
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Re: 737
freeze791 wrote:It’s obvious none of you yahoo’s have ever been on a fire a before. Thinking that a 37 would even stand a chance. Lets go through a couple things here. Water in that volume is useless. Trees get blown down, which equals more fuel on the forest floor to burn. Think about punching the load off then applying full power. I kind of like the having power immediately ie... Propeller driven.
That’s all I have to say.
If you can answer this I will shut my mouth, if not.. just the f@#$# up.
BUI+ ISI= ?????
Oh and if your going to hit the net ! Answer this question instead
Give me three things that make an effective retardant drop???
One more…. At what FFMC value may you potential see spotting?
Cheers
I don't know what your post has to do with Tomcatters request for employment info at Conair????
Who says the 737 would be used as a waterbomber.
Wouldn't it make more sence to drop mud? The point is experimentation is being conducted. I also think the engineers designing tank systems are aware of dropping trees and try to design that tendency out. I know the 415 sure hits softer than the 215 ever did. Low drops are more often the culprit.
As for the power characteristics of a 737 Vs. a propeller driven tanker I've never flown a 737 or a Jet nor dropped mud so I'm not qualified to respond. Waterbombers only.
I see by your profile that you are lost in the FWI so my guess is BUI+ISI= FWI. Do I get a cookie?
A FFMC of 80 and above would get me watching for spotting under ideal conditions with respect to RHs, topography and wind.
Cheers
squawk 1276
Allison
Tag on and extend.
Thank-you Driving Rain for the response. I just get on a rent sometimes before even knowingg what the other posts are getting at. True lower drops are the culprit, and mud is the key for sure.
FFMC of 80 is an A+ answer. You would not believe how many old timers still don’t know what there looking for in the indices. They just look for numbers that are high across the board.
And FWI is very correct also. You can have all the cookies you want.
Cheers
Polish lead in, with a called drop!!.
Thank-you Driving Rain for the response. I just get on a rent sometimes before even knowingg what the other posts are getting at. True lower drops are the culprit, and mud is the key for sure.
FFMC of 80 is an A+ answer. You would not believe how many old timers still don’t know what there looking for in the indices. They just look for numbers that are high across the board.
And FWI is very correct also. You can have all the cookies you want.
Cheers
Polish lead in, with a called drop!!.
737's were being tested, with an input of money from the BC government. All this was quite a number of years ago......about the mid 90's. There were a number of reasons that it was cancelled, but one of the major ones was the huge fuel burn at low altitudes. Jet engines don't deliver their power like a piston either. You wind them up too fast and hear ...BANG......and a torque "spike" from compressor stall. Then you get out your 30 second Rosary and look for the smallest trees.
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Driving Rain
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Re: Allison
[quote="freeze791"]
You would not believe how many old timers still don’t know what there looking for in the indices. quote]
Yes I would. It's stuff an AAO should be aware of but suppression pilots could care less. I hardly ever look at the FWI unless we've had 4 inches of rain and they still call us in on red. I really want to see where that dry pocket is.
Am I correct in my assumption, your not a tanker pilot?
Your response makes me think you've had zero experience with skimmers, because if you did you'd know that waterbombers have a more flexable operations profile than long term tankers. Skimmers can stay on station for over 4 hours and when a spot fire pops up it's nailed the next time around. We sure don't think about the FFMC of 80 is the reason for this . We could care less.
You would not believe how many old timers still don’t know what there looking for in the indices. quote]
Yes I would. It's stuff an AAO should be aware of but suppression pilots could care less. I hardly ever look at the FWI unless we've had 4 inches of rain and they still call us in on red. I really want to see where that dry pocket is.
Am I correct in my assumption, your not a tanker pilot?
Your response makes me think you've had zero experience with skimmers, because if you did you'd know that waterbombers have a more flexable operations profile than long term tankers. Skimmers can stay on station for over 4 hours and when a spot fire pops up it's nailed the next time around. We sure don't think about the FFMC of 80 is the reason for this . We could care less.
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Driving Rain
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LH wrote:737's were being tested, with an input of money from the BC government. All this was quite a number of years ago......about the mid 90's. There were a number of reasons that it was cancelled, but one of the major ones was the huge fuel burn at low altitudes. Jet engines don't deliver their power like a piston either. You wind them up too fast and hear ...BANG......and a torque "spike" from compressor stall. Then you get out your 30 second Rosary and look for the smallest trees.
LH your point is valid, but I'm afraid piston powered tankers are starting to fade. They'll all be replaced by turbine powered machines sooner than many think.
Compressor stalls around large fires are caused more by huge air temperature variations than by mishandling of the engines. Newer equipment like the 215t's & 415's have a manual control feature of the bleed valves that when opened by the pilot move the engine away from this tendency. It works very well. The 415's engine is basically the same as on the Dash 8 300's but the computer controlled fuel delivery has been removed and replaced by a mechanical system that still allows rapid movement of the go levers with no adverse effects but now exceedences & over torques become a possibility if your not careful or don't have the torque stops set right.
Exactly Driving Rain. It's all a "moot point" anyways because if the orders state that you are on "RED" tomorrow from 1200 - 2000 then it doesn't make any difference what you think or if ALL the numbers are 60 or below.......including the FWI.....case closed. Nobody at Forest HQ or Regional is interested in our opinions on too much.
Your points on the oncoming turbine-powered a/c and the other factors in compressor stalls is well-taken and stated well. Again though, whether it be by govenor or mechanical control, the compressor will still be the "weak link" in the chain. So one way or another that compressor will "call the dance". It's just the nature of the beast. Having said that, you know as well as I do that you can (as the Marines say) improvise, overcome and adapt to those conditions and there's no problem. I guess one might also say that you learn to "lead" the engine(s) even more than you might have with the piston brothers. Also, many turbine engines are "de-rated" and their tolerance of "over-torques" doesn't mean one is in for a total O/H if one "slides over the edge" by 1-2 %. That's not to say that one can "wink, wink, nudge, nudge" when one has that happen, but it's a "comfort zone" shall we say.
I've flown both and saw the "hand-writing on the wall" long ago, so no conversion needs to be thrown my way. Besides, the choices of piston-powered a/c that can be converted is already getting real skinny. I have to admit though, that I like any conversion where they can free-up weight and add an A/C.
Your points on the oncoming turbine-powered a/c and the other factors in compressor stalls is well-taken and stated well. Again though, whether it be by govenor or mechanical control, the compressor will still be the "weak link" in the chain. So one way or another that compressor will "call the dance". It's just the nature of the beast. Having said that, you know as well as I do that you can (as the Marines say) improvise, overcome and adapt to those conditions and there's no problem. I guess one might also say that you learn to "lead" the engine(s) even more than you might have with the piston brothers. Also, many turbine engines are "de-rated" and their tolerance of "over-torques" doesn't mean one is in for a total O/H if one "slides over the edge" by 1-2 %. That's not to say that one can "wink, wink, nudge, nudge" when one has that happen, but it's a "comfort zone" shall we say.
I've flown both and saw the "hand-writing on the wall" long ago, so no conversion needs to be thrown my way. Besides, the choices of piston-powered a/c that can be converted is already getting real skinny. I have to admit though, that I like any conversion where they can free-up weight and add an A/C.
LH the PW 123 is no where as sensitive as you are used to if you are talking up to 2%. You are correct, there is lots of room to wink or nudge if necessary, but my experience is that is not even necessary. The 415 has bags of power without needing to nudge. If necessary though you can go to 124% and still not need an overhaul as long as it is not left there for too long.
As far as needing to lead the throttles that is not even necessary. Usually you remain at flight idle right through the drop before you even need to add power. Unlike the piston 215 where it seems you are always adding power to get more speed, the 415 it seems you are always pulling power trying to slow it down to drop speed.
Freezer791, I have been flying scoopers for 21 years and although I know what all the fire lingo is, I couldn't care a less about it and certainly never pay any attention to it, unless like Driving Rain said I want to know why we are being kept on Red Alert in the pouring rain. If a fire jumps you just smash it and who cares what forces came together to cause it. The wind is the only thing that matters to me and is the only thing I ever pay attention to.
As far as needing to lead the throttles that is not even necessary. Usually you remain at flight idle right through the drop before you even need to add power. Unlike the piston 215 where it seems you are always adding power to get more speed, the 415 it seems you are always pulling power trying to slow it down to drop speed.
Freezer791, I have been flying scoopers for 21 years and although I know what all the fire lingo is, I couldn't care a less about it and certainly never pay any attention to it, unless like Driving Rain said I want to know why we are being kept on Red Alert in the pouring rain. If a fire jumps you just smash it and who cares what forces came together to cause it. The wind is the only thing that matters to me and is the only thing I ever pay attention to.
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Cat Driver
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Freeze791 :
The biggest problem that I found with inacurate delivery of the fire retardent to a fire was some of the morons that the Government hired as bird dog officers " pretending" that they could lead a tanker in for a drop...and be in the correct place.
I also noticed they had the propensity to be as arrogant as they were lacking in practical experience, you wouldn't happen to work for the Government would you?
The dummer this individual the sooner they were promoted into the fire office and put to work in "intelligence"
What joke.
Cat
The biggest problem that I found with inacurate delivery of the fire retardent to a fire was some of the morons that the Government hired as bird dog officers " pretending" that they could lead a tanker in for a drop...and be in the correct place.
I also noticed they had the propensity to be as arrogant as they were lacking in practical experience, you wouldn't happen to work for the Government would you?
The dummer this individual the sooner they were promoted into the fire office and put to work in "intelligence"
What joke.
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.
CLguy ------- I don't have the time on the 415 to debate you, so I'll bow to your experience. We might well be talking engines here as opposed to generalities. In "general terms" it's best to be "feeling the throttles" for when you might need a large amount of power possibly, otherwise too rapid an increase will make that little torque needle move very, very fast indeed. That "linger time" over the max varies greatly from manufacturer to manufacturer. Obviously, your engines are greatly derated and I love to hear that. On many like that, the old girl isn't even "sweating" when the guages say she is working at 100% effort.....love that "comfort zone". Again, I suppose that is in direct proportion to size of the compressor and who manufactured the engine. One thing is for sure though......if you and I were flying together, it sounds as though we'd be "covering each other's butt" in that regards and that's what it's all about anyway.
Agree totally with you on the winds also. I'm the same way and if Bird Dog is saying that I gotta lead by a wing length then I know that this might just be a "work day" and a possible very good week on the pay stub.
Agree totally with you on the winds also. I'm the same way and if Bird Dog is saying that I gotta lead by a wing length then I know that this might just be a "work day" and a possible very good week on the pay stub.
