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Posts posted by pilot5

  1. kiefk is that for real? What about work visa? Are Canadians able to obtain work visas in Europe? I've got fixed-wing and heli experience and credentials and am looking globally so this would be interesting to know!


    Actually I'm going to ask a question related to this post, as well as to the recent lead for PHI that Skidz had posted. I was wondering why one needed to have US citizenship or passport when working for a US company outside of US territory? Or was that just a recruiter requirement? PHI requirements from the posted job said only "Must be qualified to fly within the Holy Cities of Mecca and Medina in the Kingdom of Saudi Arabia" Anyone know what that entails? Have any expat women met this qualification?


    Since I can't seem to find a helicopter job in Canada (though it's interesting to read in another thread that a Canadian company is openly recruiting foreign pilots) I'm working on my US ATPL-H rating - an add on to my US ATPL-A. I was hoping to use that to market myself towards international ops, however I am not fortunate enough to have US work rights or I would be gone to Alaska in a heartbeat. I sure hope that not having US work rights wouldn't preclude me from flying N-reg aircraft perating outside of the US?


    Insight from those experienced in these matters appreciated.




    tin lizzie


    Yes the Saudi Job, word on the street is that you MUST CONVERT TO ISLAM . A few guys did in order to qualify. No piont in applying as mecca and the holy sights are a no go for Christians without hard to get permission.. The best way to get black listed is to say you are athiest… No joke.

  2. Don't mean a to be critical, but a daft question piston high! State governments regulate civil aviation. Sometimes these authorities are called CAAs ( Civiil Aviation Autorities) in some smaller juristictions are refered to as DGAC's. Most state governments around the world are signatory to the ICAO Convention. Most signatory States follow ICAO Annex 1 that covers the minimum standards associated with accepted standards for licensing. This does not meant that State CAAs or DGACs are obliged to comply with the standards as the annexes and SARPS are only guidance information and State governments may legislate as they wish.


    Canada is a good case in point , and does not comply with ALL the ICAO SARPS and ANNEXES ( I could elaborate but for fear of boring the reading audience I won't )


    The good news is that as a result of our topography here in Canada we have a relatively large commercial Heli industry that over the short history of 60 so years or more has been recognized as a pioneering realm when it comes to rotary work and innovation and has been paramount in placing Canada on top of the list of " best licenses " maybe not I terms of working rights for participants domestically here in Canada ( which s a complete mess ) but certainly in the field of technical expertise and training the

    Iicense is highly respected around the world.


    The Canadian license as well as the training standards are recognized and fully comply with ICAO Annex 1.


    Some state CAA s allow a validation for a designated period of time for the Commerical , others require that you pass a full exam or air law exam. Best to have a ATPL as it's often only requires the airlaw exam in most cases given my limited conversion experience.



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  3. Listen and don't use fancy words, keep an open mind and mouth shut unless its important you open it. , try to keep your answers short, and if you don't know something don't try to bullllshit the answer. say " I don't know" . Your employer will be impressed if you are honest, and straight forward. You are expected to know very little. Ask questions that are pertinent to the job he is asking you to do.


    Study your *** off on the numbers, don't fly like an idiot and if you are uncertain about a maneuver ask for instruction. Don't be afraid to not accept a confined area if you are uncomfortable with the approach, or space. Your employer will be happy that you are prudent and would sooner hire arid emit pilot than an overconfident one.


    After you have the job, keep. Low profile , be polite , and help out where you can.


    Good luck.

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  4. After having revised this draft document, only have one or maybe 3 things to say . 1. NEVER!! :stupid:


    2. I am totally surprised :rolleyes: that HAC would write such a document so heavily swayed in the favour of the employer?


    3. Gotta love that 1/12 pay out…oooooohhh thanks! Perhaps a clause should be added for payout to the pilot who has to deal with unreasonable of Arse_hole employers and subsequent lost opportunity due to being duped under the terms an "any reason clause"


    HAC represents pilots? I think not!



    • Like 1

  5. Getting an IFR is not a bad idea for any pilot who is making a career out of it. Getting all the tools you need is never a bad idea, even if you write the exams and then do the flying stuff at a later date (exams valid 2 years). I should have done my IFR years ago and chose to ignore the advice of a good friend. Working in Canada IFR is an option but the pay - package is way lower than most international gigs. Getting an IFR would be comparable to being a carpenter who is only familiar with half the tools he has in in his tool chest and thereby he may only be suitable for certain jobs. The more tools you have the better.


    Having a solid background in the VFR world should be the place to start; long line, fighting fires and mountain time (course) are also very important tools to secure your career options and employment. If you can manage over a decade or so to get it all you will never be without a job.


    Why I say start VFR is because it gives you the basic skills required to work and by 1000-1500 hrs. your skills should be proficient to work at just about any VFR op in Canada, then its the time to start looking into IFR getting the required night hours and looking for a left hand seat in a twin. Once you qualify with the night hours and can qualify for the ATPL and get a PPC on an approved twin,(Hamra and Haron Locked) the world opens up on the international stage.


    The other option is to get the minimum for the IFR and forget about VFR but this makes it a harder and there is no fall back position if the IFR world doesn't please you fancy one day.



    The International IFR world is a different world unto its own. better accommodation, Oil industry regulated and larger salaries and better rotations, personally i like the 6 and 6 but 4 and 4 fits some guys better. Rotations vary per operator. At this stage of your career you still fly but you learn to manage more and more modern integrated systems .


    The best paying twin ATPL package that I know of is a 6 and 6 somewhere in Malongo land and it’s paying around 186K per year on a 6 and six. (No benefits) If you are a non-resident of Canada - Thats pretty much tax-free!! As your overseas taxes are paid for you and cancelled out by the flat rate for non residents 25%( taxation treaties). Others may opt for a different package with matching retirement up to 10% with larger more stable companies with many more contracts and the salary is lower say 140K including living allowance- Again tax free. Its not long to figure out what you would have to earn in Canada for 6 months work to take home 140K. You could even convert to Islam and there are Saudi Aramco Options, although US citizenship may have an influence.... (Air ambulance).


    Today the type to have in the twin world is AW139 (most demand) although there is still good job security with 76C/D and 92. (412 still has some desirability) Many new twin type coming soon 189/ 525 down the pipe You may choose to work in Canada rotational, but domestic salaries can be reduced by as much as 20% and then there is the tax issue... Most guys I know that work international have houses outside Canada (more than often in warm places) and spend summers in Canada and move the family with them and become Canadian NON-residents. Most work over rates are between 500- 1200 per day over the equal time hours worked and depending on which operator.


    So the long and short answer to getting an IFR is YES! But planning for the long term is key, or at least it was for me.



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  6. USL Toad


    1. There were a few comments that may seemed childish, but please remember that there is a huge frustration here in Canada about the lack of Jobs for Canadians , mix a bunch of foreign pilots in and its a hot topic.


    2. The problem lies with the Canadian immigration service and the supposed Bilateral agreements. The Data that HRDC uses is not representative of the actual facts. Combine this with The industry that is driven by insurance requirements and client understanding of what is safe and what is not. This make for a very hard go for youn fellas and gals trying to break in....HAC could change this but their interest are not with assisting Canadain citizens find jobs but more with protecting domestic business interests, so any suggestion the HAC will go the mile for young Canadians find work is extant and anyboy who believe otherwise is living in a world of incredulous wilfull blindness.


    3. EU, Brazil, Austraila, Newzealand, there governments protect jobs on the front line, sure there are Canadian companies that work there but this doesn't help a low time pilot over the age of 31 on on a 2 year stint. So if your 32 no chance without 1000's of hrs.


    4. Africa , PNG and a few other very small countries with limited Market size are still viable options, but also far and few between if you have a Canadian license and a few hundred hrs.


    5 Even with ATPL and thousands of hrs Multi , Austrailia , EU, UK is still a closed shop even if you work for a large multinational and its almost impossible to transfer within.


    6. Africa, Middle East - is pretty well closed to Canadians unless you have a IFR and a ATPL and an existing comparable type. Like bell 205 you could they qualify for cojo with ADA on a 212. But what low timer has 205 time?


    That being said probably better just to leave the subject alone and find positive ways to help young Canadian pilots hook up here in Canada. I did notice that recently some companies are hiring like Yellow Head and sure Highland and others will send out an advert too soon . When you have no time and no experience don't expect a whole lot. It hasn't changed since my day and the struggle to 1500 hrs was years of eating #### and working very hard. But today as I cruise out over the open ocean in a glass cockpit twin, i look back with fondness of the struggle and in a sort of sick way l. Ah bugs and rolling drums!!!! Keeps ya fit. Fire bosses difficult over- demanding clients etc.


    I am always open to PMs and emails from newbies and will try to help where i can, but best suggestion is to work out of aviation if you cannot find a seat , earn cash improve your qualifications IFR / Night etc. Dont expect too much too fast, when you are young meaning under 30 it hard to convince the owner to cut you loose with 2 million dollars worth of his assets. Time and persistence always wins the day! Patience!


    Best to all newbies. Hold in there!!



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  7. USL Toad


    You may want to check your facts, Licencing apart the EU is closed to Canadians and the skill pilot is not on the official list for ease of entry . My hunch is that its duel citizens. Apart from the 12 exams the EU is even out of reach for me with over 1500 multi On the big Sikorsky even if I had a 139 rating not going to happen . Closed shop... So as350's and 206's hmmm not sure about that..



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  8. Well, MR. Lewis is entitled to his opinion. I do believe that time and agian a little disruptive poke gets us all thinking.


    The whole union/ association matter has been discussed in the past and it was concluded that due to the distribution amongst many businesses it would be a logistical nightmare to form such a group under any definition.


    Until such a group was formd there is no telling what the outcome would be.


    Stranger things have happened though.



  9. Here we go again, and with good reasons.


    1. Most Canada. Pilots working overseas " the vast majority are high time multi engine pilots flying in offshore capacity" this is not the same as a 500- 1000 hr pilot working VFR. A comparative argument in this case is flawed.


    2. There are Canadian companies that hire pilots based on qualifications and only look at the bottom line. More over the difficulty with hiring low time pilots is insurance based. And extremely expensive not only from an liability standpoint but market sector limiting. None the less it's the industry that has allowed this trend to cumulatively develop over the last 20 years by not re investing in national development of pilots. It is financially driven .Today there is a shortage of Canadians with the skills to get the job done when it gets really busy.


    3. There are some great companies in Canada - Yellowhead, Alpine ( nat? ) with high rates of retention to name only a few who give back to the training of young Canadian pilots but may on occasion hire foreign pilots. But these are far and few between.


    4. There a more than a few Canadian VFR companies that have by virtue of poor leadership and management engaged in less than fair hiring practices and by virtue of these actions have alienated them selves from the regular roster or capable Canadian pilots. They have less chance of attracting the talent they require and look abroad. Had transport Canada put in place proper guidelines to qualify into the management level including management training requirements in some cases this could have been avoided.


    5.There are a few companies out there that go out of their way to hire foreign nationals, these decisions are based on operational needs where pilots are required to hold both AUS and Canadian licensing and or working permissions or again they fall into paragraph 4.


    6. Unfortunately it is the industry over the last 20 years that has created the shortage of opportunities so that the low time pilots can come up and develop the skills and experience required. HAC has been clear that its supports the bandaid approach to the hiring for foreign pilots into the VFR market to cover shortages. What probably needs to happen is government sponsored work programs that make it attractive for companies to hire Canadian low timers . Only when it becomes financially viable will the trend reverse its self. If you are waiting for HAC to move on this direction don't hold your breath as this would require leadership with some form of foresight and long term thinking.


    That all being said I sincerly hope that things improve, And to those young pilots seeking that first chance remember that persistence always wins.



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  10. Advice! I'm full of it so here goes. Although you may have signed something, or given your word to an employer-sounds old fashioned, remember 1 thing.


    It's a small industry! and leaving any company on any uncertain terms can and will effect your future employment. People talk- " I know that guy we paid for his endorsement and he bailed" this doesn't sit well with anyone. So be carefull.


    So that being said there are good reasons to bail if things become unbearable, but I would have serious thoughts about pulling the trigger and going back on a promise be it verbal or written.


    Sometimes it better to stick it out. Personally I have never paid for or been held to type rating but those were different days.


    Good luck.



    • Like 1

  11. No chance i would try that one. 3 rotations ago did my first vessel bow deck landing and the PRH was about 1/4 that and it was a hair raising -Nausea -experience -just on the limits- or so the ships Captain said. Up until that time i thought flying in the mountains and toeing in at 9000 feet with a little wind was entertainment enough. I can assure anyone who hasn't flown offshore that you will quickly develop a whole new respect for Naval Aviators. It was ,and still is a humbling experience every time the PRH becomes a factor :huh:



  12. We banned go pros at last work place, for this very reason. There is no way at my past and current employers this type of maneuvering would be permitted without a extensive risk assessment and also a clear reflection on the regulations and even then.... Something tells me that TC will not accept the distances during landing and take off for this one.


    But who knows stranger things have happened.


    Go pros don't kill people, guns don't kill people, pencils don't make spelling mistakes.


    People kill people, but go pros make it look cool.



    • Like 2
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