How many people out there are still finding companies are requiring ppc's. Hell, we either work our ass off on the ramp or instruct all for little money and companies still want the ppc before they hire you. When is this ever going to change, thought it would the way the industry is moving know.
So if someone know's of companies out there the don't require a ppc please let the rest of us know.
Sorry for the rant but just didn't get a job due to other people buying their own ppc. Hell got over 1500 hrs, always have been honest and worked my ass off and will always refuse to pay for a ppc and so should everybody, then finally companies will have to pay for them and there will be no more of this bullshit.
comment on ppc's
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Raven20000
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Cat Driver
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I just can't let this one pass without giving some good advice to the poster..
" Hell got over 1500 hrs, always have been honest and worked my ass off "
Become dishonest and get an aversion to work, then you can apply to TC in Ottawa, they need more top management and if you take my advice you will be very attractive to them.
Cat
" Hell got over 1500 hrs, always have been honest and worked my ass off "
Become dishonest and get an aversion to work, then you can apply to TC in Ottawa, they need more top management and if you take my advice you will be very attractive to them.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
In simple terms type rating for a commercial operator. Do we even do type ratings in Canada? I know there's a fellow at YVR who does 737 ratings, but I understood that was only for offshore lines.
Aviation- the hardest way possible to make an easy living!
"You can bomb the world to pieces, but you can't bomb it into peace!" Michael Franti- Spearhead
"Trust everyone, but cut the cards". My Grandma.
"You can bomb the world to pieces, but you can't bomb it into peace!" Michael Franti- Spearhead
"Trust everyone, but cut the cards". My Grandma.
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Cat Driver
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Cat Driver
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But can you hold a PPC without a type rating on it?
Maybe things have changed in Canada since I quit flying here, but in Europe under JAA we must have the type rating to Fly a DC3 and a profficiency ride every year. I fly a FAA registered DC3 in Holland and to fly as PIC I also have the have the two year profficiency check that is required in the USA. ( FAR 61 58 )
Cat
Maybe things have changed in Canada since I quit flying here, but in Europe under JAA we must have the type rating to Fly a DC3 and a profficiency ride every year. I fly a FAA registered DC3 in Holland and to fly as PIC I also have the have the two year profficiency check that is required in the USA. ( FAR 61 58 )
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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Cat Driver
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Ah, so grasshopper.... and even here in the Peoples Socialist Republic of Kanada do you guys need a PPC to fly private registered DC3's?
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
No...no PPC required for private ops....but you do need DC3 on your licence. Because your licence is only good up to 12,500 pounds.
And the IFR renewl you did on the Apache is just fine on the Dak.
And the IFR renewl you did on the Apache is just fine on the Dak.
Last edited by Doc on Sat Dec 10, 2005 7:14 pm, edited 1 time in total.
A type rating is for an aircraft that is not included in the blanket endorsement on the license.
Example:
"All single pilot, non-high performance, single and multi-engine land aeroplanes"
is what the back of my license says. Any aircraft that does not meet those criteria must be separatly listed on your license.
For example, it would say "and B747" (and, if you had more than one type, it would show them).
Interesting fact is that each helicopter requires its own separate type listed on the license.
A PPC is (usually, but not always) an IFR ride combined with a currency ride with Transport Canada or a Company Check Pilot (CCP) that happens every 2 years (part 6 operators) and as frequently as every 6 months (for 705 operators that don't do training bi-annually). This is required before exercising your privilages as crew member for a commercial air operator.
Hope that helps.
-Guy
PS: The King Air 90 series does not require an endoresement... except for the F90 (it falls in the "high performance" category).
Example:
"All single pilot, non-high performance, single and multi-engine land aeroplanes"
is what the back of my license says. Any aircraft that does not meet those criteria must be separatly listed on your license.
For example, it would say "and B747" (and, if you had more than one type, it would show them).
Interesting fact is that each helicopter requires its own separate type listed on the license.
A PPC is (usually, but not always) an IFR ride combined with a currency ride with Transport Canada or a Company Check Pilot (CCP) that happens every 2 years (part 6 operators) and as frequently as every 6 months (for 705 operators that don't do training bi-annually). This is required before exercising your privilages as crew member for a commercial air operator.
Hope that helps.
-Guy
PS: The King Air 90 series does not require an endoresement... except for the F90 (it falls in the "high performance" category).
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Cat Driver
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Ahh so TC Grasshopper, tis a very clusterf.cked rules world we fly through...
As you pointed out...
" Interesting fact is that each helicopter requires its own separate type listed on the license. "
Being a real bear for punishment I went down to the USA and wrote the exams for took the flight training for and managed to fool the FAA Inspector into issuing me a Commercial Gyroplane Pilot License...and even though it is a stand alone rotary wing license you can fly any gyroplane on it without a type rating...so go figure..
Oh I never got the S61 on my Canadian heli thingie because TC would not grandfather me for the IFR thingie for helicopters...it was a neat machine but not as bullet proof for punishment as the Russian MI8...AAAhhh Africa and the chance to be a mercenary again and make real coin....
But I digress here, must be from the lack of anything important to do, I had better take myself in hand.
Cat
As you pointed out...
" Interesting fact is that each helicopter requires its own separate type listed on the license. "
Being a real bear for punishment I went down to the USA and wrote the exams for took the flight training for and managed to fool the FAA Inspector into issuing me a Commercial Gyroplane Pilot License...and even though it is a stand alone rotary wing license you can fly any gyroplane on it without a type rating...so go figure..
Oh I never got the S61 on my Canadian heli thingie because TC would not grandfather me for the IFR thingie for helicopters...it was a neat machine but not as bullet proof for punishment as the Russian MI8...AAAhhh Africa and the chance to be a mercenary again and make real coin....
But I digress here, must be from the lack of anything important to do, I had better take myself in hand.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Guy,
Does TC operate their aircraft as part 604, and if so, do the pilots require a PPC? Does holding a KA90 PPC help when it comes to employment opportunities? (That last part was a joke, BTW
)
Does TC operate their aircraft as part 604, and if so, do the pilots require a PPC? Does holding a KA90 PPC help when it comes to employment opportunities? (That last part was a joke, BTW
)Aviation- the hardest way possible to make an easy living!
"You can bomb the world to pieces, but you can't bomb it into peace!" Michael Franti- Spearhead
"Trust everyone, but cut the cards". My Grandma.
"You can bomb the world to pieces, but you can't bomb it into peace!" Michael Franti- Spearhead
"Trust everyone, but cut the cards". My Grandma.
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marktheone
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Cat Driver
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By take myself in hand I was alluding to that old saying wherein one does something to get ones self back on an even keel so to speak.
I do believe you missunderstood my meaning and put a sexual context to it.
Had I been referring to that I would have said in hands, as it takes two hands for me to do what you thought.
I do believe you missunderstood my meaning and put a sexual context to it.
Had I been referring to that I would have said in hands, as it takes two hands for me to do what you thought.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
TC guy can correct me if required but my understanding is that with a type rating, you are telling the world, via ICAO standards, that you have recieved training on a specific airplane type and at some time in your career were safe to fly that airplane. A PPC is a Canadian thingee that says you have been trained to certain standards and or not only competant but CURRENT ON TYPE.
An IFR renewal is part and parcel of a PPC. Unless you are a VFR only operator, all PPC flight tests also meet the requirements for renewal of the IFR. The only question is paying the $30 to renew the IFR. If TC does the flight test, the $200 included one licensing action. If the flight test is done by an ACP (like me), TC requires $30 to renew the IFR. For a 705 who does a recurrent every 6 mos., many will not always renew the IFR.
In the USA, the second in command does not require a type rating in the US but this caused problems in Europe so the FAA now has a second in command type rating to satisfy JAA requirements. If the DC 3 was turbine powered or pressurized, 604 operators would require a PPC but as it is, the pilots require a type rating.
An IFR renewal is part and parcel of a PPC. Unless you are a VFR only operator, all PPC flight tests also meet the requirements for renewal of the IFR. The only question is paying the $30 to renew the IFR. If TC does the flight test, the $200 included one licensing action. If the flight test is done by an ACP (like me), TC requires $30 to renew the IFR. For a 705 who does a recurrent every 6 mos., many will not always renew the IFR.
In the USA, the second in command does not require a type rating in the US but this caused problems in Europe so the FAA now has a second in command type rating to satisfy JAA requirements. If the DC 3 was turbine powered or pressurized, 604 operators would require a PPC but as it is, the pilots require a type rating.
The average pilot, despite the somewhat swaggering exterior, is very much capable of such feelings as love, affection, intimacy and caring.
These feelings just don't involve anyone else.
These feelings just don't involve anyone else.
LOL...Airtids wrote:Guy,
Does TC operate their aircraft as part 604, and if so, do the pilots require a PPC? Does holding a KA90 PPC help when it comes to employment opportunities? (That last part was a joke, BTW
Okay. Please do NOT take this as technically correct, as I am in the system, but ASD (Aircraft Services) runs the aircraft, does the PPC's, etc.
We work as a part 703 operation. We follow those regulations. As far as I am aware, we are 703.
I have a PPC card for the King Air C90A, with GPS approaches authorized (again, according to my PPC card).
That *should* be valid in industry... not that I am going to test that theory anytime soon.
Good question... I will be asking that the next time I am at the airport.
-Guy
As far as I am aware, you are entirely correct. I know there have been some issues we have had accepting type training from some jurisdictions.oldtimer wrote:TC guy can correct me if required but my understanding is that with a type rating, you are telling the world, via ICAO standards, that you have recieved training on a specific airplane type and at some time in your career were safe to fly that airplane. A PPC is a Canadian thingee that says you have been trained to certain standards and or not only competant but CURRENT ON TYPE.
An IFR renewal is part and parcel of a PPC. Unless you are a VFR only operator, all PPC flight tests also meet the requirements for renewal of the IFR. The only question is paying the $30 to renew the IFR. If TC does the flight test, the $200 included one licensing action. If the flight test is done by an ACP (like me), TC requires $30 to renew the IFR. For a 705 who does a recurrent every 6 mos., many will not always renew the IFR.
In the USA, the second in command does not require a type rating in the US but this caused problems in Europe so the FAA now has a second in command type rating to satisfy JAA requirements. If the DC 3 was turbine powered or pressurized, 604 operators would require a PPC but as it is, the pilots require a type rating.
I am not a licensing guy (as in I have done the training, but do not deal with this every day, so take this as opinion only). The international stuff is beyond the likes of me.
Hope this helps!
-Guy
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duplicate2
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Not technically true. 12,500 lbs isn't really the criteria. It would be required for aircraft that require 2 pilots as per the type cert or that are high performance. However, not coincidentally, most aircraft over 12,500 also require 2 pilots, at least in Canada. I think 12,500 was the old criteria, wasn't it?Doc wrote:No...in Canada, both pilots of an aircraft over 12,500 lbs must have type ratings.
Stateside, only the capt needs to be typed.
Interesting point, US co-pilots without type ratings are running into trouble in foreign countries like the UK, prompting the FAA to introduce the "SIC Type Rating" to sidestep the rules.
Oh yeah, and with regards to the original topic, paying for PPCs sucks! Boo Regency!
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Raven20000
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comment on ppc's
well this one went off stream, didn't mean 1500 hrs was high time, I know it is quite low time, but to get a job I still shouldn't have to pay for a ppc, and if I wanted to become dishonest I wouldn't go for TC, that's to small I would just go to Ottawa to become Prime Minister, then I would get the goverment to pay for all my ppc's in some sponsership scandle type of deal.
Name one aircraft over 12,500 pounds, you can fly single pilot in Canada? Other than a special situation single seater, like the TBM? And I THINK you need a type rating on a TBM? Then, name one under 12,500 that you CANT fly single pilot? It may be the old rule, but it still rings true.
I have some type ratings on under 12,500 a/c, but they are high performance......but I can still fly them single pilot.
I have some type ratings on under 12,500 a/c, but they are high performance......but I can still fly them single pilot.
Doc, I can say on good authority that 12,500 lbs (in fact any weight categories) went out in 1992 when they changed the licensing criteria.Doc wrote:Name one aircraft over 12,500 pounds, you can fly single pilot in Canada? Other than a special situation single seater, like the TBM? And I THINK you need a type rating on a TBM? Then, name one under 12,500 that you CANT fly single pilot? It may be the old rule, but it still rings true.
I have some type ratings on under 12,500 a/c, but they are high performance......but I can still fly them single pilot.
As I previously stated, anything that falls outside the blanket statement on the back of your licence must be typed.
If the aircraft *must* be operated multi crew, or is designated high performance, then you have to be typed on it.
-Guy
