you are exempt
good day,
with your time on the kingair and 1900 you will qualify no problem for the exemption because I am pretty sure that your ops spec listed that those aircraft were flown 2 crew. My friends from Sweden that just finished the conversions all had twin otter time so a Kingair is no different. On the form you fill in for the exams there is an exemption box, just tick it, you dont have to send anything in or ask them. You will also get your Multi crew signed off, all you have to do for that is when you are in Gatwick give them your log books some sterling and they will mail it all back to you within a couple of days...across the hall is the medical office go in there and book or do it on the phone as the waiting list can be up to a month.....
As far as the radio licence goes, I asked the radio examiner, and also the flight school and legally with canucks you must do the radio licence exam. To be honest its not a bad idea as radio procedures here are quite a bit different to canada and its a good way to get familiar with the airspace and how to make certain calls when entering a MATZ OR REQUESTING A LARS..
a matz is military air traffic zone with the radar surv. radiating outward from the airport for 30 nm a Lars is low airspace radar survelliance. When inside these you can either get a RIS or get a RAS..... and funny enough in air law you learn nothing about these just all about ICAO and the different annex. (BS)
Even though I paid the 40 something sterling for the radio licence and did the radio simulator exam (2 hours) the debriefing from the guy was great and I learned so much about UK airspace again something that airlaw doesnt teach you, go figure....
So much is different here, even what special VFR is, thats where this radio test comes in handy....special vfr allows you to enter class a airspace around an aerodrome, only one in the UK right now is LHR...class a here is nothing like a in canada so try and forget all the canadian stuff for now..expecially standard pressure regions and alt setting regions, altimeters change here from altitudes to flight levels around 3000 ft.
As far as the effective range of an NDB, I posed that question to my instructor, I said you are now flying in Londons airspace tracking too a beacon with a good signal, needle pointing as it should how would you know you are out of range, his reply, he wouldnt but this is the training world and this is what you must know up here...As I said when in Rome!!!!!!!
510
ps- that letter you are talking about is for the multi crew exemption. You will come here with a canadian ATPL, when you are finished your exams and your flight training and hand everything into the CAA you will come out with a UK COMMERCIAL LICENCE not a UK ATPL. To get an ATPL in this country you must have a type rating on a multi crew airplane. So when you get your first job, you hand in this exemption to your employer, you do your type training, pass your ride go to the CAA hand them nearly 200 sterling and they issue you another plastic folder with an ATPL licence....
Last edited by 510orbust; 2nd June 2005 at 09:55.