Good to hear that bro..Pls say hi to Azrul..the fees is almost the same with the one in Bristol..I would go there instead of Aviation Australia if i know about it earlier..the fees it self+ojt for dual is about 180k..those who got mara sponsor are lucky,since they only need to pay maybe 10-20% from the total..since the passing mark is 75,it so easy for u to get 3.5 and above..

I heard SAE is hiring,maybe u can apply over there after u finish your OJT ?

intensive ? what does he mean by intensive ? we used start at 8am and finish at 3.30pm,monday friday..now we start at 7.30-2.30 but with shorter morning and lunch break..during my ojt,i start at 7.30-6pm..when i think of it,like u said u stay back till 530am just to watch those eng,we need to make sacrifice at some point..i admit i dont have fun social life in here,but i got what want and this is something good for my future..

while u there,pls learn how to fill up the DR(discrepancy report),get used to the manual,understand the working procedure,understand the task card,basically,just learn what ever u can..my friend who working in sae was sent for the A320 typecourse even tho he havent obtain the basic license yet..

I’ve been following this discussion with much interest. I found it “amusingly funny” when you claimed the above statement unless you could come out with the said name and I will accordingly consider myself justified 

I'm here not to intimidate anybody as I was referring to him/her earlier statement and please do not jump into your own conclusion. I'm just curious on what basis his/her friend managed to go for the type training without a basic license, sponsored by SAE and the said person is presently working for SAE. Do you think SAE is so damn stupid?

Agreed, aviation is a small world after all here in Malaysia and believe me... i know you as well. Get your basic license first before you may show your aviation prowess 

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Added on May 4, 2012, 12:18 am

I'd love to know his name. Gimme a nameeeeeeeeee  And if I don't like you, how? 

wow! so impressive!
so many sifus in here.
best of luck to all.
im taking B2 DCAM Part 66 and employed.
wish me luck guys!

*offtopic*
anyone selling Britelite Kamper here? pm me pls...
thanks TS.

You're saying Malaysia's using EASA now?
and we can get our license without LWTR, just work with planes then take Exam ?

Hi guys,

i'm currently doing my b1 in taeco. Is it worth to do my type rating at this moment.. please advise..

how long does it take to complete type rating course? which college offer this?

so i have heard that with EASA PART 66, u can work with AA, SIA,Emirates n all.. but with DCA is only MAS.. Does that means EASA is better?

Is it recommended to take EASA Part 147 instead of Part 66 since Part 147 is recognized and u only gotta do 3 years minimum work experience to qualify for d license

If im not mistaken,there are other country that accept DCA part 66 license.

It depends,where u want to work ? in which country do u think they will hire u ? I did Part 147 in mecha n avionics,so i got the cert of completion and recognition(because i did the OJT,if not only completion)..DCA didnt accept the cert,in order for me to get dcam license,is to do whole exams again..so the best way for me now is obtain the caa license,then only convert to dcam by sitting human factor and air legs.

The DCAM license is obviously recognized in Singapore, Brunei, Hong Kong, Australia, New Zealand and the Middle East.

For all intents and purpose, honestly where do you wanna work?
EU? Forget it. The best paid employers are in the middle east eg. Emirates, Qatar etc.. Singapore is actually a good place to work.

Now, no one would employ you with just a non type rated license. You must have experience in the type.. no less than 5 years, preferably 7 or more.. now what does that mean?
You have to start locally, ie Malaysia then after getting the necessary type ratings (B777, A330s, etc are essential) then work your way 'out'..

And this is generally true.. to practice/work in any country, you must convert your recognized license to the local license issued by the local regulatory body by sitting and passing, of course, their air regulation examination(written). You may be required to sit for an oral if they so required, airlegislation and or technical. A pre-requisite to that is a letter of offer/appointment letter for your employer and working visa.

Nothing at all. I am also disturbed by the sudden interest with EASA-66 license and some local higher learning institutions riding on the band wagon to make a good quick buck.

Bear in mind B1 & B2 EASA-66 license is a MECHANIC's LICENCE for LINE MAINTENANCE CERTIFICATIONS ONLY as oppose to DCAM's Part 66 B1 & B2 which is an ENGINEER's LICENSE, hence the differences in the syllabus..

I hope you're clear in this. Ask your En. Adnan lah!

NIlai's grad; Yup.. the reason why they will be 'stucked' at that level for quite some time...

With a diploma and NO experience (minimum 2 years) you are no where near to be employed as an aircraft technician.
There are several 'aviation experts/specialists' in MIAT who are licensed engineers, why not ask them?

There is also a Part 66 Help Desk here:

https://www.facebook.com/groups/529234997117883/

I cant. i no have enough creditss lorr

There are 140 pages worth of postings here, surely there are more than enough answers to answer your question.

i know buy i cant find definite answers. coz i dont want to spend 100k and then cant get apprenticeship for the 2 years experience to get my b1 license

Not good enough, unless they're Part 147 ATO.
OJT is not a substitute for a live aircraft experience. Take it from an assessor.
That 737 thing is just a sale pitch.

Have you read AN1101?

In aviation, there's always a reference document to show/point/guide/instruct. Get use to this mindset.

The authority here in Malaysia is DCA. There is a wealth of information on their website and also local ATOs that will repeat the standards and requirements of DCA.

forum and threads such as this and flylah among others have similar info too. Start searching and reading!

Someone (Johnmax, post #2777) posted a graphical flow of path to take to become one. Did you missed that or you do not understand?

Please ask very specific question/s.. AFTER you've done your homework, ie reading.

Thank you.

BTW, there no such thing as 'FROZEN LICENSE'! Coined up by one ATO to 'misled' the public...

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.

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.

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

btw,for caa.uk only 6month.

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.

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.

That was a really bad news for trainee... Warehouse and Central tools store bored like hell especially warehouse can't learn much things there. 737 and Myanmar aircraft only? They don't come frequently when the time I do my practical there, and sometimes not 'e' check so trainee couldn't work on it as well.

Trainees are not allowed to 'touch' from the legal point of view.
They are not employees of SAE, as such they are not approved under SAE quality system to work on ANY aircraft for that matter. The approval that SAE gained from DCA and subsequent audit and approval from AirAsia (or other airlines) did not cover any work from any trainees. Only approved employees/staffs of SAE.

Now you see why?