A gliding instructor based here in the summer and in France or Spain in the summer . . something like Ingo Renner had stitched up.
Even though I flew Beavers for three years with immense satisfaction, docking in Trinity Inlet with tide, wind and current all conflicting and with no friggin' dockhand to catch you turned me prematurely grey. (On one occasion 'The Shark' who'd been out on the reef three days marlin fishing, sitting in the right seat was NOT impressed. I was going to ask him if he knew how I could correct my swing, but thought better of it when I saw the mood he was in. Not a man for idle persifilage.)
I still say the joys of soaring flight exceed all others.
(Would love to know just how a carrier landing can induce all three of those claimed benefits. Imagine if you pulled it off as described . . then some C landed on top of you or smashed into you. What would the pathologist make of the contents of your underdungers , BA?)
Yes, this is purely subjective but consider myself lucky to be able to fly an RPT 60 seater turboprop as an F/O, and also instruct ab-initio students at our airline's flight school in a C172. One week, I could be doing circuits with pre-solo students; the next week conducting a VOR/DME or ILS approach down to minima with a full load of passengers down the back. It's the best of both worlds and adds variety to the type of flying I do during the month. I don't think this type of operation happens a lot around the world, but here in Indonesia, it's the norm for airline owned flight schools to call upon line pilots to instuct at their flight school as well.
The ideal? well the most money with the least amount of ball ache and plenty of time with the family. Presently that means my current job. GG, Chuck is right, the reality of most corporate/private work is 24/7 you are connected to your stress berry etc, there is no escape.
5 years of carrier ops for me, the stiff wing drivers earned their pay on Non Diversion Flying but they all look the same on the end of a winch wire
Although this forum is slightly FW centric, there is little true flying around as good as most rotary jobs. Fire ops, any Navy stuff, ambulance work, filming, sling loads, Antarctic ops, SAR, the list goes on.
I certainly enjoy it more than FW, even being thrown onto the deck at night in the looker's seat
Gentleman's hours for the most part, but then there are the all nighters trans-pacific or trying to get through to Mumbai on HF along with what feels like half the EK airbus fleet!
At least Hoggie, its only a 7 hr-ish jet, any longer than that and you need to be able to stand up and pee (or wake the boss up on the way to the one at the back) I always liked the 2000 more than the 900, but the low VFE on them is a pain if you don't like those two stage AB's If you do have a good boss, then a corporate gig beats an airline flogging every time, it does however get a bit stressful when the boss is running out of cash however