What about the "Engineering Trainee Programme" ? Could you give me more details about it ? haven't heard of it.

The reason being, they have stopped the programme a while back.. I'd say in 2008.
Now you're back in square one..

Aww.... square one..... Now I realised alot of staff around are doing with requirement of 5 years experience after I asked around. But just.... not really willingly to take, hope there is better alternative !

One more question, which is the DCA Malaysia's part 145 organisation ? (or where I can find the list of it?)
I didn't realise GE Engine Services is one of the EASA part-145 in Malaysia.

This post has been edited by guitar89: Jun 1 2013, 09:50 AM

List? What list?
There are actually quite a long list of DCA approved companies in Malaysia. Too bad such a list is unavailable but maybe you could write to DCA someone might response?

Well, before I joined this industry, this thread was also almost 100 pages long and I actually spent time to read almost every single page of it, so why can't you? It's not really that hard

Oh, so you're a DCA Assessor as well

so when they refer to 'frozen license', what does it actually means? Usually 'frozen license' they refer to those Nilai or MIAT students who's live aircraft experience do not meet up with the required numbers correct? Is there anything more behind that? And I think I know which ATO you're mentioning

From what I'm learn from the past (which is improper), so called "frozen license" are people who have finished prerequisite for Type Rating. Such as finish EASA required module, and 5 years experience, etc.

The only time when the term 'Frozen license' was used when DCA Malaysia was still using BCAR Section L.
It was for MIAT's license programme. Their Diploma programme was paired with Section L, after completion of their diploma programme, within 6 months the eligible students was on OJT and sit for DCA's written and subsequently oral exam.
Those who passed were on 'Frozen License' until they completed a 2 year live aircraft experience, submit their work schedule to DCA and if accepted, only then their license will be issued.
As you can see it was only for MIAT's training programme in which MIAT was an ATO under AN85.
Since Part 66 the term 'Frozen License' was no longer used.

A certificate of completion of your Part 66 modules is no where near a license as you must:
1. complete your minimum of 2 years LIVE aircraft experience
2. assessed by an Approved Assessor
3. recommended by the Assessor to the Regulatory Body to be grant the Part 66 license.

This is the path that a Part 66 candidate has to take and I don't see any possibilities of a 'Frozen License'. This need not be confused by the similar term used for the pilots.

Please no more confusion and don't let any establishment pull a fast one on this.

This post has been edited by jazzy939: Jun 6 2013, 09:47 AM

got an email from MATA student.

"I am graduated from Malaysian Aviation Training Academy (MATA) with a DCAM part-66 Licensed Aircraft Maintenance Technician majoring in Airframe and Engine."

This post needs to be pinned in the first post


Sigh

Unfortunately this is one of the establishment that 'abuses' the term license and 'frozen license'..

MATA training is headed by an EX license engineer whose license has LONG expired. MATA used to be an approved ATO under AN85 but I don't think they are a Part 147 ATO now.



This post has been edited by jazzy939: Jun 6 2013, 10:19 AM

So the main concern isn't about part-145 AMO, but to get assessed is more pressing issue ?

What about DCAM ? getting experience need to specify on part-145 ? (didn't found any list of them) As long I'm working on Live Aircraft for required period (5 years maximum) then it is fine ? or I have to find some validator or other procedure ?

Another question is examination period relation to experience. We need to have both experience and required module examination to get the basic license, all module must be completed within time frame of 5 years. (from registration onwards, or from date of first examination ?)

Is there relationship between exam time frame with taking experience, example:
~After I finish all module in 2 years, is there any limitation I must take my experience not after long ?


As per AN1101, 4.6d "Experience Requirements":

Does this means the one year must be at least from the time you register/first exam ?

lets say u goin to endorse december 2012.so u must log your work sched from jan 2012.

btw,for caa.uk only 6month.

Hello everyone ! Can I know how's the specific demand for both fixed wing and rotor in Malaysia for current time and in 5 years ?

Thanks !

This post has been edited by aimanace94: Jun 7 2013, 11:29 PM

How we supposed to know?

I'm an APR trainee and hearing from instructors and engineers' advises , currently rotor is in demand although the industry is quite small . There's also a flood in fixed wing graduates , but will the upcoming 200 brand new A320s by AirAsia fix this ?

What I'm trying to say is , in about 5 years , will fixed wing or rotor be having a bigger demand ?

This post has been edited by aimanace94: Jun 7 2013, 11:47 PM

Even with 200 brand new aircraft,if the graduates doesn't have the license,it won't help anything.flood with graduates yes,not flood with lae.we won't know until the time come.demand is like our economy.which one to choose?i would say both.rotor is just one extra module.

Honestly, the aviation industry is kinda 'stagnant'. Aviation is a very capital intensive industry, many(clowns,idiots and jokers) wants to jump in and thought they can make money overnight... too bad.
The regulation is also not very supportive in terms of industry growth and nobody seems to be taking the lead. Don't ask DCA, they're just 'Regulatory Body'..

It seems now that Rotary Wings and B2 for both fixed and rotary wings are in demand.
Don't be fooled by 200 A320 numbers. AirAsia or even Malindo wants 'ready made' experienced engineers. They don't have time (and money) to train newbies...
My advice? Stay away from B1.1, if you can afford to pay for a type course, pay and do it yourself.. you're more 'marketable' by then.

This post has been edited by jazzy939: Jun 8 2013, 12:40 AM

All correct

So for new guys read this haha

Thanks for the explanation.

As usual, sifu Jazzy's post is informative and straight to the point

Now I'm slightly worried about my own log book. My first OJT I went to SAE, i written down only about 10% of my jobs done as it was abit hard to locate the task cards and engineers in charge plus quite a number of the jobs that I've done there are small jobs like removing, cleaning of panels and all which is not written specifically in task cards.

My 2nd OJT in Mycopter was kinda unlucky as when I entered, they just ended their previous contract with the navy, entering a short hiatus period and thus there weren't many jobs for me. Most of the jobs there at that time was either Avionics or workshop related. In Mycopter I only managed to collect 5 or so tasks in total which includes weighing of aircraft and checking CofG.

Feeling kinda lucky now that I ticked the 'Rotorcraft B1.3' box 1 year ago. Out of my class of 7, only 2(me and another classmate) chose B1.3. Helicopter is also more interesting to me especially the way the mechanics of the aircraft works and it's theory of flight.

In SAE currently trainees are not allowed to work on AA aircraft anymore due to some reasons. Only those like 737, or myanmar aircrafts are alowed.

Pity them sent to warehousr and tool crib.