Biz Jets, Ag Flying, GA etc.The place for discussion of issues related to corporate, Ag and GA aviation. If you're a professional pilot and don't fly for the airlines then try here.
I've not used the term 'GA'. I didn't wite anything about GA with passengers.
To reiterate. Instructions were issued to crew to position as private flights. Crew refused, jobs given to someone else.
Fire Cat issue? Simple really, it was too low. Your Part A might be clear and I'm sure that you and all the other decent people follow it but that's not to say everyone else is the same. Please, don't shoot the messenger.
Last edited by Scratch Pad : 15th October 2008 at 11:00.
Can I ask a specific and possibly relevant question?
NJ operate to Galway but its too short for public transport jet operations isnt it?...
If NJ do this 'interpretation' of what is commercial and what is private to suit their daily needs does this mean JR will be allowed to as well....? as stated in the thread.
Galwayy pretty cut and dried (no pun intended) isnt it?
Now ladies, calm down. My only contribution is that, as a potential customer of NJ, we were put off by their seeming 'bending' of the rules. At least that's how it appeared. Their willingness to operate into places like Galway, Waterford and other short strips that the competition wouldn't, rather put us off...
commercially into Galway is no problem for most of the small and midsize aircrafts!!
If it does not match the numbers we need, we do not go!
It is that easy.
Flat Spin, your words are music to my ears as a potential owner, however operating to (for example) Galway is not a problem in terms of aircraft performance. A typical scenario would be that the performance charts for a departure from Galway to the chosen destination using the JAR ops performance data provided by our supplier would be consulted. If we cannot depart JAR ops we will not go to pick passengers up, and this does happen.
Then we would look at the conditions for arrival and should we not have the perormance to get in using JAR ops performance data, GA landing data would be used (less restrictive). The reason i have questioned Scratchpad is because he makes it seem like we always position GA and we don't, and that crews who refuse to position GA are changed, and they are not.
They are operating within the limits of the Aircraft Flight Manual which is perfectly safe. My question to Scratchpad of why the regulatory authority (INAC) have not put a stop to this if it is unsafe remains unanswered.
I've been with NJE 5 years and i can still count on one hand the number of positioning flights i have done GA, infact i think one of them was actually Galway!
With respect, it isn't bending the rules, it just means we are using the aircraft to the maximum of it's capabilities to provide a service to the owners.
The INAC question was once explained to me by a Portuguese NJE pilot as being one of 'over the knee'. Of course I have no idea what he meant Nothing improper I'm sure.
As for 'going private' (as opposed to GA) yup, I was asked to do that. Refused point blank and someone else was called in. I can also recall there being questions over fire cover when operating into a small airfield in France, never did get a satisfactory answer either.
Sorry SB but it was an open secret for some time. Not saying things haven't changed but there's some merit in Scratch Pad's posts. If Flat Spin's comments are anything to go by this sort of thing was more widely known than we thought at the time and seems to have cost Netjets some sales. Hope they've learned by their mistakes.
This is my experience on the Lear60, those who knows me know the figures.
First year after delivering a lear 60 the aircraft is more time on the ground doing maintenance than flying, after first year they are good.
If you get a bad one (built on friday) get rid of it, will never fly good.
Lear 60 with one F/A is ok, we always have one on board.
Lear 60XR with one F/A is a pain, galley is designed by Homer Simpson.
Lear 60´s are like Ferraris: attractive, fast but maintenance is expensive.
The older the 60 is the better they are, the new ones....get away from them
Hello to everybody!
I start to get pissed off about airline, so I was getting interested in JR, no idea how it works in GA, but all my friends in NJE are very happy. As far as I know, NJE is still blocked, so why don`t try at JR..
BUT: who knows something about JR? Operational base? Off days? Vac? Salary?
I don't think Jet Republic will even start for another year or so - right? Maybe they start to hire next year. They still need their first aircraft delivered. Does anyone have better information on start up date?
VistaJet may be hiring in the new year - I would also check them out (there is another thread on VistaJet here as well).
The 'man' in question couldnt deliver hours for the largest broker in the UK, so how he has managed to start this (I reserve judgement on funding) I have no idea.
Its like all these 'great idea' people, they lack the ability to put an adequate infrastructure down. Its style over substance yet again.
There is plenty here about the flight perfomance of the aircraft but not so much about the maintenance of the beast...
JB claims that maintenance will be covered by ASF's across Europe. Good luck with that JB! Few of these facilities are geared up for the 60 and even fewer are geared up for AOG support.
This may explain why he needs such a large number of units.. From 100 aircraft, they may keep about 40 operational at any one time (providing that they don't leave them out in the rain - LJ's don't like getting wet you know.
Then we would look at the conditions for arrival and should we not have the perormance to get in using JAR ops performance data, GA landing data would be used (less restrictive).
Hey smeagels boyfriend,
Well if this isn't bending the rules, I don't know what is! It was exactly this sort of 'flexibility' of rule interpretation that put us off NJ.
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