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th3M last won the day on December 17 2019

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About th3M

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  1. I've set myself up with a company for doing the odd side gig/relief work. Very simple in Alberta, did it all at a registry. All in with the accounting software (online) for about $500. Accountants do most of the heavy lifting but now I have a numbered company setup to do any side work (I do sideline IT consulting, etc.) For minimal overhead I'd say it's worth it, however, I don't use it as my primary income so your mileage may vary. All the best!
  2. Anyone willing to share a copy of the a B3e flight manual? Thanks!
  3. https://www.verticalmag.com/news/talon-helicopters-airbus-as365-dauphin-nighttime-firefighting/
  4. There was a write up on Vertical with Talon Helicopters getting NVG approved with their AS365. Perhaps them as a trial?
  5. Hi Harry, My FAA license is without any restrictions, therefore I don't believe it's any different than a regular FAA commercial license. I do not believe that you need to have dual licenses with you at all times unless your changing from a C registered ship to an N registered ship on the daily. You are correct that night training is standard for an FAA full commercial license. It is not part of the training in Canada unless you specifically ask for it. I personally went and did the 10 hours of training at Chinook and had my Day VFR limitation removed from my license. The literature I found when looking to do the application was that I couldn't even apply for Foreign License Verification until I had my Day VFR restriction removed, therefore I had it done before time of application. Overall, the process was simple. Apply for the conversion, write the FAA CCH (Canadian Conversion Helicopters) exam and have the appointment setup with an FAA FSDO office. I also had the class 2 medical done but the FSDO officer reminded me that it's only a requirement to have once you actually want to work the license (Part 133/135, etc). Hope this helps.
  6. The Standard Aero power check tool is also very useful for any Allison product. Also available on the app store.
  7. Tobese, Take all of these comments with a grain of salt. I entered this industry with some knowledge of "how it works" from the job I had previous to flying. I was around your age and had another career already so for me it was going to be a change and with that, to start at the bottom again. That said, I saved for a few years until I had most of my flight school monies saved up rather than going into massive debt. Once school started, I treated it as a job interview from day one and it paid off. My first gig out school was a no flying gig, but that was communicated. In which, I learned a ton about ops gear and machine prep on the mediums and heavies. It was a short term contract job to get the machines ready for fires and such, once July hit, I was done. My second gig the following April was a large reputable company. When I was hired there, on the recommendation by the flight school owner, it was understood and discussed that there'd be no PPC until a minimum a year went by and that you worked hard. I moved my wife up to the north where they had a main base and we both made a go of it. It was means to an end and adventure at the same time. It paid off, big time! That company kept their promise and was PPC'd the following spring. The first year was still very little flying, but it slowly came. Then came the endorsements and the long line work, and next thing you know, I was a regular line pilot. Being that we lived in town, I was always selected for the jobs ahead of the rotational pilots and it meant we had year round work because we lived in the company's back yard. I don't work for said company anymore due to growth opportunities elsewhere, but we left on good terms and if push came to shove, I'd go back to them in a heartbeat. My point here is that the world of helicopters is a challenge to get into. It takes many years of hard work and unfortunately some companies don't pay off in the end. I had to research long and hard about who I wanted to fly for, how I was going to achieve my goals, and to have realistic time lines. The airlines are a sure thing if you want a relatively easy path to the seat. But if you do want to take the long way around, you'll meet some incredible people, work long hours with little pay, drink a ton of beer, and see parts of the country that people would give their left arm for. Don't get bogged down about the naysayers, educate yourself in both fields (fixed wing and rotary wing). Invest in yourself by spending a lot of time evaluating flight schools, companies you'd like to work for and their respective owners/managers. Above all else, enjoy the process and have the humility to learn from it all. Hope this helps!
  8. Costco doesn't do molded ear plugs in Canada anymore. I got mine done in Calgary from Bow River Hearing. Was about $100 and had it back in a week. They use Oto plugs.
  9. That's for CRA staff members only. Not a guide to other agencies. More here: https://www.canada.ca/en/revenue-agency/corporate/about-canada-revenue-agency-cra/travel-directive.html#a2
  10. For your FAA, you need to do the application for your class 1/2 medical via medxpress and have the confirmation number of completion with you at time of your visit.
  11. Don't forget your MedXpress number when you go visit.
  12. I can't speak for the Yukon and the Alaska side, but you do have some other fuel options for the Fort Simpson to Inuvik corridor: GSH and Canadian both have drummed Jet A in Wrigley, Tulita and Fort Good Hope. Speaking to their ops departments you may be able to buy fuel from them. Alternatively, instead of Wrigley to Norman Wells, you could go Wrigley to Deline in which they have commercial cardlock for Jet A available. As for your AvGas requirement, Norman Wells should be no problem as lots of piston based aircraft still use that airport, namely North Wright and if memory serves, North Wright has a few drums of AvGas along that corridor as well for their Cessna aircraft. Send me a PM if you want some names and contacts and I'll do what I can for you. Otherwise, it sounds like an amazing trip!
  13. I did my conversion this spring. Exam wasn't a big challenge if you're prepared. Dauntless and Sheppard Air have great study guides specifically made for the CCH exam. Once the exam is complete, do your interview with the FAA and I had my temp airman license right away and they mail you the card at a later date. Best of luck!
  14. This is confirmed. Seems like Costco Canada doesn't do it anymore. That said, most hearing clinics do it for cheap (less than a $100). I had Oto's made up with the CEP inserts recently in Calgary and they were ready within a week.
  15. Yep, it can be. About an hour's worth of work to install. I had the help of a friendly avionics guy who worked for beer. My beef with the CEPs is that the tips get dirty pretty fast, so a molded plug would be better. They take a little longer to install into the ears then don the helmet so for short flights I don't use it. However, long flights they're glorious and my ears don't ring. Well worth the money in my opinion if you don't have the cash to drop on a Bose kit.
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