Paul Jeeves

my awesome adventure

Never drop the airplane in order to fly the microphone!  

As a youngster I was interested in how things work and all things mechanical. Indeed, growing up on a farm with a father who also owned a metal fabrication and manufacturing business meant that I knew my way around a toolbox and a machine shop. By the time most kids my age were starting their first newspaper route, my weekends were spent fabricating, welding, assembling and repairing lengthly lists of projects.

I was also remarkably interested in Space and Aeronautics, which should not seem surprising since I was born into the era when US President John Kennedy tasked NASA with the mission to conquer space and land on the moon. Naturally, my early career thoughts were to become an aircraft engineer or mechanic.

Anyways, under the Christmas tree one particular year was the first edition of The Encyclopedia of Space. Shortly afterwards, for my 9th birthday, my grandmother gifted me a remote-controlled airplane. The final nail in the inspirational framework was Mr. Brown’s high school rocketry class where I experimented with the idea of a vertically launched, rocket-powered glider (similar to the Space Shuttle). Sadly, on launch-day, half of it remained on the pad whilst the other half scattered itself in every cardinal direction.  

Related to flying, my first flight in a small aircraft also occurred when I was 9 years old. Of course, I was a passenger but the pilot allowed me to manipulate the controls. I was hooked and began showing up at  local flying schools  when I was around, thirteen.  Following a brief stint as a mechanic, I gave up dirty finger nails and smashed knuckles for a career as a pilot (being paid)that began in the early 80s.

In early 2002, following nearly 20-years of flying, including; Flight Instruction, Bush flying, Air ambulance, Charter, Airline, Special Air Operations, and serving as an engineer in the US Navy, I joined an international Airline Crewing Agency which provided pilots to airlines around the world on both short and long-term basis.  

Since then I've held positions as a Captain on the Airbus A320 and A330, and the Boeing 757, 767, and 747.  I've been based in places such as; Malta, Taiwan, South America, Africa, Vietnam, Singapore, Saudi Arabia, Pakistan, Seychelles, and China, and have held positions/responsibilities including:

• Pilot, (including Captain, First Officer, & Second Officer)

• Flight Instructor, 

• Check Pilot/Airman,

• Safety Officer, 

• IOSA Auditor / Investigator

• Flight Standards Specialist,

• Flight Operations Manager.

References  / Referals

Summary of Flight Time (Dec 2023)

Total Hours          24,273

PIC (Multi-Crew)     19,794

Multi-Engine          22,852

Jet/Turbine          20,628

Instructional          >2500

Certificates Held

Canada          ATPL     Single & Multi Engine      (B757, B767, BE10/20/90, E-170, EA32 (A320), EA33 (A330), PA42)     

USA           ATPL     Single & Multi Engine      (Ratings:  A320, CE-550, SA-227)

EU               ATPL     Multi Engine                (Ratings:  A320, SA-227)

Vietnam          ATPL     Multi Engine                (Ratings:  A320, A321 & A330)

Seychelles     ATPL     Multi Engine                (Ratings:  A320)

Saudi Arabia     ATPL     Multi Engine                (Ratings:  A330, B742)

Pakisan          ATPL     Multi Engine                (Ratings:  A330) {License Validation}

China           ATPL     Multi Engine                (Ratings:  A330/A340 & B747-400)

Singapore     ATPL     Multi Engine                (Ratings:  A3#0)

Types flown:  A100, A320, A321, A330, A340, A36, AA5B, B100, B200, B-47*, B747, B757, B767, B90, BE58, BE76, C-180, C-337, C-150/2, C-170/2, C-208, C-402, C-550, C560, DC8, DHC-6,  Fleet Canuck, L-188, OV-10, PA-34, PA-31, PA-34, PA-42, Pitts S2, P-51, SA227, SC7, RX550, T1040, T-6, T33, 8KCAB .

Memorable Events

1983 -  Engine failure due to fuel system malfunction  (Grunman Tiger).  Vancouver, BC, Canada.

1986  - Propeller governor failure resulting in engine shutdown and diversion (Piper Cheyenne). Timmins, Ontario, Canada.

1992  - Landing gear failure resulting in a gear up landing (Lockheed).  Kenai, Alaska.

1994  - Loss of thrust in both engines due to incorrect maintenance procedures resulting in ice build-up on both enngine intakes  (Shorts Skyvan) KI Sawyer AF Base.  

2005 - Uncontained Engine failure (Airbus) at Guangzhou, China.

2020  - Bird Strike with resulting loss of flight instrumentation (Boeing 747) at San Fransisco, California.

Intro, Experience, References...