Typical Pilots Day

[edd2000uk]

I'll shortly going to be starting my ATPL training and would be interested in hearing from current pilots what a typical day is like. I'd like to hear from schedule (long and short haul), charter, turboprop and any other type of commercial pilots. Also are there any interesting stories that have happened on flights/stopovers?

Look forward to hearing from you.

[Knold]

Coffe and days off

[exeng]

Wake up at 04:30, fly there and back twice in very busy airspace. (Europe) Often very bad weather in winter with de-icing at each departure and an on limits approach on each arrival.

However I'm lucky, cos' I'm not flying for Ryanair. They wake up at 4:30, fly 'there and back' twice in very busy airspace and then do another there and back again in case they hadn't got the hang of it the first two times.

Having said all that, there is the late start with only one sector flying to a good destination in good weather with a good crew looking forward to a nice pub.

I'll deal with longhaul next week.


Regards
Exeng

[Tight Slot]

forget the pain, he cant hurt you now! I've been flying jets for four years now, and bloody hell, its still better than working for a living... most of the time

[Flap 5]

The main problem with this job is that there is no typical day. When I first started flying I went to the bank after a busy day to find it closed. I then realised that it was Sunday and everyone else had a day off! After a while you get to accept this but you never really get used to the disorientation.

When you look in to a pilots work load it doesn't seem too bad, but it is the constant lack of structure to the working days that gets you down.

[maxalt]

Duh...I thought the main attraction of this job is there is no 'typical' day!

If your lifestyle is unstructured thats just bad rostering.

[fonawah]

I Think this is a great thread that edd2000uk has started here. I too would like to know about a typical pilots day especially those who fly regionals and also to Europe. So all of you out there please get your replies in. Cheers in advance

[Agaricus bisporus]

Low cost ops;

The routine is fairly straightforward, much as exeng said.

Get up, snatch a cup of coffee, drive to work, 4 sectors - perhaps south of the Alps each time, 25 minute turnarounds and no time to sneeze all day long. Drive home, iron shirt, grab a snack and fall into bed. Set alarm for a scant 8 hrs hence. Get up, snatch a cup...

Repeat six times, no meals possible during this time, only sandwiches and midnight snacks.

Take days "off". ie do housework, washing, ironing, domestic admin etc. Get up, snatch a....However your days "Off" will ALWAYS either start after a duty finish minutes before midnight or end with an alarm set for 0430, and occasionally both.

Get the picture?

This is all fine, BUT...

If you have a family/partner you'll be a stranger to them. You WILL either get up at 0430 or get home well after midnight. One or the other. If you are unlucky enough to work for the airlines that do nightflights you can add to the above reports at 0130, 0230, 0330 and so on, 10 - 12 hrs duries and minimum rest before the next 0130 report. How will your partner take to being woken up either at 0100 or 0430 EVERY working day?

You will have no social life whatever as you are either working or asleep when your mates are playing or you will have no idea what you're doing a more than 2-3 weeks ahead at best, and a couple of days ahead at worst due to the vagaries of roster production.

Additionally you will soon learn that you sinply cannot say, "Yes, I'll come round on Thursday cos I'm on earlies because you'll be delayed/roster changed and you'll be over the Bay of Biscay when you mates are expecting you for supper. Pretty soon they'll get the message that you're too unreliable to be worth inviting.

And thats with the better companies.

Even so, it's a pretty good job, but don't expect your employer to recognise that you are a human being with any right to a life outside work. You are a slave to the job. Period, and your slave-masters are likely to be the 20yr old job-experience children who work in ops and crewing.

It may well be the best job in the worst industry in the world.

OK, the above is perhaps a bit tongue in cheek, but believe me not by very much. It is an extremely onerous job, and the way it is conducted at present by the big N European budget airlines not one that can be physically sustained for more than a very few years before total burnout.

[Slotted-Flap]

As a F/O on a bizjet my 'typical days' are the complete opposite to the above. I am currently enjoying my 6th day off this week.:D My 2 days work this weekend coming entail short hops within the UK and France but will result in my having to sit around for 7hours waiting for the client to return. Of course we can dissapear and have a healthy meal whilst waiting.

I never have a start before 6am and am normally home and dry by 9pm. Unfortunatley I am on call 365 days a year so juggling the drinking calander needs prior planning. We fly to places the usual airline crowd never get to and occasionally get a stopover to get out and explore. A great semi retirement job.

Flaps:p

[Titus Adduxas]

Average Week = 2 days off, 1-2 days standby and 3-4 days flying.

Days off are known and set in stone 4 weeks in advance.

I've been called out off standby "on the day" no more than 10 times in nearly 4 years. I have had standby's changed in advance maybe double that. Most standby's are just a day at home.

As for the flying, Report in the morning between 06:00 and 06:30 - Fly 4 sectors and sign off between 12.00 and 14:00. Afternoons report between 12:30 and 14:00 - fly 4 sectors and sign off between 19:00 and 22:00. Not much flying over the weekend especially in the winter. Total hours per year approx 500.

I couldn't be happier - this has got to be the best job in the world hasn't it. :)

[Hahn]

Typical charter day:
get up at 2:00, fly to an island about 3 hrs away, return to a different airport, grab a taxi for a 300km ride to the next, sleep for a couple of hours in a hotelbed, get up at 2:00, fly to another island, and, when your happy, land at home.
Typical winters month:
heeps of standby, some off-days and one or two flights to a sunny island. Next mont the same.
Better than street wyping, anyway

[Lump Jockey]

Get up 0500, start working 0700, sand down the damage, scrape off the rust, fill the dents, wait for filler to dry, flat the filler, add another skim if needed, add high-build primer, wait to dry, flat area with 500s, mask area to be painted, 2 coats of base, then 2 coats lacquer. next car in.......oh, you said PILOT didn't you!
The wonders of a car painter!!!! you boys don't know how good you got it, or do ya? why didn't I pay attention at school, what a ****!

[Hahn]

I know, how good I god it, I can tell you, and, hey, on my days off I ues to restore cars or bikes, so I know hard work boody well! But: get up at 2:00 the sixth day in a row in the seveth hotel bed in anytown and look forward to a 14 hours day....imagine that and you know that thereare some days I like to swap with my garbage truck driver. But only then!!

[AMEX]

Well strangely enough it is the most stable working pattern I have ever had.
Basically I am allocated to one contract and work MON to FRI, getting up at 7am and arriving home at 7pm (Except FRI, 3pm).
Because of the long duty days, I run out of hours on the Friday so I get all my weekends off.
On top of that, if the loads aren't that high, my flight gets cancelled (The other has the capacity) so this is how it goes.
Busy times, all flights required: as said above
Not so busy (what I usually do): Tuesday to Thursday ON, Fri-Mon OF. But in that case it is good "practice" to remain availble at week ends (Medevac). Frankly, I usually don't get called so that's a 3ON/4OFF pattern.
Good thing I am on salary because lately I am more on a 2 ON/5OFF :D :D :D. It comes and goes so it is just a matter of getting used to have more days off than expected rather than working more.

[fatboy slim]

Go to MUC yesterday at the end of six on looking forward to watching the rugby in the pub today; Go tech there; Wait while engineers come over from UK; They bring the wrong part; No more flights back to the UK; Go to the hotel; Eine Kleine Beir or zwei; Eventually get Jet fixed at 1430 today; listen to bits of the rugby on scratchy 909 in the bumps on the way home; RANT RANT RANT i love it really

[A-V-8R]

Plan on at least one marriage failing for each seat change, plus one extra divorce within the first two years of making Captain.

Don't be surprise if your kid enrolls himself in one of those Dads for Boys programs.

If indeed it is your own kid; 17 days away from home a month some guys will fill more than your shoes....

[Anthony Carn]

Agaricus bisporus and A-V-8R give the most realistic impression as far as I'm concerned.

My contribution------

Unsocial hours.
Lack of proper sleep.
Bad rostering.
Destroyed social life.
Poor diet.
Away from home.
Stressful.
Wasteful.
Dangerous.

As for the comment "I've been flying jets for four years and it's OK", ask him again in another four years, with twenty five more to go !

IMHO, or more accurately, IMEO (E=experienced it for 20+ years).

Problem is, one gets locked in financially, missus in a job, kids at school, with little else one is qualified to do.

[edd2000uk]

Thanks for all the responses. Has made some interesting reading. I hope to be joining you all up there in a couple of years or so.

[Maximum]

hey ed2000uk, wait. I haven't had my say!:)

Below is something I've posted before about a typical UK shorthaul airline operation. And I think Anthony gets it so right.

But ed2000, everyone's answered your question, so it'd be interesting to hear your views on the job based on some of the nastier realities you've heard here. I'm genuinely interested in how you feel about the working conditions you'll face.:confused:

Typical shorthaul lifestyle:

Depending on company, 8 to 10 days off a month. However, before you say, "well that's normal", consider the fact you will be doing very disruptive shift work.

5 to 6 days of work, followed by 2 or 3 days off. Repeat.

Days off often start with you arriving home at 11 pm, then leaving for work after days off at 0430 am. So days off aren't quite what they seem.

Typical day, alarm rings at 0400 am, leave house at 0430 am. Four or five sectors. Home at about 5 pm. To get eight hours sleep, have to be asleep in bed by 8 pm. So three hours available to change, eat, say hello to wife and kids, socialise, exercise, etc. Repeat.

Of course, could be night stopping, maybe three times a week, so don't see family. Catch up with all domestic problems in remaining time. Repeat.

On lates, just rotate clock so end up getting home or to hotel at around eleven at night. Repeat.

In summer, throw in night charters. (See above).

Add hassle and sometimes fear provided by winter weather. And take it from me, fear experienced in order to earn money just ain't exciting. It's just plain puckering fear.

And finally finally (honest)......

Once you're in that left hand seat, that's basically it......you just keep doing the same old thing 'till you stop.

I knew I'd go on too long. Not trying to spoil anyones dreams (see 1.) and 2.) above) - just adding another perspective.

Good luck.

[edd2000uk]

Well despite the hours etc I still really want to be a pilot. That's what I've wanted to do since I was 8. Unsocial hours aren't a stranger to me, I currently work two jpbs, one in my father's company (which can mean very long and unconventional hours sometimes) and also doing security at concerts and events. As to what my perceptions of being a pilot are, I must admit I was a little suprised as to the amount of hours done per day. I heard there was a limit but wasn't sure what it was. That certainly won't put me off though. For some reason I just love being in the air. On the holidays I've had the flights have always been one of the things I look forward to the most. I've had two trial lessons and I thoroughly enjoyed them. I'm starting training next year and can't wait.

[Maximum]

Thanks for your reply ed. I understand your enthusiasm. With regard to you being no stranger to unsocial hours, I'm afraid that working long and late in your father's company at your age does not really have the same impact as doing it when you have many social and financial responsibilities, a wife and children you rarely see, etc.

That aside, I wish you all the best.

One more question for you - if you love flying, have you considered trying to fly with one of HM forces - this will give you the opportunity to have some of the best training and flying that money can't buy!

Good luck.

[edd2000uk]

I have considered the military in the past (I'm too old now to enter as a pilot) but I'm not sure that I'd be able to 'pull the trigger' if it came down to it. Not that I'm against it, I have the utmost respect for them but I don't think it's for me.

[Greenfinch]

"Typical" day for me (A320 F/O) is Gatwick-Malaga, one hour turn round and back to Gatwick, then home for tea and medals ! (well, tea anyway). Piece of cake when it's all on rails, but throw in a few late pax, problem pax, bad wx and life ain't so much fun. Still can't think of anything else I'd rather do for a living !

[IB6-UB9]

A typical day,

wake up in the morning, waterski to about 11 am then play tennis to about 2pm sleep for 3 hour. Wake up again, report to flight ops, fly for 10 hours and arrive in HK for a 5 days layover.

Could have been worse,

[AA717driver]

ed--You'll never meet a larger collection of "characters" than in this business. There is always something funny going on--even on the lousy days, someone will do something that gets you laughing.

It can suck. But it can be great. If flying is all you ever have wanted to do, you gotta do it. For some, it beats being a car painter or it's just a paycheck. If it's in your blood, you're screwed--come on in, the water's fine!

But it's like the chap said on the first page--with a good crew at a good pub, life is really good. It's a great job in a shi**y business.
Enjoy.TC

[ratarsedagain]

8hr sector down to Barbados, sundowners on the beach, next day topping up the tan, more sundowners on the beach, then middle of the afternoon next day, a gentle meander back to blighty

[mrsmaryhinge]

I think the point here is that work patterns vary enormously, depending on the company you work for and type of aircraft you fly.

I work for BA short haul, and love it. Sure, there is the odd 4 sector day in winter when the weather is c##p and you have to get up at 4am, which is not that enjoyable, but to balance that I do many one sector days reporting at 1800-1900. All you have to do is turn up, look keen, and then get to Madrid/Venice/Pisa/Naples and enjoy a pizza and a night on the ale.

I used to work 9-5 in my previous job and hated it. I still remember that horrible Sunday night feeling every week.

My advice is stick with it - the pro's far outweigh the cons!

[GlueBall]

Fly 15:15 hours this month, ride 9 hours commercial deadhead, live 5 consecutive days out of my suitcase at a 5 star hotel in a large city,...done for this month.

[B Sousa]

OK.Typical day for a Helicopter Pilot in the Virgin Islands. Wake up as the cruise ships are entering the harbor, find some shorts, shirt and sandals......
Go down to the Deli, have a nice Breakfast with Coffee and the Paper
Off to work around 0830.... Check the schedule.....Hmmmm Saturday only five tours today. Out to preflight ( B206L3), load on the first tour and see what the weather looks like....Sunny, Humid and some Rain.........
A few more tours in the afternoon, while two of the other aircraft take a charter out to Necker island (www.neckerisland.com). I had one to Peter island yesterday (www.peterisland.com) Then down to the Yacht Harbor and the favorite hangout.."Tickles" Cocktails, maybe some Dinner and then you have to do this all over again tomorrow.............shucks......
Dont forget the Sunscreen............

[edd2000uk]

How does the crew system work? How often do you fly with the same crew?

[Flat-Spot]

Edd,
The smaller the company, the more likely you are to fly with the same guys. This can become a real drag! But no matter how sh!te the roster/schedule is, the job is still far more pleasurable than being sat behind a desk watching the clock!

F-S

[Dockjock]

Right now I fly a Caravan for a cargo operator.

2330 Report
0030 Wheels up
3 sectors with anywhere from 15 min to 4 hr wait between
1030 Return to base
1130 Go home
1400 Fall asleep
Wake up hopefully 7+ hrs later but who knows
Repeat

Usually 4 days/week with most weekends off. Most days it's great but night flying makes it hard to have the dream life you thought you wanted...:D

[rocafellascunk]

Thanks to all of you for your replies. They are very interesting and informative. Any UK Regional Turboprop pilots out there who could give us their story?

[grasscutter1]

I flew for a regional on turboprops for over 3 years and have fond memories. As regionals tend to be smaller outfits you fly with the same crew more often, so you build up more of a friendship with them. The only downside is that the routes are limited and you get a bit long in the tooth.
I now fly scheduled jets into europe where there is much more variety and it's bit easier on the old ears(turboprops don,t 'alf rattle) I must say the lifestyle is great, maybe one nightstop a week,a standby,then a couple of 2-4 sector days. You can request duties/days off, so you can largely determine your own lifestyle.

[AutoAbort]

Fly with the same crew In a Major Airline? Flightdeck+Cabin Probably never!

Auto Abort

[SOPS]

:) Would LOVE to go flying, but have to train new pilots. 4 days a week, 6 hours a day in the sim. They tell me if I am a really good boy I will be allowed to take a real one for a fly next summer:D

[StopStart]

Not entirely relevant, but someone asked a similar question (http://www.pprune.org/forums/showthread.php?s=&threadid=67528&perpage=15&pagenumber=1) in the Mil Forum a while back.
Not sure how much of this carries across to the civvy world......... ;)

This may ring a few bells for the ex-mil truckies out there :)
--------------------------------------------------------------------------------

Not sure about the fast jet heroes but a truckie might experience something like this......

0700L - Woken by telephone call. It's another crew member reminding you that wheels are at 0700L.

0700.5L - Leave hotel room fully clothed, refreshed, with bags packed, ready to face the day's challenges.

0705L - Get to bus. Apologise to rest of your crew for your tardiness. Claim that you spent too long in the gym that morning. Note looks of disbelief. Remember not to use that excuse again.

0706L - Take seat on bus. Note t-shirt is on inside out. Hope nobody else notices.

0720L - Recline in air conditioned luxury as the bus propels you to the airport. Suspect that you didn't pack your shoes and that your washbag is still in the hotel bathroom.

0745L - Arrive at airport and debus. Note that suitcase is suspiciously light. Now fairly confident that shoes are still under hotel bed.

0800L - Negotiate airport security. Spend several minutes being told that you cannot take the knife on your flying suit onto the aircraft without the captain's permission. Explain that you are the captain.

0810L - Still negotiating airport security. Guard now on telephone to superiors. Suspect he does not believe that you are the captain. Remember t-shirt is on inside out. Now suspect that you have also not brushed your hair this morning. Try to see reflection in window to confirm. Get funny looks from guard.

0815L - Eventually allowed to pass on the understanding that you hand the knife to loadmaster for safe keeping until you reach the aircraft. Leave knife and now worryingly light suitcase with loadmaster and proceed to Met.

0820L - In depth met brief for 15 minutes as very keen met officer explains that there is in fact no weather within a 500nm radius of the airport or your destination.

0835L - extract a selection of performance figures from a variety of graphs.

0845L - compare selection of figures with those of co-pilot. Decide that they're close enough although suspect that the co-pilot isn't entirely sure what's going on.

0850L - The cause of the co-pilot's distraction becomes apparent when he announces that he has left the imprest* in the hotel safe.

0853L - stop laughing to take a breath.

0854L - Co-pilot disappears to find taxi back to hotel. Decide that you've briefed enough and head out to the aircraft.

0858L - Arrive at aircraft. Loadmaster now extremely hot and sweaty manhandling pallets single handedly into aircraft, cursing the local handling staff. Praise him for his hard work. Pretend to miss his request for help and proceed outside hastily. Spot Flt Eng and GE looking concernedly at a large trail of orange fluid emanating from an engine. Saunter over casually to join them but they spot you and pretend they were talking about football. Mention the large leak. Note they both feign surprise and pretend they hadn't seen it. They dismiss it as a "seep". Retire to flight deck safe in the knowledge that they will die with you if it explodes in flight so assume that it'll probably be alright. Note tray of sandwiches on flt deck bunk.

0910L - Finish last smoked salmon and cream cheese baguette just as the now exhausted loadmaster joins you on the flight deck. Apparently he could really do with a smoked salmon baguette. State that sadly there were none. Surreptitiously wipe cream cheese and salmon from your chin and hope he didn't notice. Offer him processed ham and gherkin sandwich. He declines.

0925L - Co-pilot returns looking somewhat frustrated. Establish that imprest had in fact been in his suitcase all along.

0935L - Call for crew check in on intercom then realise you are in fact the only one on headset. Again, hope no-one noticed. Eventually gather enough people on intercom.

0937L - Commence starting checks. During start a light on the top panel comes on. Remember seeing this light during a simulator once but cannot recall what exactly it is. Flt Eng begins explaining an electrical fault with the aid of a large wiring diagram. Nod every now and then and agree with him at salient points. Wonder if you shaved this morning.

0940L - Fault rectified, taxy off blocks. Only 10 minutes late. Not bad going.

0941L - ATC pass lengthy clearance. Note the co-pilot copies down "ATC Clears Ascot 5432 to destination..." and then nothing else. ATC requests readback. Co-pilot asks - "did anybody get that". Navigator proceeds to pass the details to him. Flt Eng assists by commenting that he thought the clearance was slightly different. Flt Eng and Navigator argue. Co-pilot drops pencil. You note that your cup of tea has gone cold.

0945L - Cleared line up.

0946L - Airborne. Gear up. Now positive that your shoes are still in hotel.

1100L – Top of climb. Autopilot appears to be u/s. Express relief that it’s the co-pilot’s leg.

1115L – Commence first meal.

1130L – Replete from meal, retire to freight bay to use the “facilities”. On return, note large pallet of full mail bags. A quick test reveals the pile to extremely comfortable. Relax eyelids briefly.

1400L - Return to flight deck to find co-pilot now desperate to use “facilities”. Explain that you were delayed discussing your routing with some of the pax down the back. Take control.

1405L – Co-pilot returns. Comments that the passengers must all be asleep in the freight now as he couldn’t see them. Remember vaguely that you actually have no pax.

1415L – Pass overhead large international airport. Nil cloud or weather, calm, unlimited visibility. Co-pilot asks you get the weather for the airfield below. Look out window. Navigator asks for the QNH there. Make up figure.

1500L – Get cramp. Go to “inspect the freight bay”. Discover that loadmaster has been hoarding chocolate in his drawer in the galley. Steal the good ones.

1520L – Steal Flt Eng’s FHM. Read out the jokes at the back. Flt Eng comments that they have already been read out earlier in the flight. Look busy with Jetplan.

1600L – Top of descent.

1615L – Commence second meal. Spill curry on flying suit leg when putting the gear down.

1630L – Aircraft lands at destination.

1640L – On chocks. Aircraft met by officious customs man who demands that the can of coke you are now drinking from be destroyed before you can leave the aircraft.

1830L – Eventually find bus to take crew to hotel. Despite having been on the ground for 1.5hrs it still takes 30 minutes for every man and his dog to get on the bus.

1915L – Arrive at Hotel Splendide. Receptionist requires passports, ID cards and birth certificates from each crew member.

1957L – Eventually receive room key. Arrange to meet in co-pilots room in 10 minutes for more money.

2006L – Finally get to room. Happens to be most distant room from reception. Again. Open suitcase. As expected no shoes. Or washbag. Find trousers that go best with flying boots.

2008L – Arrive one minute late at co-pilot’s room to discover he has gone. Adjourn to hotel bar. Crew member visited this location 7 years ago. Remembers a fantastic bar. Set out to find bar.

2230L – Arrive back at hotel bar having walked around city centre twice in search of bar. Crew member then remembers that in fact the bar wasn’t in this town but one like it. Blow entire kitty on one round of beers at hotel prices.

2345L – GE gets address of low quality strip bar from hotel barman. You decide it’s bedtime. Crew members engage in harsh banter. You hold your ground.

2346L – Leave hotel for low quality strip bar. Evening becomes a blur..............

0700L – Woken by telephone call.......................




The events portrayed above are fictional. Any similiarity to any events experienced by persons living or dead are purely conincidental

:)


* Imprest = large sum of cash mil crews are given to pay hotac, handling and catering etc etc :)

[Maximum]

StopStart, absolutely brilliant.:D lol.

[VFE]

Stop Start,

Wonderful. Gotta be one of the best posts I've seen in ages. Well done. :D

VFE.

[scroggs]

Stoppers, me old, that was wonderful! Brought back a lot of happy memories. As you know, I've still got the T-shirt (and now wear it inside out at non-Ascoteer BBQs. On being asked why, reply 'It's an old military tradition') and I'm pretty sure the lost shoes were burnt on a celebratory pyre outside Block 101. You'll be happy to know that lost washbags have reached three figures, and I still haven't found that bloody fantastic bar. I think I might have the co's imprest though. :D

Ah, it's just not the same with just one other pilot and 18 girls (blonde, under 25 and - now - single). ;)

[TwoDots]

Its a great job
If you dont like it do so,ething else ::::

[StopStart]

Sorry, 2. - was that directed at me?

:confused:

[FO Goon]

Hi,

I am a turboprop co-pilot in a UK regional. Have been for nearly three years. I now fly arguably the most advanced turboprop and it's great fun. We cruise nearly as fast as our colleagues on the 146 and can beat em on most of our short sectors (if we try!). We carry 78pax max and with an MTOW in the late 20s and way too much HP (even on one!) the flying couldnt be better really. We are starting to get a few more interesting routes too. Company rostering and the resulting lifestyle is fairly much as desribed in the earlier posts - up at 0400 etc etc (I have done nearly 2 months straight of earlies - i presume someone is operating the afternoon schedule!) (see post by exeng right at the top!) We seem to do average of two overnights per week at the moment but that varies enormously. The other crews are on the whole great - always find something to have a smile about!

However there is a down side... there always is!
The pay SUX!

I dont want to get into one of the old TP vs JET arguments...but...
We fly more pax than they do (for some fleets) into the same airports on the same rosters with *almost* the same sector times but barely get paid enuf to live on. (And we got two more levers than they do!) My admiration to the guys with the two stripes who manage to suport families...

There are two other small downsides to flying a TP - respect from your peers and the industry and pax perception. Comments like "Havent you got a jet job yet" from other pilots and "Are you working towards your commercial licence then" from pax get on your nerves after a while.

I would also really love to be able to organise one evening off per week so that I could do a language course or join in a community activity...but i think that's out of the question!

All that said - it still beats working for a living!!

As someone once said on this forum about 3 years ago...
"remember life before nice office job!"

Good luck with your training - it's worth it! :)

[edd2000uk]

Thanks again for all the replies. This has made for very interesting reading, can't wait to join you lot up there. Another question, what are the longest stopovers you are likely to get (especially long haul), do you normally find you have much time to do your own thing, or is it mainly catching up on sleep. What would you do on a typical stopover? In general, are you paid for the stopover and if so how much?

[witchdoctor]

Hmmm, off to do your ATPL in the near future?

Well, sorry to say it but you may need to prepare yourself for the glamorous world of the typical day for the unemployed commercial pilot;

Get up at 7am, drive to temporary job in low paid servitude, go home at 7pm, search for any sign of jobs in aviation, go to bed depressed.

Day off, get up at 8am, search for any sign of job in aviation, dream of earning enough money to keep IR current, go to bed depressed.

Most look forward to job in aviation (even low paid servitude).

Sad to say that despite tongue firmly in cheek, the above situation will ring familiar with many pilots qualifying in recent months. Just hope it picks up.;)

[Knold]

Splendid Stopstart, that was one of the best things I've read

[scroggs]

edd

You asked about stopovers: in Virgin, the longest stopovers we have are 5 nights (though there may be some longer ones for the Caribbean 742 crews). Most are one or two nights. What you do depends on where you are. In New York, shopping, eating and drinking, with perhaps the odd show thrown in (if you can get tickets and you have the money!) are the main activities. In Barbados, it's beach, bar/nightclub, bed. In Lagos, you are restricted to the hotel so a lot of reading is probably the highlight!

On the more common single nightstop, the local time of arrival will dictate the activities but, as you suggest, sleep is the major priority.

Basically, it's up to you what you do commensurate with being fit and ready to operate when call time comes.

[edd2000uk]

Do you normally get paid for that time, or is it considered time off?

[ratarsedagain]

Edd,
You will get paid a certain amount of 'Allowances' when you're downroute, but they vary wildly, depending who you work for, and whether you are longhaul or shorthaul, and which destination you visit.
E.g. In our company, you could go to Harare on a 5 day trip and get paid £375 for it, or do a 3 day Denver and get paid about £40 more for it!
Some airlines will pay an hourly rate for every hour away from base.
As you can see, there a lot of variables, so have a look at what the different airlines offer.
Hope this helps.

[DC10]

At my airline (flying freight worldwide), we are paid a minimum guarantee of 65 block hours a month. In addition, for every hour of duty (the beginning of a trip to the end of a trip) we are paid US$1.50 if flying domestically in the US (very rare) or $2.50 if International. So on a 5 day layover in Dakar, for example I would make $300 in addition to my flight pay.

Our typical work schedule is 15 days on followed by 15 days off. The flying is very interesting if you like to see the world, however 15 day trips get pretty tiring after a while. Our layovers range from a minimum of 12 hours to up to 5 days, depending on the city and the frequency of service. We spend a lot of time commercialing around the world at the start or end of a trip. This is considered duty time and we are guaranteed Business Class or better flying internationally.

[edd2000uk]

Cheers again for the replies. Sounds better and better all the time. I know alot of people have been complaining about conditions on various forums, but it'll be a dream come true for me to be a pilot.