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  1. Yesterday
  2. troll or not, everyone starts on a forum at some point. paint doesnt help you fly either FYI specifically are you referring to the finish paint? like whether its a pretty blue helicopter, or a bad *** black one? I personally have a soft spot for yellow ones. Its all covered in the aircraft manufacturers documents. I dont feel that TC needs to micro manage the color you paint your helicopter as long as you follow the manufacturers recommendations for initial application and repairs during its life. Airbus specifies all of this in the MTC's. TC has already approved the aircraft for flight in Canada, regardless of the paint scheme. I am pretty sure all aircraft take their first flights in primer only. I'm making an assumption this is how they are birthed and certified. I dont know that process, so I'm just guessing if your talking about rotor blades or components paint most of that is also covered in the manufacturers documents as well Maybe you have severe OCD and the paint chips are bothering you? Talk to your maintenance staff and let them get our a brush and touch it up till you're satisfied?? so then, can you elaborate on what your beef with TC and the connection to the paint is? you can leave the bottle on the table for awhile while you find your words of you need to.
  3. Last week
  4. He's a troll. Joined the Forum on November 17. He's starting to leave other threads on the site.
  5. Crusty

    Paint

    He's a troll. Joined the Forum on November 17.
  6. So insightful. Do yourself a favor, make like a tree and F# off.
  7. Flying1499

    Paint

    Why is it that they go into all sorts of topics in flight training, which dont help you fly, but the is not even one paragraph about the paint, not even one sentence? Im begining to think transport canada does not require aircrafts to be painted.
  8. Or maybe your Mom told you that you are the greatest only for you to find out that you're not. If the instructor was grabbing the controls it's probably cause he or she didn't want to be a statistic. Don't forget you could request a different instructor as you are the customer. Maybe it's time to grow up a bit.
  9. That's some shady bs. No one I know flew more than 101 - 102 hours to get their license so how exactly is an instructor purposely making a student look bad generating more hours. In fact I found the opposite, the instructors wanted you to excel because the flying got more fun. Think less circuits more confined space, mountain, helipad. Instructors will manipulate the controls your whole career its kind of their job get used to it.
  10. I don't believe A&P's require a FAA approved type course to certify maintenance on turbine powered helicopters the way TC requires.
  11. Earlier
  12. You get out of Chinook what you are willing to put in. When I was there, those who were keen were treated well. Those who wanted a license cuz it was cool... they got a license. The problem with chinook is not low quality instructors, it is low quality students.
  13. Sounds like someone is a little mad they didn't find a job for you.
  14. remember as well their courses are only recognized in Canada , so dont look for international work. They would do well to add FAA approval..
  15. As European licences are governed by EASA then the rules are meant to be generally similar across the 32 EASA countries but differences do occur! From a UK perspective, the regulations regarding licence conversion can be found here (although the UK is shortly going to be leaving the jurisdiction of EASA!): https://www.caa.co.uk/Commercial-industry/Pilot-licences/Helicopters/Airline-transport-pilot-licence-for-helicopters/ If you are looking to convert a Canadian ATPL(H) over then you can get credit for your hours / experience in reducing (or eliminating) the amount of theoretical knowledge training and flight training required before sitting the written exams / skills test. However you aren't exempt from the exams themselves so you still have to pass the 14 written exams and the skills test. If you don't meet the ATPL(H) requirements then you'd be looking at getting a CPL(H) + IR with the 'upgrade' to an ATPL(H) being done once you meet the hours requirements. Currently, issuance of a UK (EASA) ATPL(H) based on a ICAO compliant licence requires: - Class 1 Medical Certificate (has to be issued by the European country which will subsequently issue your licence) - a pass in the 14 written exams - minimum flight experience (e.g. 350hr multi-pilot, 250hr PIC, 200hr XC, 100hr night, etc.) - pass a skills test The other thing to watch is that you have to have a valid type rating (endorsement) on your licence for the same type of helicopter that will be used for the skills test. Some military helicopters may not have an associated civilian equivalent so you'd need to cross reference with the EASA list (https://www.easa.europa.eu/sites/default/files/dfu/15102020 EASA T_R_List_Helicopter.pdf). If you decide to sit the written exams then feel free to send me a PM as I'm going through the process at the moment!
  16. Falcon Aviation looks indeed pretty attractive as well. Their minimum requirement seems to be slightly higher than Abu Dhabi Aviation in terms of hours though. I wanted to reach out to them by email to look for info but didn't want to look like a tire kicker and burn my name with those companies. From what I'm gathering here it seems that this is a pretty common way to get info so I'll definitely reach out to them. Again, thanks for your guidance and tips.
  17. My buddy was also chief ifr pilot off shore heli ops for Falcon Aviation...sounded like a very good outfit...give them a heads up. They had lots of Canadians and Americans working there....most guys over there seem to have an FAA license...but a Canadian one should be fine. My buddy and I did Canadores first official class together...1972-74.
  18. Precisely the type of info I was looking for. Many thanks my friend.
  19. The good news is a lot of guys are hitting 60...most are packing it in and leaving the Middle east. They have lots of restrictions when you hit 60.
  20. I worked for both Abu Dhabi Aviation and Gulf Helicopters in Qatar, a few years ago, and both accepted Canadian ATPL's with no problems. My suggestion would be to contact these companies directly, via Chief Pilot or such and ask your questions directly, that way you get your most accurate answer. Best of luck.
  21. The timeline I'm looking into will be around summer of 2022 so the situation will more than likely have change by then (hopefully). I've browsed through the EASA website to gather as much info possible and haven't found a clear-cut answer to how we can credit foreign ATPL-H license. Here's what I got from the Article 8 of the COMMISSION REGULATION (EU) No 1178/2011of 3 November 2011 (Link): "Conditions for the acceptance of licenses from third countries 1. Without prejudice to Article 12 of Regulation (EC) No 216/2008 and where there are no agreements concluded between the Union and a third country covering pilot licensing, Member States may accept third country licenses, and associated medical certificates issued by or on behalf of third countries, in accordance with the provisions of Annex III to this Regulation. 2. Applicants for Part-FCL licenses already holding at least an equivalent license, rating or certificate issued in accordance with Annex 1 to the Chicago Convention by a third country shall comply with all the requirements of Annex I to this Regulation, except that the requirements of course duration, number of lessons and specific training hours may be reduced. 3. The credit given to the applicant shall be determined by the Member State to which the pilot applies on the basis of a recommendation from an approved training organization. 4. Holders of an ATPL issued by or on behalf of a third country in accordance with Annex 1 to the Chicago Convention who have completed the experience requirements for the issue of an ATPL in the relevant aircraft category as set out in Subpart F of Annex I to this Regulation may be given full credit as regards the requirements to undergo a training course prior to undertaking the theoretical knowledge examinations and the skill test, provided that the third country license contains a valid type rating for the aircraft to be used for the ATPL skill test." So with that being said, is there known countries with a history of easy credit process for the Canadian license?
  22. Don't want to be the bearer of bad news but things in the civi world are not looking good...lots of high time drivers sitting at home...we are talking about guys with thousands of hours...and not a lot of ifr jobs around. Also military guys really don't fit into civi jobs...I know lots of guys on both sides. Just chatted the other day with an ex military guy who retired who was an instructor on 412... he was working in the middle east....buddy of mine was chief pilot at Abu Dhabi.. many years ago....he cashed in an came home to Canada.
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