Jump to content

3Lions

Member
  • Content Count

    39
  • Joined

  • Last visited

Everything posted by 3Lions

  1. Kit # 206-706-008-13 adds 108.4 LBS @ 129" and kit # 206-706-008-11 adds 175.5 LBS @ 119.6" as per service instruction 206-26. A visual difference between the 2 installations are caps on the longitudinal tubes - the -11 kit has domed/rounded caps and the -13 has flat/flush caps.
  2. You've got your head up your arse if you think people are suddenly going to stop moving from overseas to work in Canada, and it's nothing new... people having been moving here since the country became known as Canada. The man was just looking for some advice - sure was not out to make you cry. This site used to be not a bad place to answer your questions and get some useful information, now it just seems full of tubes who've got nothing more to offer than a slag fest. Looking forward to reading the many more constructive posts in the future... or maybe I'll find something more useful to do with my time than participate in this shite!
  3. No cost to apply, but you'll have to pay for the photo, envelope and postage to send it in. I sent in the application a couple of months ago, but no sign of it yet, so not sure when they are being issued.
  4. Emergency training for ditching aircraft and being able to safely exit whilst submurged in aircraft - courses usually use a simulated aircraft that can be submerged into water, the ones I've seen were in an indoor pool, and the aircraft can be flipped upside down etc to simulate the real thing.
  5. He'll be too old - I believe you have to have passed selection and started training by 23, unless you are already a serving member of HM Forces then the cut-off is 25... well that's what it was when I was going that route.
  6. I'm a British citizen and did my training in 2004/2005 for under $45K and eventually managed to get a full time flying job, although be advised it is no walk in the park (finding a job that is)!! For $50K you should be able to get a commercial helicopter license as long as you can complete the course in the minimum 100hr transport Canada requirement on a piston helicopter (anything from $450-$500+ per hour), as a turbine helicopter is going to cost you anything from $900+ per hour. The last thing you want, however, is to get close to the end and run out of money, as I saw that happen to a couple of students when I did my training. There is no requirement to get your PPL in order to get a CPL, so it can be done in 100 hours of flight training. I did my training in BC lower mainland and there were lots of relatively cheap accommodation around the area such as basement apartments or rooms available to rent. Your best bet is to talk to the flight schools and see what they recommend. Getting a student visa for training shouldn't be a problem, but make sure you get the visa before coming over to start your training. Have a look at the Citizenship and Immigration Canada website http://www.cic.gc.ca. The problem that you will have, however, is trying to get a working visa. I was a permanent resident when I did my training so I was entitled to work, but if you don't have that status you will have to apply for a work visa. There are a lot of low time Canadian helicopter pilots so the government is going to be reluctant to give you a work visa if a Canadian citizen can fill that position. Also a Canadian operator is going to be reluctant to offer you a job, which you will need to apply for a work visa, if you are not a permanent resident or citizen. With the finance question, again your status in Canada is going to cause you problems. Without any form or equity, employment, or credit history in Canada a bank will most likely not want to loan you money, especially with it being a student loan. Even if you were employed in Canada with good credit history, without any form of equity a bank would require a co-signer who would most likely have to use something like their house as collateral. I'm not sure if you've already done this, but a good place to start is to start calling some flight schools. There are a lot of good schools in Alberta and BC and you should be able to find lots of info from this forum about them. Hope that helps... Cheers
  7. HTSC - Ex military from South America. The 214s are usually used down in the states as part of the "Aircrane" fleet.
  8. Eurocopter Canada runs AS350 courses out of Montreal I believe, and looks like they have a course on in January.... have a look at their website for more info. http://www.eurocopter.ca/asp/sTrainMaint.asp
  9. Buying an Alpha too actually, probably from the same place - Integrated Helmet Systems in North Carolina. I was going to go with Maxcraft in BC, but even if I do end up paying customs/duty it's still going to work out a few hundread bucks cheaper buying from the states. I'll give customs Canada a call and see which way they want me to bend over.
  10. So I'm looking at buying a helmet from the states, and I heard it mentioned on here that we may not have to pay customs/duty at the border for safety equipment. I've been looking on the government website but can't seem to find anything about it... is there any truth to this???
  11. Which test(s) are you refering to - the 3 technical exams or the CARS regulatory exam? Aero Training has a CARS "exam tutor" which gives you a series of multichoice exam style questions. There are 4 exams (about 40 questions in each) where you have to score 90% or more to progress onto the next exam. It's free to register, and worth a look.
  12. Check this out http://www.youtube.com/watch?v=eZ4EOtdZANQ...ted&search=
  13. Hey Dave I was in your position a couple of years ago, so this is what I had to do: 1. Obtain a letter from the OC stating my job role, dates of employment, type of aircraft worked on, and who my supervisors where (these names have to correspond to the names in your log book/task sheets). This met the 'experience' requirement for the 48 months less 6 months, as I had to complete 6 months civilian experience. 2. Produce a log book or list of tasks (can be printed from the TC website- ATA 100) showing what jobs you have completed while working as an aircraft technician in the REME, which had to be signed off my the supervisors listed in the OC letter. Transport canada has a sample list (ATA 100) which you must have completed 70% of the tasks listed to qualify for the 'skill' requirement. So, if you've only worked on turbine helicopters, you only then have to carry out 70% of the tasks applicable to turbine helicopters i.e. propellers, piston engines, avionics would not be applicable. Also, the aircraft you worked on must have a Canadian type certificate. Unfortunately, Lynx does not have a Canadian type certificate so Transport Canada will only recognise tasks carried out on Gazelle (AS 341). 3. Complete a Transport Canada approved/accepted basic training course. I could have contacted SEAE and tried to obtain my trade training syllabus and paid $400 for Transport Canada to review it. It wasn't a guarantee that TC would recognise the syllabus, and still meant I would need to complete the 3 TC technical exams. I decided to take a correspondance course through Thomson Education Direct called 'Aircraft Mechanics' which is an accepted TC course. It cost around $600, took approximately 3 months to complete (can all be done online) and gave me all the text books to prepare for the techical exams. 4. I took my Thomson Education Dirct 'Aircraft Mechanics' diploma to the nearest Transport Canada office and this then allowed me to attempt the 3 technical exams. The exams are tough. I followed the Transport Canada study guide (which is very vague) and just tried to learn the books inside out. The exams are $50 each, contain 90 questions, with 3 hours to complete. For the M1/M2 license the exams are the same: Standard practices, Airframe and Engines. The majority of the question are fixed wing related, so there's some new stuff to learn i.e. pressurisation systems for pressurised cabins. 5. Once I'd completed the 3 exams, a TC inspector reviewed my experience (OC letter) and skill (log book) requirement. He told me I met the requirement and was able to take the Regulatory exam (this can be taken when you meet the experience requirement less 6 months). In order to be licensed I then required the 6 months civilian experience (doesn't have to be in Canada) and a regulatory exam pass. 6. Finally, to sign maintenance releases on helicopters you're required to have completed a maintenance course on the relevant helicopter giving you an endorsement. Usually your employer will put you through this, but it is possible to pay for these courses yourself. For example I think the Bell 206 (Jetranger) airframe endorement is approximately $2000, and the Rolls Royce 250-C20 turbine is around $1000. There's quite a bit of information to take in there. If you need anymore info I'll be happy to help you out.
  14. Well I've got myself a job. Just wanted to say thanks fellas for all the input.
  15. Any AMEs here worked for Campbell Helicopters... i.e. fire season, 6 weeks on 2 off?
  16. Thanks for all the suggestions so far... I've been putting the fax machine to good use this week, sending out resumes across BC, Alberta, NWT, and the Yukon. No luck so far with the fax(aside from a ground crew offer), which is what I expected, but I figured it would be a good start to get my resume out there. I'm helping out at the HAC convention in Vancouver this weekend, then planning some kind of road trip... and I thought this was going to be easy
  17. 3Lions

    R-22 Ifr

    Heli-College in Langley, BC, has an instructor and R22 IFR trainer.
  18. Anyone looking for a 'nearly' licensed AME??? I have a few years experience in the British military as a helicopter engineer... just need 6 months Canadian experience for the license. Any feedback would be greatly appreciated.
  19. So who are Pinnacle Reef Explorations Ltd? I can't find them on the TC search page... the news stated their address was a household address???
  20. Do you know what aircraft you want to train in? The reason I ask, from the 3 schools you've lised they each train with different machines: BC Helicopters - Schweizer 300 Heli-College - Robinson R22 Chinook Helicopters - Bell 47 I'm not in a position to recommend one school against another, as I've only experienced training at one school, but I have recently finished my CPL at Heli-College. The ground school and flying instruction worked well for me, and I felt well prepared for both the written and flight test.
  21. All sounds a bit too good to be true!! I've been told that the government may contribute to your education/flight training in the form of a tax rebate amounting to 25% of the training fees, and all you need is the form TL11B, issued by your flight school. My wife's already worked out how she's spending the money. I'm not convinced... the government doesn't give out tax rebates that easily, right?
  22. 3Lions

    Pstar

    I took the PSTAR exam about 6 weeks ago. I was given the 200 questions beforehand, for the purpose of getting me into the CARs and AIP, and the actual exam consisted of 50 of the these 200 questions. The exam was conducted under 'exam conditions,' closed book, and requiring a mark of 90% or more to pass.
  23. Just to clarify, Lyle Watts, Chief Flight Inst., has assured me they carry out full-on autos, jammed pedals in the hover and, dependant on the student's progress, some operational flying (pad landings, slinging etc.). Thanks for all the comments fellas - sound advice.
  24. Hi guys Anyone have any good/bad comments about heli-college in Langley, BC. They've a place going in August and wanted a final 'blessing' from you guys before blowing my hard-earned $$$! Thanks fellas.
×
×
  • Create New...