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Everything posted by Wizard

  1. I have xplane 9, its cheap and has excellent graphics and physics. I have the saitek X52 joystick and the saitek flight pedals. Can't say enough about how it helps for IFR stuff over the sim.
  2. Buy Xplane 9. I have both a PC and Mac and both sims, Xplane is alot more smooth and everything is free. There is alot of difference between how helicopters fly between the 2 and the designer of Xpane test runs helicopters flight characteristics through a real pilot. Personally I use Xplane for instrument practice, and have gone as far to instal "xsquawkbox" which allows you to connect to an extremely in depth live online ATC which operates around the world. Pretty cool to test your instrument skills while talking to a live ATC and other aircraft on the same approach. Obviously it is not the real thing nor should it be thought of as such. Still and excellent training aid for the instrument side of things.
  3. Last question, how does TC limit who can and cannot write the exams? Do you show them your logbook in advance?
  4. Not answering the question sorry, but in regards to the ATPL exams, because they are good for 2 years if you were to not fulfill the requirements for the ATPL license do you simply need to rewrite the exams?
  5. As Daz said, you cannot fly for hire unless you hold a CPL. in terms of what you do for flying after your PPL is up to you, ultimately you will eventually get your CPL and you go through the process of landing your first job. The PPL should be thought of as something you get to fly for fun, the CPL let's you have fun and get paid for it!
  6. Yeah it's terribly confusing. Essentially the definition I got from TC is more In regards to the FW side of things going from 1 airport to another. The same can be derived for helicopters just that we don't land at airports as frequently and as long as you theoretically use navigation to fly to a spot and land you have flow XC. A TC said themselves "there is no definition to XC in the CAR's
  7. TC states there is no definition to XC in the CARs. The 25nm stated is only in regards to where you need to file a flight plan or flight itinerary. They said nothing about it being related to what could define a XC flight. They said that a XC flight is essentially where you takeoff from one place and land at another. Obviously common sense would say that flying for 5 min and landing isnt XC. Flying a 250nm flight, if you could manage the fuel, and land at the same place you left from then isn't really a XC flight, I imagine only because on you logbook and AC logbook it shows you left and came back to the same place with no other stops. Certainly weird. None the less, get 200 hours XC and then it really no longer matters.
  8. Tried the 100's, still nothing. TC called me an said that my question will go to a higher up and they'll get back to me via email. Who knew is was so complicated
  9. negative, went through everything in CAR's 400. Nowhere does it state the definition of what is considered to be cross country time. It states what you need for certain licenses and ratings and what is required for flight training, but nothing in regard to what phase of flight is considered cross country. The FAA has done the work though and stated (depending on license) what the definition of cross country is, ie more than 25nm from were you departed and subsequently made a landing. So as far as I can gather, and after looking through multiple FW threads, there is no definition in the CAR's for cross country and really its left up to the individual pilot as to what they log as cross country. I did make a call and email to TC asking for the definition, no reply yet. Idealy then when logging cross country in the remarks section of you logbook it should state that you flew from one place to another? How can TC legitimize cross country flight time on an ATPL candidate?
  10. Information is here and there about what constitutes as cross country in Canada. What do most use as the rule for XC? Flying from one place to another and using some sort of navigational skill and that place being at least some distance (more than 25nm from point of departure FAA) is roughly what I'm I can take from it all.
  11. Somewhat part of the discussion, what constitutes as cross country!? Theoretically can you fly 27 miles in a direction, land and fly back and log all that as cross country!? Looked into multiple threads and CAR's and can't find anything
  12. Can the ATPL exams be taken at 500 hours? Is that the only requirement or do you also need half the night, instrument, and XC?
  13. Can anyone say much in terms of the HATRA and HAMRA?
  14. Sounds good! I would like to be able to ravel with my license, end up offshore somewhere! I'll look into the FAA license, is it a matter of going to chinook to get the FAA then find a school in the states? After some thought I think this will wait till I hit the 1000 hour mark, still nice to know there are options. Any suggestions on companies that run both VFR and IFR ops? I know Canadian would be one.
  15. Can you find work as a Canadian with an FAA license?
  16. Thanks for all the replies! I agree that it would be a good idea to be a well rounded pilot in the VFR world before starting in the IFR side of things. What interests me the most about the IFR world is the jobs that get done, be it HEMS or offshore somewhere else in the world. I am likely jumping the gun when it comes to thinking about the group IV...... What would the magic # be for hours?
  17. I agree for sure! What would most IFR operators look for when hiring? Twin experince and obviously the IR? I hear alot (not sure if it's true) that bush guys going IFR later on down the road cannot get used to the 2 crew environment, this true?
  18. Still a low timer (<500) and interested to know how you get a foot in the door to fly an IFR machine in Canada. Is it a matter of getting a group IV rating and go knocking on doors? Any reply is greatly appreciated!
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