Jetstar Singapore Contract
Join Date: Nov 2004
Location: The Beech or the Office.
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Greybeard,
Yes, really.
Dont be mislead by those that say it is the "domain" of only the really really clever drivers that can fly jets. And as for widebody types, well that's the domain of astronauts. Give me a break.
Yes, really.
Dont be mislead by those that say it is the "domain" of only the really really clever drivers that can fly jets. And as for widebody types, well that's the domain of astronauts. Give me a break.
I would suggest that going from a Turbo-prop to a jet was easier then going from a C210 to a Dash8.
Having never flown a C210 however I can't really add any authority to my comment.
Having never flown a C210 however I can't really add any authority to my comment.
Have heard from who I consider to be a reliable source 'inside' JQ that the current A330 LHS offer for a SIN base works out at approx $AU80k basic. IF this is true a whole new low has been set (although I believe most of the takers are ex AN-what a surprise!) Things are looking up for the QF EBA!!!
You blokes are so far gone on pay and conditions, the only hope is your training departments upping the standards all round. Perhaps a former Ansett standard of sim at Jetstar would help. The stories I hear from Jetstar checkers and trainers are third world standard of capabilities. Which means, you are easily replaceable.
Last edited by Gnadenburg; 1st Mar 2011 at 05:54.
"And as for widebody types, well that's the domain of astronauts. Give me a break."
Dont be silly, non astronauts can fly widebody too.
Now, Im off to cocoa beach for a dip before blast off.
Dont be silly, non astronauts can fly widebody too.
Now, Im off to cocoa beach for a dip before blast off.
Join Date: Sep 2009
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The reality Normasars and Rennurpp is that Greybeard, aside from being one of the best jet instructors that I have had the privilage to be trained by, has probably forgotten more about the operation of jet aircraft than you will ever know.
I am aware that he has type ratings (and experience!) on a variety of transport aircraft that reads like a history of post Korean war aviation. This includes Fokker (prop and F28 & F70/100s) wide body Boeings and wide body Airbus. He has also worked and flown on every continent on earth (except maybe Antarctic but then nothing would surprise me here). He has also trained and is highly regarded by pilots of maybe 30+ nationalities.
Anyone can fly a jet, few can do it really well. Guess what? Greybeard can fly a jet really well. He can also impart knowledge really well.
Wide-body aircraft are a special case operation that needs consideration of issues that are different to the challenges of narrow bodies. Having said that, most pilots who can fly a narrow body jet aircraft well can become good wide body operator with application.
In the same vein, long haul international is not the same as short haul but you just go further.
Many have embraced these perspectives and found egg on their face.
.
Wow! Got 'em in the goolies with that one. Ouch!!
I am aware that he has type ratings (and experience!) on a variety of transport aircraft that reads like a history of post Korean war aviation. This includes Fokker (prop and F28 & F70/100s) wide body Boeings and wide body Airbus. He has also worked and flown on every continent on earth (except maybe Antarctic but then nothing would surprise me here). He has also trained and is highly regarded by pilots of maybe 30+ nationalities.
Anyone can fly a jet, few can do it really well. Guess what? Greybeard can fly a jet really well. He can also impart knowledge really well.
Wide-body aircraft are a special case operation that needs consideration of issues that are different to the challenges of narrow bodies. Having said that, most pilots who can fly a narrow body jet aircraft well can become good wide body operator with application.
In the same vein, long haul international is not the same as short haul but you just go further.
Many have embraced these perspectives and found egg on their face.
Perhaps a former Ansett standard of sim at Jetstar would help. The stories I hear from Jetstar checkers and trainers are third world standard of capabilities. Which means, you are easily replaceable
Wow! Got 'em in the goolies with that one. Ouch!!
Last edited by Anthill; 1st Mar 2011 at 10:31.
Anthill, your a wan ker!
Greybeard may be the best pilot in the world, good luck to him.
How often do we here a sniveling suck up F/O blowing trumpets up an incompetent training pilots back side. (not suggesting grey beard is, don't know him)
The reality is that a jet is not impossible to fly and most pilots can do it, some better than others, but guess what, some people can fly a turbo prop better than others.
I recall back in my early days, a current 727 captain wanted to hire a C172, no way in this world was he safe enough to be let loose by himself.
At about 10 feet he kept pushing forward on the elevator. That may work in some jets, it doesn't in light aircraft. His attitude was dreadful. I'm a jet captain son, what would you know. Well what I knew was that he wasn't hiring an aircraft with my approval.
Some people shouldn't be allowed out of their house unaided, most people could fly a jet! Get over yourself.
Greybeard may be the best pilot in the world, good luck to him.
How often do we here a sniveling suck up F/O blowing trumpets up an incompetent training pilots back side. (not suggesting grey beard is, don't know him)
The reality is that a jet is not impossible to fly and most pilots can do it, some better than others, but guess what, some people can fly a turbo prop better than others.
I recall back in my early days, a current 727 captain wanted to hire a C172, no way in this world was he safe enough to be let loose by himself.
At about 10 feet he kept pushing forward on the elevator. That may work in some jets, it doesn't in light aircraft. His attitude was dreadful. I'm a jet captain son, what would you know. Well what I knew was that he wasn't hiring an aircraft with my approval.
Some people shouldn't be allowed out of their house unaided, most people could fly a jet! Get over yourself.
Last edited by RENURPP; 1st Mar 2011 at 21:22.
Graybeard, no I didn't go straight from 210 to dash 8, I did go from GA direct tonDash captain and then from Dash o jet captain about 15 yes ago, and my opinion is that both were equally difficult.
Training is the key.
I did some training with Jetstar and it was the worst training I have ever received, and that includes in GA. No brief, no debrief, no manuals and a training pilot that was a complete tossed, more interested in CC than his job.
I found that change, from one jet command to another the most difficult, changed training Captains and life becam tollerale again.
Yep, you got that right ace.
Training is the key.
I did some training with Jetstar and it was the worst training I have ever received, and that includes in GA. No brief, no debrief, no manuals and a training pilot that was a complete tossed, more interested in CC than his job.
I found that change, from one jet command to another the most difficult, changed training Captains and life becam tollerale again.
These posts bring out all sorts.
Join Date: Oct 2003
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Before all this goes into a "I am better than Thou" contest.
I have taken C-172, 200 hour pilots to a Lear Jet and F-50 to F-100 transitions and other combinations.
Both processes were well documented by the Operators, the training was a lot of fun and bloddy hard work for both Instructor and Canditate.
"When the Student is ready the Instructor will appear" is and old proverb, there has to be a work together process, different in all combinations, the ability to wriggle through that process is the trick.
As seems to be noted above, not all people should be Instructors, it is an Art Form which not every one can do well. I think most of us have been "victims" of poor instruction processes, the worry is some pass this "skill" on to others in the food chain.
Some people can fly a 747 one morning and a Zlin in the afternoon, most of us can't and probably shouldn't even try.
Just do what you do safely, with care and consideration for both directions in the food chain, and look out for the B@#$ who are out to get you.
Stay safe, I might be on your flight
I have taken C-172, 200 hour pilots to a Lear Jet and F-50 to F-100 transitions and other combinations.
Both processes were well documented by the Operators, the training was a lot of fun and bloddy hard work for both Instructor and Canditate.
"When the Student is ready the Instructor will appear" is and old proverb, there has to be a work together process, different in all combinations, the ability to wriggle through that process is the trick.
As seems to be noted above, not all people should be Instructors, it is an Art Form which not every one can do well. I think most of us have been "victims" of poor instruction processes, the worry is some pass this "skill" on to others in the food chain.
Some people can fly a 747 one morning and a Zlin in the afternoon, most of us can't and probably shouldn't even try.
Just do what you do safely, with care and consideration for both directions in the food chain, and look out for the B@#$ who are out to get you.
Stay safe, I might be on your flight
