So what's the bad? I've been to the Emirates so I'm familiar with some of the downsides of the country itself, but what about the downsides of the job there? I'm getting a bit fed up with the situation with our employer here in Canada...

The centre is in newton, a part of surrey near 72nd ave and King George blvd. This is a bit of a rough area, but on the bright side housing is relatively inexpensive. I'd look for an apartment or basement suite in the general area. I see several suites on craigslist for rent. If you have a specific ...

The employee referral program seems really unfair to me Yes, it does seem very unfair to those of us off the street. However, they have to do something to increase the suitability of applicants, since the ATC courses have a sub-50% success rate. Since no one in the world has obviously found a consi...

More than any other reason, tattoos represent questionable decision making. Period. End stop. It will affect your career if you are unable to hide them. Period. End stop.

I know that westjet typically operates several flights under the same flight number when the same aircraft is doing the flights. Can someone explain to me how wja697 (b736) ywg to yvr gets cancelled more than a day prior for "mechanical" reasons, yet the first leg of that flight yul to ywg wja697 (b...

RMK SC6 SPDR2

pile_it wrote:HST was voted out of BC a few months ago now....you shouldn't get anything in the mail for that.

HST is still in effect until 2013. Anything bought between now and then will be subject to the current taxation rules.

I would comment, but since my post might be deleted by overzealous moderators, I don't think I will bother. You can consider this my last post on this forum.

Technically the controller must state "balance of route unchanged" after cleared direct sumspot. Unless you are given hold instructions or there is some ambiguity in the instruction, the controller would expect you to continue with the original clearance after the intermediate direct routing even th...

Cyyj is well staffed and a tough spot to get to on a seniority bid.

You can also "transfer down" to a lower level operating position. You can only do this once in your career, and only after 8 years of operational service. Once you have transfered down, you can transfer back up to a higher position or laterally to the same level if you wish.

You are going to have much better chance at getting a training slot if you dont restrict yourself only to tower training slots. Apply and take what they give you. You can apply for transfer to a tower after 2 years on the job if they end up offering you IFR (area control centre, radar controller, li...

When you work traffic all day you might not know the winds aloft to the nearest knot but it's not that hard to tell who is indicating way over 200 knots.

There is no practical difference between a CAT 1 and a CAT 2 medical besides the frequency with which they must be renewed...a CAT2 has double the valid period of a CAT 1, ie 2 years, and 1 year after 40 years old.

We aren't perfect and make mistakes, the controller may have forgot to issue a restriction until past the ideal time etc...If the restriction is impossible, or might cause an excessing deck angle let the controller know.

You haven't started flight training yet. It's not too late. Get out now before you lose years of your life and even more years of debt.

We have defined criteria on who is allowed up into rvsm airspace without being rvsm equipped. By our manual of operations, weather is not an acceptable reason. In many parts of Canada, there is a high/low split of specialties at FL280, so anything above is quite often into another sector, requiring ...

Thanks much for the reply guys. I am a little surprised that there are no minimum descent rates expected. I believe that in the U.S. atc expects a min. descent of 1000 fpm. Another pilot told me that atc expected a minimum of 500 fpm in a terminal area in Canada. I had never heard this. The reason ...

There is no general rule. I expect rougly 5-800 fpm from a piston a/c, about 12-1500 fpm from a turboprop, and maybe 1500-2000 from a jet. Then there are all the other variables like differences in types, and the phase of flight (ie descending through FL380 and descending through 8000' on the downwi...

Generally if operationally feasible (traffic, procedures etc.) I will ask the aircraft if it wants more direct, and if so where to. I understand planes will file sling shot routes to take advantage of winds etc. On the other hand, sometimes I NEED an aircraft to go somewhere for procedures or traffi...

My recommendation to you would be to list everything you have done in the best way the menus allow (sorry I don't know how the current application system works). If it makes it sound like you've graduated be sure to clarify in your CV or during an interview should you get to that point. In terms of ...

YYZJuice wrote:

koberinski wrote:What do you mean by phraseology?

"Traffic 12 O'clock 1 mile, opposite direction, same altitude"

You forgot the aircraft type....

It's true that a properly equipped aircraft and a properly equipped airport, when combined, can land with no visual reference to the ground before the aircraft touches down using automated systems.

Arrival controllers and tower controllers know where the aircraft want to be. If you are not being offered the south runway, there is probably a reason.

That is bizarre. I see no reason to give a full route clearance if it's the exact same as the flight planned route. I also don't know anyone that clears aircraft via both a victor and jet airway when they are one and the same.

It may potentially be someone in training.