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FAR 127 and, in fact, exceeds it by some measure. He gives his crews prompt six month flight proficiency checkrides and all the crew members receive their annual line checkrides on time.
He added that the Federal Aviation Administration (FAA) has checked him and his crew members more than once and that no one was ever found wanting in piloting techniques or knowledge.
Packer explained that the individual station agents are responsible for each helicopter's Weight and Balance Sheet, from station-to-station. The station agent will compute the weight and balance section on the right and also note the passenger load factor on the left side of the sheet, totaling the figures at the bottom. He will then sign the form as being correct and offer it to the craft's captain for his acceptance. The captain will then review the entries and if they appear accurate, he will accept the sheet and initial it.
Packer explained that none of his crews ever fly overgrossed. To do so would eliminate their insurance coverage and no situation is ever that desperate. There are also certain provisions included in CHA's flying and loading procedures that preclude overgrossing: all initial fuel loadings are always limited to poundage that would allow a full passenger and baggage load and sufficient emergency fuel between four round trips.
Upon inspection, the commission investigator found the aircraft and engine records, pilots' flight records, daily composite flight logs and other records to be in order.
2. David G. Moss. A former pilot for Chicago Helicopter Airways, he was interviewed by a commission investigator on February 3, 1972. He resides at 315 Clinton, Elmhurst, Illinois, and is now a sales representative for the Shima-American Corporation, 398 West Wrightwood, Elmhurst, Illinois, an importer of mechanical parts.
Moss presently holds a valid Airline Transport Rating (ATR) for helicopters, No. 167-433-1. He also has a Certified Instructors Rating for airplanes and helicopters, numbered the same as his ATR.
Moss served in the United States Army, in-
cluding a tour in Vietnam as a helicopter pilot from September 1966 to September 1969. He left with the rank of captain.
On December 2, 1969, he went to work for CHA as a pilot in their two seat (47-G) bubble nosed helicopter, flying the morning and evening WGN and WIND traffic shows. Moss also occasionally flew the Jet Ranger 206 (four passengers-one pilot) helicopters on the same mission.
He occasionally flew as a co-pilot in the large S-58 12 passenger) commuter aircraft, and his total air time in those craft amounts to somewhere under 10 hours. He also flew various charter services in the 206's and 47's, power line patrol, river pollution inspections and other charters.
Moss was hired at a starting salary of $800 per month. If he was working the traffic airplanes (his most common mission), he would report to CHA at approximately 6:00 a.m. and remain there until 10:00 a.m. He would then return at approximately 4:00 p.m. and work until 7:00 p.m. He would accumulate approximately four hours of daily flight time on each of his five working days.
If he was flying the power line inspections with a Commonwealth Edison Engineer, they might fly six-to-seven hours daily for six straight days. He explained that the Federal Aviation Regulations covering helicopter operations does not provide an hourly daily flying limit for operations other than commuter services, so there was never any question of exceeding his daily flying limits.
Moss added that his contract provided that he would be given overtime salary rates for any flying hours in excess of 80. He could remember only one month where he exceeded that limit, and then by less than 20 hours.
Moss terminated his employment with CHA on April 2, 1971. The management tried to persuade him to stay by offering him a monthly wage increase of $150, but he insisted on quitting. He felt that there was no financial future for him at CHA and that he would simply be a line pilot earning virtually the same salary for the next 20 years.
When asked about his opinion of the working conditions at CHA, he replied that the chief
65
Object Description
| Title | Intrastate air operations in Illinois |
| Creator |
Illinois. General Assembly. Legislative Investigating Commission |
| Subject [LCSH] |
Aeronautics, Commercial--Illinois Local service airlines--Illinois |
| Date Original | 1972 |
| Language | eng |
| Geographic Coverage | United States--Illinois |
| Contributing Institution | Illinois State Library |
| Rights | Materials in this collection are made available by the Illinois State Library. To request reproductions or inquire about permissions, contact: islimg@ilsos.net. Please cite the item title and collection name. |
| Identifier | 0653360 |
| Type | Text |
| Format | Book |
| Digital Format | JPEG |
| Collection Name | Illinois State Library - General Collection |
Description
| Title | Page 65 |
| Contributing Institution | Illinois State Library |
| Rights | Materials in this collection are made available by the Illinois State Library. To request reproductions or inquire about permissions, contact: islimg@ilsos.net. Please cite the item title and collection name. |
| Transcript | FAR 127 and, in fact, exceeds it by some measure. He gives his crews prompt six month flight proficiency checkrides and all the crew members receive their annual line checkrides on time. He added that the Federal Aviation Administration (FAA) has checked him and his crew members more than once and that no one was ever found wanting in piloting techniques or knowledge. Packer explained that the individual station agents are responsible for each helicopter's Weight and Balance Sheet, from station-to-station. The station agent will compute the weight and balance section on the right and also note the passenger load factor on the left side of the sheet, totaling the figures at the bottom. He will then sign the form as being correct and offer it to the craft's captain for his acceptance. The captain will then review the entries and if they appear accurate, he will accept the sheet and initial it. Packer explained that none of his crews ever fly overgrossed. To do so would eliminate their insurance coverage and no situation is ever that desperate. There are also certain provisions included in CHA's flying and loading procedures that preclude overgrossing: all initial fuel loadings are always limited to poundage that would allow a full passenger and baggage load and sufficient emergency fuel between four round trips. Upon inspection, the commission investigator found the aircraft and engine records, pilots' flight records, daily composite flight logs and other records to be in order. 2. David G. Moss. A former pilot for Chicago Helicopter Airways, he was interviewed by a commission investigator on February 3, 1972. He resides at 315 Clinton, Elmhurst, Illinois, and is now a sales representative for the Shima-American Corporation, 398 West Wrightwood, Elmhurst, Illinois, an importer of mechanical parts. Moss presently holds a valid Airline Transport Rating (ATR) for helicopters, No. 167-433-1. He also has a Certified Instructors Rating for airplanes and helicopters, numbered the same as his ATR. Moss served in the United States Army, in- cluding a tour in Vietnam as a helicopter pilot from September 1966 to September 1969. He left with the rank of captain. On December 2, 1969, he went to work for CHA as a pilot in their two seat (47-G) bubble nosed helicopter, flying the morning and evening WGN and WIND traffic shows. Moss also occasionally flew the Jet Ranger 206 (four passengers-one pilot) helicopters on the same mission. He occasionally flew as a co-pilot in the large S-58 12 passenger) commuter aircraft, and his total air time in those craft amounts to somewhere under 10 hours. He also flew various charter services in the 206's and 47's, power line patrol, river pollution inspections and other charters. Moss was hired at a starting salary of $800 per month. If he was working the traffic airplanes (his most common mission), he would report to CHA at approximately 6:00 a.m. and remain there until 10:00 a.m. He would then return at approximately 4:00 p.m. and work until 7:00 p.m. He would accumulate approximately four hours of daily flight time on each of his five working days. If he was flying the power line inspections with a Commonwealth Edison Engineer, they might fly six-to-seven hours daily for six straight days. He explained that the Federal Aviation Regulations covering helicopter operations does not provide an hourly daily flying limit for operations other than commuter services, so there was never any question of exceeding his daily flying limits. Moss added that his contract provided that he would be given overtime salary rates for any flying hours in excess of 80. He could remember only one month where he exceeded that limit, and then by less than 20 hours. Moss terminated his employment with CHA on April 2, 1971. The management tried to persuade him to stay by offering him a monthly wage increase of $150, but he insisted on quitting. He felt that there was no financial future for him at CHA and that he would simply be a line pilot earning virtually the same salary for the next 20 years. When asked about his opinion of the working conditions at CHA, he replied that the chief 65 |
| Collection Name | Illinois State Library - General Collection |
