Keeping in touch, or being a nuiscance

[Continental-520]

As far as getting the job goes, if I've got over and above the minimum flying experience for companies that I'm trying for, where does one draw the line between keeping in contact with them and being a pest?

I.e. How often is too often to go in and talk to the CP's?

I try and space it out to 10 - 14 days between visits or phonecalls, preferring visits as it leaves a stronger impression.


What do you think?


520.

[the wizard of auz]

Hey bloke, you getting sick of that gig up your way?.
I reckon every 14 days or so is fine, certainly going to keep yourself in their memories.
If in doubt, while your speaking to the CP next time, ask him if your becoming a pain in the ass or not. I had a bloke that used to approach me every three weeks or so, and when I needed a bloke, he was first on the list.

[bushy]

If you are looking for a job in GA, I would suggest you stop rubbishing GA operators.

[Continental-520]

Hey hey Wiz!

Tried to ring you some weeks ago, will retry soon.

Mate, I got tired of that gig about 2 months ago, so I've relocated to places further north as a result.

More info about that and another jolly good fellow we know on the phone soon...

Thanks for the tip.

Bushy, what is meant by "rubbishing" the operators, exactly?

520

[DeltaSix]

If you are looking for a job in GA, I would suggest you stop rubbishing GA operators


huh ?............. where did that come from ?

I dont think keeping in touch with operators once a fortnight is considered "rubbishing".

I kept in touch with one fellow every week for 4 years till I got a job in a turbine with him a week ago.


DeltaSix

[bushy]

Contacting an operator every two or three weeks is not "rubbishing"him, but making statements like "being forcrd to carry overloads in a 206" will not get anyone a job. Anyone who thinks GA is so terrible has no place in the industry.

[Towering Q]

I take it you were "forced to overload the 206" at gun-point.

[Continental-520]

Oh, and what a subtle bushy is he!

I would suggest he may be referring to my post in the "A Pilot's Worth" thread regarding how some pilots are required to fly overloaded at times to preserve their employment status.

Mate, that's not rubbishing them, that's realising them!

I didn't think I'd need to say this, but a need to has obviously arisen. I don't tar all operators with the same brush, not all of them employ some practices, but you cannot honestly tell me that there are more than a handful that do! Still 'rubbishing' them, am I?

Steady on...


520.

[bushy]

Continental 520
With 15000 hours in GA aeroplanes in my logbooks I believe I do have some knowledge of the industry, and how it works. I wonder who is naive. I was never "forced to carry an overload".
You state "some pilots are required to fly overloaded at times to preserve their employment status" This is a very serious accusation, and sugests that there are substandard operators, and substandard pilots doing these things. Can you substantiate this, or is it just scuttlebut? Do you know that charter operators are required to keep weight and balance documents for all flights?
Unsubstantiated statements like this suggest you are a little negative about the industry, and this could be a personality trait which will probably continue if you move up in the world.

The oh so subtle bushy

[Troopy]

Bushy

Weight and Balance sheets can be fudged. And if you think it doesnt go on in some parts of the industry then you've had your head in the sand for 15,000 hrs :suspect:

[bushy]

If you do it do not blame anyone else.

[Zhaadum]

WTF has all this talk about overloading a 206 or whatever and fudging W & B sheets got to do with the orignal question of this thread?

:confused:

[Towering Q]

Yes good point.

C-520...

I don't think you can put a number on it. Each CP is different.

Fronting up in person makes a huge difference. If you come across as being a decent sort of person and have the relevant experience you can leap-frog all those in the 'pilot resume draw'.

If you come across as a twit, or indeed are one, the CP will normally pick it up and give you the 'don't call us, we'll call you' line.

When making the appearance remember that the office girl you 'look down your nose at' may have a big influence on the CP's decision.

Hope this helps.

[Ibex]

With 15000 hours in GA aeroplanes in my logbooks I believe I do have some knowledge of the industry, and how it works. I wonder who is naive. I was never "forced to carry an overload".

Ah yes. That's a very good reason not to do 1500000000 hours in GA.

It seems you might slip down the slippery slope of denial.

Never to return.

Chuckling to yourself, twitching your head and blinking furiously as you head out to your 206.

RIP :(

[runamok69]

From personal experience, I would keep in contact as suggested earlier - drop in a CV, outline your experience and express what it is that you're looking for and then keep in regular contact - and ask the operator if they mind you contacting them every so often just to update your skills and experience and see if there is anything you could help with.

As for the deviation onto dodgy operators, well, like any industry, there are the good ones and the not so goods one. I have worked for both, and yes, I have had threats of losing my job for not going on dangerous or unsafe operations and yes, I lowered myself and risked everything to keep building hours. Thankfully, I made it through and the cheese holes never lined up when I flew. GA is inherently an industry open to exploitation by operators - high overheads, low returns, high number of people wanting to get experience fast regardless - someone will inevitably take advantage of the young folk out there having a go.

Have to agree, bushy, perhaps you have been lucky or just naive as to what others have endured.