Is it better to first aim for M1 and get an ACA? Then aim for M2 once I aced the M1? [Got to learn to walk first before going for a run, right?]
As far as walking before you run, it's all nuts, bolts and electrons, no matter the category. Someone will be there to keep you in the right lane and see you don't out pace yourself.
I'll give you some examples:
I used to work with this person in an airline and we were both fresh out of school. After about 3 years, he decided that he was bitter with the company and left (he got really involved with the politics of the company). I stuck with the airline cause I didn't really care (Minded my own business). It was a decent paying job and good benefits as an apprentice. We were making 25 a hour as an apprentice. Many places out there wasn't paying that much. Anyways, he took a paycut to go to this new company that operated King Air/Cessna/Piper Navajo. Lets just say, it's been a few years now and he is still unlicensed. I got my M2 license a couple months after he left. Wage went up and was on an endorsement course not long after.
I eventually left the airline and went on to try out some new stuff. I got to work for this company that operated both M1 and M2 aircraft. They had a plane (Beechcraft 1900C/D) that was considered both a M1 and M2 type plane. So you can fill out 2 logbooks at once whenever you finish a task. All the guys working there had their M1/M2 licenses.
If you're going for your M2 license, look for work in airlines or big overhaul shops.
Airlines/Regional/Charter/Cargo: Air Canada, Westjet, Jazz Air, First Air, Canadian North Airlines, Air Transat, Cargojet, Central Mountain Air, North Cariboo, Sunwing, Canjet, Westwind Aviation, Transwest, Calm Air, Perimeter Airways......I can only think of these.
Overhaul shops: I think the biggest ones right now are Kelowna Flightcraft and Premier Aviation. Premier is desperate for people in their Windsor facility, so maybe look into that.
In the companies I mentioned above, some of them operate M1 and M2 planes, so you'll be able to work on both of your licenses if you get in with them.
Remember to write down the dates and tasks you did everyday in a notebook. You will thank yourself later.
I agree with GyvAir. You'll get your endorsement course if you are deemed competent, hard working, and don't do big screw ups.
The airline I am working at now gave an apprentice a Boeing course after 2 years in the company.
Another person only have his M1 license and he was given a Boeing course right after probation.
None of the guys have to sign any contracts. So that was nice.
Furthermore all/most employers do pay for the endorsement courses when you get your M2. They need people tom sign there logbooks, anyone can work on the plane. As an apprentice just concentrate on getting into the industry, working hard and building upmcontacts/references.
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I found that M2 experience was much better going into M1 than vice versa. Mind you, I worked in a non-union overhaul shop so I got a huge range of experience (no pigeon holing tasks like you see in airlines) and my M1 experience was all on light piston aircraft which was a complete gong show only mitigated by the extreme simplicity of the aircraft. It was M2 experience I drew on later to work on M1 turbine aircraft like the Conquest and Skyvan.....
Let the employer decide with courses and experience to allow them to sign it out.
It is true M1 is a little more used to thinking for themselves. The manuals are not as in-depth with job instruction cards etc. Big aircraft are built to be maintained anywhere in the world with less English comprehension work forces than Canada. Parts replacements for dummies.
M1 you might get a MM that says install and rig per general tension values etc.
M1 and M2 already also sign out any size of helicopter too. It's time for them to drop the category. At least previous to the year 2000 when the licence model had some actual break down to keep experience in areas. Even in M1 world there is a huge difference between working on Beavers and Cessna's then going to work on King Air's or Turbine Helicopters.
I still say aim for the type of work you think you want to do.
I never learned more, in less time, than working on old-ish, hard-flying King Air, Metro, Twin Otter category aircraft. Immerse yourself in a bunch of these and you will quickly learn a lot of skills that transfer up or down in aircraft size, not to mention filling up your logbook with genuine tasks completed.david_351 wrote: I find that working on King Airs, Twin Otters etc will teach you a lot more then bigger stuff. There is more troubleshooting in the M1 world.
Whatever you decide, try to stay your course until you get something under your belt. Jump around too much and you risk ending up getting nowhere.acidgambit wrote:Anyways, he took a paycut to go to this new company that operated King Air/Cessna/Piper Navajo. Lets just say, it's been a few years now and he is still unlicensed. I got my M2 license a couple months after he left. Wage went up and was on an endorsement course not long after.
Depending on the TC office/inspector, you may find that your time towards your first rating - not just the tasks - won't be fully counted towards issuance of another rating. See CH 566 Appendix A. Be prepared to work another year specifically on aircraft covered under the new rating sought.robertw wrote:My experience with TCCA was that they would let you could count experience from an M1 or M2 category aircraft towards an M1 license. Once you the task was counted as credit towards an M1, it was no longer eligible to be counted as credit toward an M2 license even if it was an M2 aircraft task. The best advice is to keep 2 separate logbooks one for M1 and one for M2, but a task you completed on one aircraft can not appear in both books.
And as per what Casey says.. don't be too picky. Any job working on airplanes, be it 150s or 777s, is going to beat slinging coffee any day!