Ouin le monde a pas l'air pressé de répondre. Moi je suis Philippe Chartrand, je pilote pour Air Labrador depuis un peu plus d'un an. Donc en effet on s'est parler plusieur fois, même si je viens juste d'apprendre qu'il y a une FSS à YZV qui s'appel Manon

C'est drole comment le point de vue du monde sur Vref peut varier. Certain pense qu'atterir a Vref est trop rapide et j'en connais aussi qui veulent que l'avion touche entre Vref et Vref+5 à 10. Ça doit dépendre du type d'expérience acquis dans le passé.

Je suis d'accord avec toi bowling, c'est agréable d'avoir quelqu'un qui écrit des posts intelligent et interessant pour garder ce forum en vie.

I think all that experience made me a much better pilot. What I'm saying is when you graduate from college your more ready for an airline type of operation than low 3rd level operation. So they SHOULDN'T have to much problem, but of course there is no substitution to experience.

I graduated two years ago from one of the college that was chosen by Jazz. In that time I flew PC12, B1900 and now just starting the Dash 8 and I kept contact with other from my class with all kind of experience. With what I experienced and saw, I belive that for a graduate it would be almost easier...

If your name is not Bob Hoover you shouldn't even think of roling a transport cathegory aircraft

I work for a 704 705 sked operator, usualy it's better but still didn't have skedule for march

Schlem your right that the 3 for 1 on the pilatus is less than the glide slope (witch is 2.7 ; 1 in calm wind if I remember well). But we tried it a few times simulating a engine failure during 3 ;1 descent and it always worked. Because your at barber pole, you have a few miles level before you get ...

thanks a lot Clguy appreciate

It seems like an intresting job. I just have a few questions, are all the pilots there on contract? if so for how long? What is the difference between a junior and senior co-pilot? And finnally do they look for pilots with a lot of float time or DHC-6 time?

Thanks

Voici une preuve à tous que le terme 0-0 dois venir de la cote nord

CYBX 170900Z 00000KT 0SM -DZ FG VV000 04/04 A3009 RMK FG8 SLP192
CYBX 170800Z 00000KT 0SM -DZ FG VV000 04/04 A3010 RMK FG8 SLP195

C'est peut-être aussi entre autre par la grosseur des avions
Léger = 3 ieme
Moyen = 2 ieme
Lourd = 1 er

Mais c'est sur qu'il y a aussi comment la compagnie est géré et les contitions de travail

19 - F/O PC12
20 - F/O B1900

Where I flew PC12 we used the same power setting. It's true that it reduce the speed, but the fuel flow is lower also so your consumption is lower per mile than if you where cruising at the limits. Another reason why we did that was that when you have only one engine, you don't whant to push it to h...

Allo Pete, En effet, Air Labrador est une tres belle compagnie et l'ambiance est bonne et quand tu peux voir 1973 comme date d'embauche dans la liste de ségniorité, ça montre qu'une carriere est très possible. Pour l'expérience nécessaire, pour le B1900 les derniers copilote a avoir été embauché ava...

Si je me rappel bien de quand je l'ai fait, ça prend 70%, ça coute 35$ et il y a 50 questions dans l'examen. Le meilleur livre pour étudier est l'aérocourse

The Beech 1900 have a Vso of more than 80 Kts but the Vmo is 248, and i'm pretty shure that the King air B100 is high perf only because of the Vso also

While we are on that subject, what is the highest crosswind component you landed in and in what type of aircraft?

I just whant to clarify some thing, first CAT, with the PC12 we often do a route over water that we could do direct and stay within glide distance of the shore, but for our own safety and with a request of transport canada we do a detour to always be at gliding distance of an airport. Arrow, for the...

I have done about 500 hours on the PC12 and I flew navajo before that. from the experience that I have now I would much rater be in the PC12 than the other light piston twin in almost any given condition, especialy in a hot day. There has been many exemple here about if we had a engine failure up no...