Aerorescue looking for pilots from O/seas!!!!
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Aerorescue looking for pilots from O/seas!!!!
I see that Aerorescue(Paspaley) have advertised on climbto350.com for Dornier 328 pilots with experience on type from O/seas???(no mention of the requirement to be an Australian citizen)......So much for employing Australian pilots for an Australian goverment contract??......another company trying to take short cuts to save a few dollars, and in the proccess s.... the local pilots!!......maybee a quick call to the local MP is required......
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Kapt. Kickback - I think you will find that the motivation for attracting pilots from overseas is not so much driven by the dollar (lets face it - nowhere in the developed world do pilots sell themselves as cheaply as they do here...), as to the fact that they really need to get people with time ON TYPE during the introduction. I t was advertised i FLight International last week as well. Don't forget that Pearl has always been a top tier company in GA in this country and will obiously seek to protect their new asset by having type experienced crew. O yeah -, and good ol' CASA might have had a say in it as well.
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Im sick of hearing how "top tier" this mob is, they have been in crisis management mode for years and are still sailing real close to the wind. As for getting experienced crew to protect their asset-complete horse sh**t. They are looking for the cheapest way out period.
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Prussian,
The reason that you hear so often about pearl's status in GA is because that is the state of play. Their rates are markedly higher than others yet they still get the contracts. You need to ask yourelf why it is so? The answer might acknowledge factors such as relatively low levels of aircraft unserviceability; relatively low incidents/accident rates; and pretty damn thorough C&T. This aligns very closely with Guppy driver's post re their motivation. Not exactly heaps of Dornier experience in Oz.
The reason that you hear so often about pearl's status in GA is because that is the state of play. Their rates are markedly higher than others yet they still get the contracts. You need to ask yourelf why it is so? The answer might acknowledge factors such as relatively low levels of aircraft unserviceability; relatively low incidents/accident rates; and pretty damn thorough C&T. This aligns very closely with Guppy driver's post re their motivation. Not exactly heaps of Dornier experience in Oz.
Last edited by LookinDown; 4th Apr 2006 at 07:48.
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Some of you guys live in the past.
They may have been the ducks nuts a couple of years ago but things have changed. Prussian Blues comment is spot on. How many pilots have left in the last year alone? Progression...my a*se
They may have been the ducks nuts a couple of years ago but things have changed. Prussian Blues comment is spot on. How many pilots have left in the last year alone? Progression...my a*se
Times Change
Things may not be a pretty as they were previously....
In the last year or so alot of key personnel have left/resigned and one unfortunately passed away.
They've lost the Chief Pilot, Head of Training & Checking, Fleet Manager (Jets), Fleet Manager (Turboprop) and a Kingair C&T Captain. Rumour has it they're down to one experienced C&T (who refused the Aero Rescue job) and have had a show cause as a result.
Management have been playing revolving chairs and many of the Kingairs are very old and tired (Don't let a paint scheme fool you).
These guys love their employees so much that rather than enjoy the synergy of a mature organisation (Pearl), they started a separate company (AeroRescue)so they could screw the T&C's just like Jetstar.
I wish the very best to the boys and girls who stay but would the last person leaving please turn out the lights?
In the last year or so alot of key personnel have left/resigned and one unfortunately passed away.
They've lost the Chief Pilot, Head of Training & Checking, Fleet Manager (Jets), Fleet Manager (Turboprop) and a Kingair C&T Captain. Rumour has it they're down to one experienced C&T (who refused the Aero Rescue job) and have had a show cause as a result.
Management have been playing revolving chairs and many of the Kingairs are very old and tired (Don't let a paint scheme fool you).
These guys love their employees so much that rather than enjoy the synergy of a mature organisation (Pearl), they started a separate company (AeroRescue)so they could screw the T&C's just like Jetstar.
I wish the very best to the boys and girls who stay but would the last person leaving please turn out the lights?
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Capt Kickback,
Australia isn't flush with Dornier328 experienced pilots and it's not exactly a simple aircraft to introduce. Being a government contract it would be wise to know a thing or two about it. I hope your local MP might be able to point this out to you when you make that call.
Anyone know of the T&C's on offer?
Blue Foot
Australia isn't flush with Dornier328 experienced pilots and it's not exactly a simple aircraft to introduce. Being a government contract it would be wise to know a thing or two about it. I hope your local MP might be able to point this out to you when you make that call.
Anyone know of the T&C's on offer?
Blue Foot
Last edited by Blue-Footed Boobie; 4th Apr 2006 at 19:05.
"Relatively low levels of unserviceability" usually means the pilots are scared to record defects in the maintenance release for fear of making waves and losing their job. Note I said "usually" but the majority of GA pilots reading this will identify with the problem?
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Turbo sales??
Centaurus
Are you one of those turbo sales people who do not like those pesky GA aereoplanes that make it hard to sell expensive "too big" aeroplanes???
Or is there some other reason why you are trying to denigrate GA???
GA aeroplanes do a lot of good, essential work, in areas where the others are not cost effective.
There are some who would like to get rid of all the GA aeroplanes, so the people of the outback would be forced to accept inappropriate, expensive services from bigger aeroplanes, because they would be all that is available. If they were available at all.
Let's try and help shall we.
Are you one of those turbo sales people who do not like those pesky GA aereoplanes that make it hard to sell expensive "too big" aeroplanes???
Or is there some other reason why you are trying to denigrate GA???
GA aeroplanes do a lot of good, essential work, in areas where the others are not cost effective.
There are some who would like to get rid of all the GA aeroplanes, so the people of the outback would be forced to accept inappropriate, expensive services from bigger aeroplanes, because they would be all that is available. If they were available at all.
Let's try and help shall we.
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Hey Bushy,
How do you come to that conclusion from Centaurus' post? My experience is that there is a culture throughout the industry to some extent, exactly as Centaurus wrote. Whether it's an actual or perceived pressure from the employer is a point of conjecture.
And it's not confined to GA, either.
But I still can't see how this relates to aircraft sales
How do you come to that conclusion from Centaurus' post?
My experience is that there is a culture throughout the industry to some extent, exactly as Centaurus wrote. Whether it's an actual or perceived pressure from the employer is a point of conjecture. And it's not confined to GA, either.
But I still can't see how this relates to aircraft sales
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The Dornier 328 may be fairly complex, but it is also modern and therefore designed to be flown by mere mortals, not the superheroes of a bygone age. Therefore one would expect that the factory could provide all the training that the local boys and girls would need to keep CASA and AMSA happy. French pilots were not imported here on any long term basis when the Airbus 1st came to town, and the Americans did not stay after the B707 or B727 1st came here sometime back in the sixties. All those airplanes were a whole big leap for the pilots who 1st flew them, coming off DC6B's and Electras etc. The Dornier can't be much more difficult to fly than something like an Orion or Dash 8, which is the logical recruiting ground for SAR pilots.
If I was the CASA person assigned to this project I would be expecting local pilots to do a full simulator course and then fly maybe 25 hours under supervision with a factory pilot, then do another check to decide whether that was enough to be deemed competent. Especially if most of the 25 hours was low level SAR stuff, that should be plenty for anyone with reasonable skills and a good turboprop background. I'd be more interested in their low flying experience than any foreign-going Dornier time at FL250, especially if I had to sit in the back of the thing on actual SAR missions. But what would I know, not having actually flown it and not aspiring to fly it?
If I was the CASA person assigned to this project I would be expecting local pilots to do a full simulator course and then fly maybe 25 hours under supervision with a factory pilot, then do another check to decide whether that was enough to be deemed competent. Especially if most of the 25 hours was low level SAR stuff, that should be plenty for anyone with reasonable skills and a good turboprop background. I'd be more interested in their low flying experience than any foreign-going Dornier time at FL250, especially if I had to sit in the back of the thing on actual SAR missions. But what would I know, not having actually flown it and not aspiring to fly it?
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Hey Bushy. Having known Centaurus for a few years now, I can vouch for the fact that he definitely does not have it in for GA. In fact, quite the opposite, he is very passionate about GA and aviaton at all levels, and has devoted a great deal of his career to helping others in the industry. What he's implying (and I can't believe you're so ignorant as to miss his point - which I doubt you are, thus I suspect the real intent of your post is just to stir things up), is that an apparently low unserviceability rate can only ever be attributed to one of two things: Either the operator does indeed have an excellent maintenance/safety culture within the organisation (oh if wishing made it so), or more likely that the operator has a culture of bullying and making threats against any driver who has the courage to snag something on the maintenance release. Thus, nothing ever gets written up and 'hey presto' what a clean bill of health the operator can proudly boast!
I don't work for Pearl, so I'm not pointing the finger or passing judgment on them. They may be a good operation, they may not be. I simply don't know. However, in an industry where safety should always come before profits, it is a rare thing indeed (at least in GA) to have the privilege of working for someone who genuinely advocates such principles and work ethics.
Apologies for hijacking the original thread. Rant over.
I don't work for Pearl, so I'm not pointing the finger or passing judgment on them. They may be a good operation, they may not be. I simply don't know. However, in an industry where safety should always come before profits, it is a rare thing indeed (at least in GA) to have the privilege of working for someone who genuinely advocates such principles and work ethics.
Apologies for hijacking the original thread. Rant over.
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In my earlier posting I mentioned "relatively low levels of aircraft unserviceability; relatively low incidents/accident rates; and pretty damn thorough C&T." Intersting that there haven't been any responses regarding the latter two points. With regard to the first of these, Bunglerat's first of his two points applies...Pearl pilots don't hesitate to ground a/c as and if necessary. The culture of any organisation isn't evident in single facets but in the patterns in its ops.
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In GA there is a situation as mentioned re maintenance and pilot decisions.
Every company I have worked for has a percentage of driver's who due to fear or experience will not write up defects.
In every company I have worked for the other percentage of drivers will set these drivers' straight and get on with the job.
I nearly fell over when I found out that Pearl drivers will and do write up anything that is not right and that the company endorses this. A departed friend was a very large instigator of this.
Every company I have worked for has a percentage of driver's who due to fear or experience will not write up defects.
In every company I have worked for the other percentage of drivers will set these drivers' straight and get on with the job.
I nearly fell over when I found out that Pearl drivers will and do write up anything that is not right and that the company endorses this. A departed friend was a very large instigator of this.
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big deal
here we go again,
pilots getting paranoid about nothing. So what, a few USA pilots coming down here to work on a SAR contract!!! So what.
I, and many other Aussie pilots, have been flying in the USA at one point. I was welcomed with a handshake and treated like gold. A great experience.
I am interviewing with aerorescue as i speak, and if i fly with a yanky pilot, then thats really cool.
pilots getting paranoid about nothing. So what, a few USA pilots coming down here to work on a SAR contract!!! So what.
I, and many other Aussie pilots, have been flying in the USA at one point. I was welcomed with a handshake and treated like gold. A great experience.
I am interviewing with aerorescue as i speak, and if i fly with a yanky pilot, then thats really cool.
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Dear or dear
Once again the ugly monsta has reared its head
When will you guys ever learn....has anyone bleating about "johnny foreigner" stealing jobs thought through what your saying?
1. Insurance requirements...if there aint much/any 328 exp in Aus....then you aint gonna get insurance, and if you do for new crews the cost will be prohibitive.
2. Factory Pilots? why?...get experienced operators in..and as they dont build them anymore, there arent many factory pilots about
3. Complexity...The 328 IS a complex a/c in certain situations...this is also a relatively new role for the a/c..as such its not a place for a new guy with minimal time on type (yet) until they iron out the bugs.
Just my opinions based on experience of what Ive done and seen
When will you guys ever learn....has anyone bleating about "johnny foreigner" stealing jobs thought through what your saying?
1. Insurance requirements...if there aint much/any 328 exp in Aus....then you aint gonna get insurance, and if you do for new crews the cost will be prohibitive.
2. Factory Pilots? why?...get experienced operators in..and as they dont build them anymore, there arent many factory pilots about
3. Complexity...The 328 IS a complex a/c in certain situations...this is also a relatively new role for the a/c..as such its not a place for a new guy with minimal time on type (yet) until they iron out the bugs.
Just my opinions based on experience of what Ive done and seen
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Exactly! This has NOTHING to do with experience, they will get their "cheap" o/s pilots in on contract, when their time is up they will leave, and they will STILL have no locally trained experience, but hey thats the cheapest way.