Jump to content

Baja Guy

Member
  • Content Count

    36
  • Joined

  • Last visited

  • Days Won

    3

Everything posted by Baja Guy

  1. Speaking of opportunities in other industries, a very reputable trucking firm is looking for multiple owner operators to pull their NGL super B bottles from Rainbow Lake to Ft. Saskatchewan, 6 loads per day, 365 days per year, for a solid 5 year contract. They have a reputation of paying very good rates. Starts next April. Do the math...... Now THAT'S stability! Glad I have a wife with a class 1.
  2. A year into the contract, I'm looking for any feedback and experiences, positive or negative. It seems to be that time of year again. Have one source so far, and looking for more if possible. A lot of negative sentiment going into the contract last year (as evidenced above) and wondering how it turned out for those in the know. Thanks in advance, pm if you'd rather.
  3. Go to page 9 of the appendix in this link: http://www.faa.gov/aircraft/air_cert/international/bilateral_agreements/baa_basa_listing/media/Canada_IPL_rev1.pdf There's not many hours required for commercial, but quite a bit more for ATPL
  4. You will have to apply to the FAA for a license validation. Download a Form 8060-71 from the FAA, fill it out and send it to them. A month or so later they'll send you a validation letter (good for 6 months). Get a class 1 or class 2 FAA medical ( you can find an FAA medical examiner in Canada). Write your CCH exam at your earliest convenience at most any flight school in the U.S. You should also before this set up an appointment at an FSDO office, ideally nearest to where you're writing your exam, where you will process your actual FAA Airmans certificate. Fill out form 8610-2 (they will ask you to do it anyway) They will want to see your validation letter, medical, and written exam results. You will walk out with a certificate provided you have logged the required flight hours to qualify. So, to answer your question, yes; but it won't be much of a vacation.
  5. I did the ACH in April but not CCH. Study material for helicopter Canadian conversion exams is slim pickings, and I ended up using a general question bank from dauntless. By General I mean an extensive data base that covers much more than just the Canadian conversion. I assume the CCH will be similar.
  6. Just thought I'd refresh this idea as a method of documenting when you apply. From a few pages back.
  7. Thanks, and yes, you have to hold, at a minimum, an FAA class 3 medical to apply for the certificate. My class 1 medical downgraded to class 3 by being over 12 calander months old. But to actually exercise the privileges of the certificate I'd have to renew it. Dauntless worked fine, but I could've just focused on air law and communication out of the entire part 135 ATP helicopter question bank. It's important to fully understand all aspects of the subject matter, as almost half of the questions were not verboten from the dauntless question bank.
  8. FAA ATP certificate completed. Took about 3 hours total to write the ACH exam in Helena then drive to the other side of the airport to the FSDO office to apply for the certificate. Very painless. TC, are you listening? Incredibly helpful folks there and ended up chatting more about Baja than scrutinizing the last required 0.4 of IF time. The gentleman had already carefully examined the revision to the IPL allowing the helicopter conversion so there was no need to hash that out. It came into force between March 4 and 10th and he figured I might have been the first to apply through the new IPL. So now what?
  9. I'm using the Dauntless software, ATP group of exams, and specifically studying the FAA Part 135 Helicopter ATPL question bank. Unfortunately, Dauntless doesn't offer a study guide specifically for the ACH exam, so they told me to study all of the Part 135 ATP group of questions. It will mean I'll be up to speed on some subjects that won't be on my exam, but I'm fine with that. As for "what's with all the excitement". Well, there may not be any jobs on international N-reg heli's. Now. Or next year. But what about the year after, or the next oil boom? My FAA ATPL will not expire and it will be in my back pocket when the opportunity presents itself.
  10. I should have posted these links a long time ago. Enjoy: http://www.faa.gov/aircraft/air_cert/international/bilateral_agreements/baa_basa_listing/media/Canada_IPL_rev1.pdf And: http://www.faa.gov/training_testing/testing/media/testing_matrix.pdf
  11. The key word that I've left out would be "unrestricted" ATPL-H. I honestly don't know if they'll convert a restricted ATPL day/vfr only. Good question. The requirements for night and instrument experience for the FAA ATPL are listed in the IPL annex (or appendix) and in 14 CFR Part 61. It requires more night and more instrument than the TC ATPL-H so be aware of that. To answer your original question, if you qualify with an unrestricted ATPL, you do not need to write the ICH, and your FAA will have the same privileges as your TC, same with night. My ATPL study guide for FAA ATPL-H has lots of IFR info.
  12. Might be a good idea to hold off a week or two, and see when the revision 1 of the IPL comes into force, or at least, see proof that it has. That will allow a Canadian CPL-H holder to directly convert to an FAA CPL-H by requesting your license validation, and then writing the CCH exam. No flight training or check ride will be necessary. Also, it will allow a Canadian ATPL-H holder to directly convert to an FAA ATPL-H by requesting your license validation, and then writing the ACH exam. No flight training or check ride will be necessary AND the ACH exam does not require an ATPL ground school or sim training (like they do now in fixed wing) as authorization to write.
  13. Never mind, just answered my own question.IPL revision 1, chapter 1, item 1.2 effective date and termination states that "these implementation procedures enter into force ninety (90) days after the signing of this agreement, and activity will commence in accordance with chapter 5). It was signed by the FAA on Dec 3, and by TCCA Dec 10. On your mark; get set;........
  14. From your original post, Phil, can I assume the "rumor" you heard originated from the FAA/TCCA Implementation Procedures for Licensing (IPL) Revision 1? I see it was signed by the FAA director on Dec 3 and by the TCCA director Dec 10. Above that, chapter V states "the FAA and TCCA agree to begin accepting applications for and processing the issuance of conversion certificates and licenses in accordance with Implementation Procedures no later than ninety (90) days from the date of entry into force". Question: was the date of entry into force the date signed, or is it something else? And yes, chapter 3 specifically includes helicopters now, while the appendix pages A9 through A13 outlines the conditions for conversion for commercial and ATPL helicopter.
  15. Very good news indeed. Was wondering Phil if you have a suggestion on study material for the ACH airman knowledge exam Canadian ATPL-H to FAA? Would you know if the process is the same as fixed wing where we have to sit a 30 hour ground school and "fly" 10 hours in part 141 sim before even writing the exam? Thanks.
  16. One last note before the For Sale sign goes up. Further explanation of the training cost breakdown may be in order, because I added a lot of optional qualifications that aren't necessary if your end goal is helicopter/night only. And I made a typo while looking through the bottom of an empty Tecate on the previous breakdown. 1. The $4500 night rating should've said $2500. It was only 5 hours in a 22. My bad. 2. I opted for 100 hours to get commercial fixed wing rather than private. The $11000 for fuel and instructor would drop to about $5000 for about 45 hours plus all ground school, exams, and fees. 3. I opted for a multi engine rating. Deduct $6000. 4. I opted for group 1 IFR rather than group 3 in the Mooney. Deduct about $4000 brining the IFR training to $2000 depending on when you get the recommend. So, you can see that to attain just PPL-A, fixed wing night, group 3, rotary night, and group 4 it would take my heavily inflated cost of $36000 down to $18000 for the total training investment. I don't know if I'll ever use the multi group 1. It would be cool to do so.... I can't tell you enough how much I enjoyed the whole process. I'd be delighted to pass on whatever info or advice to anyone entertaining the notion to do the same process. I'd also be delighted to pass on the Mooney to a good home. Hmmmm...., what's that in the marketplace??
  17. And many thanks to all the positive feedback above. It is much appreciated.
  18. Sorry, a quick Appendix (i) to the above. Total cost of just training ads up to about $30,000. But remember that's for ab initio commercial airplane as well. I completed the training within the first year of ownership so the $6300 for insurance, hangar, and an annual has to be added. Therefore, to answer the total training investment question, about $36,000. The initial purchase and avionics upgrades were $60,000 which I will try to re-coup as best I can come sale time. It's more difficult though to quantify the value of the additional time building. I'm quite convinced it contributed to my new multi/IFR/night career. It certainly contributed to my ATPL-H, and it's rapidly contributing to an early upgrade to captain, and the 5 figure raise it brings.
  19. $11000 fuel and instructor for commercial airplane/night rating and ground school $12000 multi engine and group 1 IFR (could have done group 3 in the Mooney for about $2500) $4500 rotary night rating (only needed 5 hours) $2500 group 4 IFR (only needed 4 hours simulator, 1.5 hours R44 for the recommend, 1.2 hours for the flight test) I'm probably missing some other fees for flight tests, written tests, TC fees, etc but the above is pretty close. The bad new is the Mooney costs a flat $6300 per year for insurance, hangar, and annual. That's before starting the engine one single time. My night/IFR time building toward ATPL-H and my upgrade to captain within my job is only around $70 - 75 per hour for fuel, oil change every 50 hours, and the odd snag. I also have to add $15 per hour toward engine and prop overhaul if I kept the plane that long. Lots of the time building is commuting to my work though. Commuted to Ft. Mac for 1 year and Regina now. Try to go at night whenever possible.
  20. That's the beauty of it. After all that, you've still got the plane to sell.
  21. If I may, I'd like to share an ambitious plan I undertook that ultimately landed a great job out of the bush. This is going to take a while. Please bare with me. In May 2012, I bought a Mooney M20C. I'd never flown an airplane in my life and been flying rotary for 15 years. But the plan was several years in the making, and required extensive understanding of standard 421. I decided on cpl-a rather that ppl-a to start. I hold the medical anyway. 40 hours of ground school and arranging a private flight instructor during my days off from my bush job, and by holding cpl-h, there is no requirement to start with ppl-a and you only need 100 hours instead to the usual 200. By September I had the cpl-a with night rating, and moved onto IFR. I chose multi group 1 at a school, but could've done just group 3 in the Mooney much much cheaper. Kind of regret the multi group 1, I'll probably never use it. There's only a 4 or 5 hour transition from fixed wing night to rotary night, and by holding a group 1, 2, or 3 IFR, you can convert that to group 4 with just a recommend and a flight test. Now it's time to fly the Mooney at night. A lot. And here's why: ATPL-h requires the exams, some instrument (which you'll have by now), and 50 hours night pic or co pilot (dual doesn't count). However, only 15 must be in helicopters which means 35 can be in the Mooney. The biggy is the requirement for demonstrating proficiency in a two crew helicopter, but at least you can get to be ATPL-h eligible minus the two crew thing. This is now April 2013. A year goes by. Starting to wonder. Gonna have to move. But, in the meantime, keep flying that plane. Night, hood with a licensed buddy or relative, and, yes, actual IFR as well. I may not have mentioned the Mooney if full blown certified IFR (non icing) until April 2016. Getting me to my contract job in Ft. Mac every week. Fly these hours lots, and here's why: When you finally land your rotary IFR/night job, you will be a first officer until a company-specified number of night/IFR hours are accumulated. The Mooney has accelerated my captaincy by well over a year, bringing on the $20,000 per year pay raise much quicker. Other companies may have an even greater pay hike when upgrading, I don't know. So I guess I bought my job. Maybe yes, maybe no. I can say that the little airplane has done its job. I can confidently fly into non icing, non convective cloud. I have the job I want, and I can see captaincy relatively soon. So, the cost is truely relative when you consider what the end result is. My fixed wing credentials are in my back pocket, but, well, you never know. This is kind of starting to sound like a sales pitch, and here's why: It is. Stay tuned in the marketplace in about a month. Because, when a plan comes together, it can be worth a lot more than that new pickup you're thinking of buying......Hmmmmm.....
  22. Good on you Skidz. It's not a bad second choice and holds a huge variety of options. Local delivery, gravel and aggregate, oil field camp work (or maybe you've had enough camps), long haul, etc. I've maintained my class 1 since 1992 and used it within my rotary career in 2001, and seasonally in 2009, 2010, and 2011. I'm gonna use it again this winter on long haul but more by choice on days off thank goodness. I don't think trucking is for everyone, but I think the majority of heli pilots would transition as the industries have many similarities.
  23. Oh, and the sites heading at the top of the page is "Bush pilot ****."
  24. If I'm not mistaken, some of the site's content has gone to www.ragingman.com/pilots/ Seriously, I think it has. As for CAHEPIAS, it's forum got severely spammed a couple months ago and seems to have disappeared. As for CAHEPIAS, in the words of Capt. Obvious, "I'm sorry I came here."
×
×
  • Create New...