Jumping from a Chieftain to a Global Express XRS. Advice needed please!!
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Join Date: Jan 2008
Location: S.E Asia
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Thank you again and again for all your kind advices 
S.F.L.Y, this aircraft is privately owned, so i guess it will not be operated under an AOC (kinda Part 91, i think). My dad, who has no aviation knowledge what so ever (as i early mentioned), is starting to get annoyed with me asking too many questions regarding this.....he kept telling me to wait for the training to begins but I also keep telling him that i do not want to be a 'baby sat, unprepared' low time co-pilot when i get there
, so i still have no idea who is/will be managing both my training and the aircraft i will be flying.
Anyone who happens to work or have anything to do with the BD700 production line, please p.m. me to shad any light of who is managing this aircraft and when exactly this aircraft will be handed over (i was told it is end of March.... (i don't think there are many A6 tail number aircraft sitting around on the finishing production line
Cheers
Champy
S.F.L.Y, this aircraft is privately owned, so i guess it will not be operated under an AOC (kinda Part 91, i think). My dad, who has no aviation knowledge what so ever (as i early mentioned), is starting to get annoyed with me asking too many questions regarding this.....he kept telling me to wait for the training to begins but I also keep telling him that i do not want to be a 'baby sat, unprepared' low time co-pilot when i get there
, so i still have no idea who is/will be managing both my training and the aircraft i will be flying.Anyone who happens to work or have anything to do with the BD700 production line, please p.m. me to shad any light of who is managing this aircraft and when exactly this aircraft will be handed over (i was told it is end of March.... (i don't think there are many A6 tail number aircraft sitting around on the finishing production line
Cheers
Champy
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In UAE there is nothing like part 91. You need an AOC for any type of operations, as such the aircraft will definitely be managed/operated by an operator. I strongly recommend you to get in touch with them as many have excessively specific requirements for flying crews. You should make sure everything is ok between you and them well before going for the training, otherwise things can go sour.
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Ahh, got it!!, thanks for the head up, that kinda explains the reason why they told me i need to leave home 4-6 weeks prior to the aircraft delivery date (coz i know the course only takes 21 days)
, again i will try my best to get more info despite the layers of communication complication
, again i will try my best to get more info despite the layers of communication complication
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With all due respect, try and get your licensing stuff in order with your new 'employer' first. They will be sending you on your training and will provide you with the documents that you will present to Bombardier. You will be expected to operate the aircraft to the same tolerances and Practical Test Standards as the captain. Once you get your traing slot you will be told which on-line courses that you can begin and you will receive a password for them. That document you are using is 6 years out of date so don't waste your time memorizing numbers from it. Your biggest detriment is lack of experience so I would recommend you spend some time learning generic aircraft systems like pressurization and bleed systems, perhaps how a jet engine works; know your ifr rules cold. The rest will be taught to you in class in a structured learning environment that integrates ftd and sim with classroom. Do not expect to do ANYTHING except study and work your *ss off for 3 weeks. All of this is coordinated through your CP or your captain - ask them.
Have fun and enjoy the chance to learn a spectacular aircraft!
s
Have fun and enjoy the chance to learn a spectacular aircraft!
s
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Thanks xsbank, with respect to the documents i had (the 6yrs old one), there was a gentleman here kind enough to send me the whole updated ones (2009 FCOM, QRH, AFM etc.). I have just also been doing a few online courses such as jet transition, RVSM, oceanic RNP etc...)
About my license, i hope there should be no problem because i am holding an ICAO CPL which was converted from a JAA Frozen ATPL (there is no fATPL in my country). I have ask a few people and had a few different suggestions
1) my class mate from Kuwait who is flying for Kuwait Airways and had his fATPL unfrozen by sending his proof of hours etc. back to the UK (i am still not 100% sure if i understood him right, he may have been converted his JAA fATPL to the Kuwait one when he first started the job, i will double check with him again)
2) another gentleman from this web has told me that there is no such a thing as fATPL in the UAE, so i will have to sit the whole ATP exams again when i reach the hours no matter i have sat the whole JAA ATP ground
(i am now just over the 1000hrs mark).
So is there any suggestion of any least complicate method to do this conversion stuff, bearing in mind that i will have to go back to the UK from here to get my IR ME class 1 revalidated if i have to convert my license from the JAA fATPL... OR should i just forget my JAA one and convert my current CPL to the UAE CPL??? (because as u know, license conversion is far less hassle than sitting the full exams)
(2009 FCOM, QRH, AFM etc.). I have just also been doing a few online courses such as jet transition, RVSM, oceanic RNP etc...)About my license, i hope there should be no problem because i am holding an ICAO CPL which was converted from a JAA Frozen ATPL (there is no fATPL in my country). I have ask a few people and had a few different suggestions
1) my class mate from Kuwait who is flying for Kuwait Airways and had his fATPL unfrozen by sending his proof of hours etc. back to the UK (i am still not 100% sure if i understood him right, he may have been converted his JAA fATPL to the Kuwait one when he first started the job, i will double check with him again)
2) another gentleman from this web has told me that there is no such a thing as fATPL in the UAE, so i will have to sit the whole ATP exams again when i reach the hours no matter i have sat the whole JAA ATP ground
(i am now just over the 1000hrs mark).So is there any suggestion of any least complicate method to do this conversion stuff, bearing in mind that i will have to go back to the UK from here to get my IR ME class 1 revalidated if i have to convert my license from the JAA fATPL... OR should i just forget my JAA one and convert my current CPL to the UAE CPL??? (because as u know, license conversion is far less hassle than sitting the full exams)
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Give Bombardier a call, 1 514 344 6620 and explain what you have and what you need. They have SFEs that can do your checks and licensing in the sim and their Standards department will determine the suitability and requirements of your license.
It'll be longer than 21 days--it is at least 24 or 25 now that HUD/EVS is integrated into the TR course and eval. But the training will be very thorough and complex; it will be challenging, I can assure you. Once you take delivery, you should have pilot support for two weeks with a qualified pilot to take your department thru in the Entry Into Service phase
GF
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If you're trying to get ahead, I agree to contact the training facility to obtain some training materials, another previous post that mentioned handling the big jets is great information, if you are operating the PA-31 single pilot, you are already well ahead of the program, the jet will be easier, enjoy the school. 
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Champy, you need to practice sitting in your armchair for 12 hours without getting a sore butt, and how to select what refreshments you would like during those 12 hours!
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Paradise Lost, you don't need to select your refreshments... for you it's always coffee.
I've recently moved to the GLEX from instructing on PA28, so I know it seems pretty daunting. When I trained I couldn't find a good FMS simulator, the only one available was only capable of taking you through a couple of examples. Here's the two things I'd recommend:
1. Learn about the automatics. If you understand them, it unloads you so much for everything else.
2. Everything in these large aircraft has a procedure to it. Fly by numbers. In the real world a little bit of creativity may be required, but in the sim just do everything as and when the manual says. Monkey see - monkey do. Then there's much less brain work involved. This applies to everything from "When should I put the slats out for the approach?" to "
LEFT ENGINE FIRE!" If you just do it in the sequence it says in the manual, cool and calm, you've got all the time in the world.
Oh yes, and finally... don't overdo it! My training reduced me to a gibbering wreck! I worked too hard. This was probably counter-productive.
I've recently moved to the GLEX from instructing on PA28, so I know it seems pretty daunting. When I trained I couldn't find a good FMS simulator, the only one available was only capable of taking you through a couple of examples. Here's the two things I'd recommend:
1. Learn about the automatics. If you understand them, it unloads you so much for everything else.
2. Everything in these large aircraft has a procedure to it. Fly by numbers. In the real world a little bit of creativity may be required, but in the sim just do everything as and when the manual says. Monkey see - monkey do. Then there's much less brain work involved. This applies to everything from "When should I put the slats out for the approach?" to "
LEFT ENGINE FIRE!" If you just do it in the sequence it says in the manual, cool and calm, you've got all the time in the world.Oh yes, and finally... don't overdo it! My training reduced me to a gibbering wreck! I worked too hard. This was probably counter-productive.
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Champy, if you get to the UAE and find yourself short of a warm body for the left seat, lemme know, I just walked away from yet another closed down shop....yes I am current on BD700. Good luck with training...drinking from a fire hose is what they call it!
Ciao
DC
Ciao
DC
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Champy, one challenge I had many years ago was leaving the single pilot ops and learning to fly with someone else calling the shots.
If you haven't already, try to get hold of a multi-crew ops book/material, which can give you a good insight into 2 crew operations on all levels of performance machines-enjoy.
If you haven't already, try to get hold of a multi-crew ops book/material, which can give you a good insight into 2 crew operations on all levels of performance machines-enjoy.
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What a big step!
You can ask a lot of numeric docs in montreal before going, they will be happy to help.
Keep in mind that there is NO day off during the initial course.
It' a lot to swallow event coming from big jets.
Good luck & congrats!
You can ask a lot of numeric docs in montreal before going, they will be happy to help.
Keep in mind that there is NO day off during the initial course.
It' a lot to swallow event coming from big jets.
Good luck & congrats!
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The Course goes Monday to Friday, Sa & Sun off with the possibility to go into the SIM/FTD for a free 2 hour session to exercise cockpit flow.
Second week finish Friday with the TRTO exam.
Sunday 1st sim session, Friday than the LST.
Yes, lots of stuff, but manageable
Yes, there are "OFF' days scheduled, but with all the material to study, one better use most time available to get up to speed!!
It is manageable!! hundreds of pilots did it before you, hundreds will do it after you.
Second week finish Friday with the TRTO exam.
Sunday 1st sim session, Friday than the LST.
Yes, lots of stuff, but manageable
Yes, there are "OFF' days scheduled, but with all the material to study, one better use most time available to get up to speed!!
It is manageable!! hundreds of pilots did it before you, hundreds will do it after you.
