Qantas Second Officer Jobs
No offence but you'll get used to people like that. When you do eventually make it at an airline one day,(and with the right attitude, hard Work and a little luck you can...) you will then have the joy sitting next to them all day.. You'll be amazed at how your 3000th MEL-SYD sector with CAVOK at one end and B030 at the other end will feel like a space shuttle launch from Mt Everest.
Chances are you were called off standby to fly with them because the FO that was rostered called in sick. They can usually be found in the briefing room 20 minutes prior to sign on sitting alone. (Good preparation is key for a shuttle launch). They'll brief you on every NOTAM especially that taxiway in Sydney with 3 lights out even though it's ******* 11am. They'll ask your opinion on fuel but before you have a chance to answer, they'll interrupt you with the figure they have already lodged. You can almost feel their erection as they mentally congratulate themselves on some A+ CRM for including the FO. By the way, that fuel figure is usually company minimum. That's especially entertaining when you are bound for Darwin or Cairns in the wet season with no TEMPO on the TAF .
They walk needlessly fast, keen to get to aircraft like it's going to leave without them, usually 5 steps in front of you. They'll finish the brief with some form of the words "I'm 100% SOP." What will follow is a mix of 50% non SOP and 50% SOP from an FCOM that's over 10 years old. They are incredibly fast to notice if you selected the NAV lights on system 1 when today's date is an even day and thus it should be on system 2. They however don't notice their miss-set QNH and MCP ALT but you can just fix that silently when they leave for a pre flight toilet visit.
Your doing well if you've made it to line up clearance without gushing at the marvel of watching this sky god oztrnaught at work. He'll usually mention that there's bit of a crosswind from the left prior to rolling. You make note of about a 3 kt crosswind from the right but nod in agreeance anyway. You almost forgot to call V1 because you were too busy counting every centre line light that was hit on the take off roll. Note that he will mention that 1 you hit on your sector. Within 3 seconds of selecting gear up he will bark at you to ask ATC to cancel speed, but only if your initial departure track is 180 degrees in the wrong direction.
It's a summer afternoon and there is the usual build ups enroute, he'll be sure to avoid the small ones by 50nm and the big ones by 1nm. On the Bright side, if it's a very stormy day, you'll be on your way to having a 10/10 backside from all the arse cheek clenching you'll be doing.
TOPD is approaching, time for a briefing. This will be first conversation you've had in 30mins. He's spent the flight studying the Rivet arrival that hasn't changed much in twenty years. You've been debating whether you should call off sick in Sydney or suffer one more sector and get home tonight. You know you've lost it because for a moment you actually start to miss GA.. But you don't miss being poor and living in some **** hole like Darwin. You come to your senses and realise your at FL160 and haven't paid attention to anything that's happened in the last 10 mins. Time to focus. Concentration now is key. If your aircraft has some sort of smart VNAV system, FMS managed descent etc, the kind that makes it all easy he will almost certainly not use it.
You will be amazed at his butter smooth landing though. Smoothest you will ever feel, you'll never do better. Right at the end of the touch down zone too.
You will now feel your face hit the window as he manually brakes to make the high speed exit. "Fair bit of tailwind there, can't those idiot's in the Tower see it, let them know so they can think about changing runways" you note the 10kt headwind on the windsock and pass the message on anyway.
Your taxi speed stays steady at 30 kts, you begin wondering if he's going to hold short of the approaching runway. More clenching. You try not to laugh as ATC wait until you come to a screeching halt mere millimetres from the hold line to clear you to cross. They obviously know this guy is a ****wit too. You try not to laugh again when he stops short on the Up hill sloped NIGS. Thrust goes up to 45% N1 to get moving again. Part of you hopes he goes too far this time and a tug needs to be called out, just for the LOLs.
Your now shutdown at the gate. Your sector homebound.. He's going to be much more annoying. He'll find away to touch the FMC and MCP at least 5 times as much as on his sector. Smile and laugh, at least you don't Work in an office.
Okay so 95% Of the people you'll fly with are actually great guys and girl's. But these people do exist. Just do whats best for you and block out the noise. Some are probably just dirty they never got into QF. You'll make mistakes along the way and you won't always take the right path but who cares what they think. It's your journey and no one else's. We all take slightly different paths.
Chances are you were called off standby to fly with them because the FO that was rostered called in sick. They can usually be found in the briefing room 20 minutes prior to sign on sitting alone. (Good preparation is key for a shuttle launch). They'll brief you on every NOTAM especially that taxiway in Sydney with 3 lights out even though it's ******* 11am. They'll ask your opinion on fuel but before you have a chance to answer, they'll interrupt you with the figure they have already lodged. You can almost feel their erection as they mentally congratulate themselves on some A+ CRM for including the FO. By the way, that fuel figure is usually company minimum. That's especially entertaining when you are bound for Darwin or Cairns in the wet season with no TEMPO on the TAF .
They walk needlessly fast, keen to get to aircraft like it's going to leave without them, usually 5 steps in front of you. They'll finish the brief with some form of the words "I'm 100% SOP." What will follow is a mix of 50% non SOP and 50% SOP from an FCOM that's over 10 years old. They are incredibly fast to notice if you selected the NAV lights on system 1 when today's date is an even day and thus it should be on system 2. They however don't notice their miss-set QNH and MCP ALT but you can just fix that silently when they leave for a pre flight toilet visit.
Your doing well if you've made it to line up clearance without gushing at the marvel of watching this sky god oztrnaught at work. He'll usually mention that there's bit of a crosswind from the left prior to rolling. You make note of about a 3 kt crosswind from the right but nod in agreeance anyway. You almost forgot to call V1 because you were too busy counting every centre line light that was hit on the take off roll. Note that he will mention that 1 you hit on your sector. Within 3 seconds of selecting gear up he will bark at you to ask ATC to cancel speed, but only if your initial departure track is 180 degrees in the wrong direction.
It's a summer afternoon and there is the usual build ups enroute, he'll be sure to avoid the small ones by 50nm and the big ones by 1nm. On the Bright side, if it's a very stormy day, you'll be on your way to having a 10/10 backside from all the arse cheek clenching you'll be doing.
TOPD is approaching, time for a briefing. This will be first conversation you've had in 30mins. He's spent the flight studying the Rivet arrival that hasn't changed much in twenty years. You've been debating whether you should call off sick in Sydney or suffer one more sector and get home tonight. You know you've lost it because for a moment you actually start to miss GA.. But you don't miss being poor and living in some **** hole like Darwin. You come to your senses and realise your at FL160 and haven't paid attention to anything that's happened in the last 10 mins. Time to focus. Concentration now is key. If your aircraft has some sort of smart VNAV system, FMS managed descent etc, the kind that makes it all easy he will almost certainly not use it.
You will be amazed at his butter smooth landing though. Smoothest you will ever feel, you'll never do better. Right at the end of the touch down zone too.
You will now feel your face hit the window as he manually brakes to make the high speed exit. "Fair bit of tailwind there, can't those idiot's in the Tower see it, let them know so they can think about changing runways" you note the 10kt headwind on the windsock and pass the message on anyway.
Your taxi speed stays steady at 30 kts, you begin wondering if he's going to hold short of the approaching runway. More clenching. You try not to laugh as ATC wait until you come to a screeching halt mere millimetres from the hold line to clear you to cross. They obviously know this guy is a ****wit too. You try not to laugh again when he stops short on the Up hill sloped NIGS. Thrust goes up to 45% N1 to get moving again. Part of you hopes he goes too far this time and a tug needs to be called out, just for the LOLs.
Your now shutdown at the gate. Your sector homebound.. He's going to be much more annoying. He'll find away to touch the FMC and MCP at least 5 times as much as on his sector. Smile and laugh, at least you don't Work in an office.
Okay so 95% Of the people you'll fly with are actually great guys and girl's. But these people do exist. Just do whats best for you and block out the noise. Some are probably just dirty they never got into QF. You'll make mistakes along the way and you won't always take the right path but who cares what they think. It's your journey and no one else's. We all take slightly different paths.
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What a brilliant post. Don’t worry about the negative ones, Petra, although I’m embarrassed if they are professional pilots. A lot of ppruners haven’t been closer to an airliner than Microsoft fs in mums spare bedroom. People like that do exist in aviation but fortunately in the minority.
No offence but you'll get used to people like that. When you do eventually make it at an airline one day,(and with the right attitude, hard Work and a little luck you can...) you will then have the joy sitting next to them all day.. You'll be amazed at how your 3000th MEL-SYD sector with CAVOK at one end and B030 at the other end will feel like a space shuttle launch from Mt Everest.
Chances are you were called off standby to fly with them because the FO that was rostered called in sick. They can usually be found in the briefing room 20 minutes prior to sign on sitting alone. (Good preparation is key for a shuttle launch). They'll brief you on every NOTAM especially that taxiway in Sydney with 3 lights out even though it's ******* 11am. They'll ask your opinion on fuel but before you have a chance to answer, they'll interrupt you with the figure they have already lodged. You can almost feel their erection as they mentally congratulate themselves on some A+ CRM for including the FO. By the way, that fuel figure is usually company minimum. That's especially entertaining when you are bound for Darwin or Cairns in the wet season with no TEMPO on the TAF .
They walk needlessly fast, keen to get to aircraft like it's going to leave without them, usually 5 steps in front of you. They'll finish the brief with some form of the words "I'm 100% SOP." What will follow is a mix of 50% non SOP and 50% SOP from an FCOM that's over 10 years old. They are incredibly fast to notice if you selected the NAV lights on system 1 when today's date is an even day and thus it should be on system 2. They however don't notice their miss-set QNH and MCP ALT but you can just fix that silently when they leave for a pre flight toilet visit.
Your doing well if you've made it to line up clearance without gushing at the marvel of watching this sky god oztrnaught at work. He'll usually mention that there's bit of a crosswind from the left prior to rolling. You make note of about a 3 kt crosswind from the right but nod in agreeance anyway. You almost forgot to call V1 because you were too busy counting every centre line light that was hit on the take off roll. Note that he will mention that 1 you hit on your sector. Within 3 seconds of selecting gear up he will bark at you to ask ATC to cancel speed, but only if your initial departure track is 180 degrees in the wrong direction.
It's a summer afternoon and there is the usual build ups enroute, he'll be sure to avoid the small ones by 50nm and the big ones by 1nm. On the Bright side, if it's a very stormy day, you'll be on your way to having a 10/10 backside from all the arse cheek clenching you'll be doing.
TOPD is approaching, time for a briefing. This will be first conversation you've had in 30mins. He's spent the flight studying the Rivet arrival that hasn't changed much in twenty years. You've been debating whether you should call off sick in Sydney or suffer one more sector and get home tonight. You know you've lost it because for a moment you actually start to miss GA.. But you don't miss being poor and living in some **** hole like Darwin. You come to your senses and realise your at FL160 and haven't paid attention to anything that's happened in the last 10 mins. Time to focus. Concentration now is key. If your aircraft has some sort of smart VNAV system, FMS managed descent etc, the kind that makes it all easy he will almost certainly not use it.
You will be amazed at his butter smooth landing though. Smoothest you will ever feel, you'll never do better. Right at the end of the touch down zone too.
You will now feel your face hit the window as he manually brakes to make the high speed exit. "Fair bit of tailwind there, can't those idiot's in the Tower see it, let them know so they can think about changing runways" you note the 10kt headwind on the windsock and pass the message on anyway.
Your taxi speed stays steady at 30 kts, you begin wondering if he's going to hold short of the approaching runway. More clenching. You try not to laugh as ATC wait until you come to a screeching halt mere millimetres from the hold line to clear you to cross. They obviously know this guy is a ****wit too. You try not to laugh again when he stops short on the Up hill sloped NIGS. Thrust goes up to 45% N1 to get moving again. Part of you hopes he goes too far this time and a tug needs to be called out, just for the LOLs.
Your now shutdown at the gate. Your sector homebound.. He's going to be much more annoying. He'll find away to touch the FMC and MCP at least 5 times as much as on his sector. Smile and laugh, at least you don't Work in an office.
Okay so 95% Of the people you'll fly with are actually great guys and girl's. But these people do exist. Just do whats best for you and block out the noise. Some are probably just dirty they never got into QF. You'll make mistakes along the way and you won't always take the right path but who cares what they think. It's your journey and no one else's. We all take slightly different paths.
Chances are you were called off standby to fly with them because the FO that was rostered called in sick. They can usually be found in the briefing room 20 minutes prior to sign on sitting alone. (Good preparation is key for a shuttle launch). They'll brief you on every NOTAM especially that taxiway in Sydney with 3 lights out even though it's ******* 11am. They'll ask your opinion on fuel but before you have a chance to answer, they'll interrupt you with the figure they have already lodged. You can almost feel their erection as they mentally congratulate themselves on some A+ CRM for including the FO. By the way, that fuel figure is usually company minimum. That's especially entertaining when you are bound for Darwin or Cairns in the wet season with no TEMPO on the TAF .
They walk needlessly fast, keen to get to aircraft like it's going to leave without them, usually 5 steps in front of you. They'll finish the brief with some form of the words "I'm 100% SOP." What will follow is a mix of 50% non SOP and 50% SOP from an FCOM that's over 10 years old. They are incredibly fast to notice if you selected the NAV lights on system 1 when today's date is an even day and thus it should be on system 2. They however don't notice their miss-set QNH and MCP ALT but you can just fix that silently when they leave for a pre flight toilet visit.
Your doing well if you've made it to line up clearance without gushing at the marvel of watching this sky god oztrnaught at work. He'll usually mention that there's bit of a crosswind from the left prior to rolling. You make note of about a 3 kt crosswind from the right but nod in agreeance anyway. You almost forgot to call V1 because you were too busy counting every centre line light that was hit on the take off roll. Note that he will mention that 1 you hit on your sector. Within 3 seconds of selecting gear up he will bark at you to ask ATC to cancel speed, but only if your initial departure track is 180 degrees in the wrong direction.
It's a summer afternoon and there is the usual build ups enroute, he'll be sure to avoid the small ones by 50nm and the big ones by 1nm. On the Bright side, if it's a very stormy day, you'll be on your way to having a 10/10 backside from all the arse cheek clenching you'll be doing.
TOPD is approaching, time for a briefing. This will be first conversation you've had in 30mins. He's spent the flight studying the Rivet arrival that hasn't changed much in twenty years. You've been debating whether you should call off sick in Sydney or suffer one more sector and get home tonight. You know you've lost it because for a moment you actually start to miss GA.. But you don't miss being poor and living in some **** hole like Darwin. You come to your senses and realise your at FL160 and haven't paid attention to anything that's happened in the last 10 mins. Time to focus. Concentration now is key. If your aircraft has some sort of smart VNAV system, FMS managed descent etc, the kind that makes it all easy he will almost certainly not use it.
You will be amazed at his butter smooth landing though. Smoothest you will ever feel, you'll never do better. Right at the end of the touch down zone too.
You will now feel your face hit the window as he manually brakes to make the high speed exit. "Fair bit of tailwind there, can't those idiot's in the Tower see it, let them know so they can think about changing runways" you note the 10kt headwind on the windsock and pass the message on anyway.
Your taxi speed stays steady at 30 kts, you begin wondering if he's going to hold short of the approaching runway. More clenching. You try not to laugh as ATC wait until you come to a screeching halt mere millimetres from the hold line to clear you to cross. They obviously know this guy is a ****wit too. You try not to laugh again when he stops short on the Up hill sloped NIGS. Thrust goes up to 45% N1 to get moving again. Part of you hopes he goes too far this time and a tug needs to be called out, just for the LOLs.
Your now shutdown at the gate. Your sector homebound.. He's going to be much more annoying. He'll find away to touch the FMC and MCP at least 5 times as much as on his sector. Smile and laugh, at least you don't Work in an office.
Okay so 95% Of the people you'll fly with are actually great guys and girl's. But these people do exist. Just do whats best for you and block out the noise. Some are probably just dirty they never got into QF. You'll make mistakes along the way and you won't always take the right path but who cares what they think. It's your journey and no one else's. We all take slightly different paths.
[QUOTE]No offence but you'll get used to people like that. When you do eventually make it at an airline one day,(and with the right attitude, hard Work and a little luck you can...) you will then have the joy sitting next to them all day.. You'll be amazed at how your 3000th MEL-SYD sector with CAVOK at one end and B030 at the other end will feel like a space shuttle launch from Mt Everest.
Chances are you were called off standby to fly with them because the FO that was rostered called in sick. They can usually be found in the briefing room 20 minutes prior to sign on sitting alone. (Good preparation is key for a shuttle launch). They'll brief you on every NOTAM especially that taxiway in Sydney with 3 lights out even though it's ******* 11am. They'll ask your opinion on fuel but before you have a chance to answer, they'll interrupt you with the figure they have already lodged. You can almost feel their erection as they mentally congratulate themselves on some A+ CRM for including the FO. By the way, that fuel figure is usually company minimum. That's especially entertaining when you are bound for Darwin or Cairns in the wet season with no TEMPO on the TAF .
They walk needlessly fast, keen to get to aircraft like it's going to leave without them, usually 5 steps in front of you. They'll finish the brief with some form of the words "I'm 100% SOP." What will follow is a mix of 50% non SOP and 50% SOP from an FCOM that's over 10 years old. They are incredibly fast to notice if you selected the NAV lights on system 1 when today's date is an even day and thus it should be on system 2. They however don't notice their miss-set QNH and MCP ALT but you can just fix that silently when they leave for a pre flight toilet visit.
Your doing well if you've made it to line up clearance without gushing at the marvel of watching this sky god oztrnaught at work. He'll usually mention that there's bit of a crosswind from the left prior to rolling. You make note of about a 3 kt crosswind from the right but nod in agreeance anyway. You almost forgot to call V1 because you were too busy counting every centre line light that was hit on the take off roll. Note that he will mention that 1 you hit on your sector. Within 3 seconds of selecting gear up he will bark at you to ask ATC to cancel speed, but only if your initial departure track is 180 degrees in the wrong direction.
It's a summer afternoon and there is the usual build ups enroute, he'll be sure to avoid the small ones by 50nm and the big ones by 1nm. On the Bright side, if it's a very stormy day, you'll be on your way to having a 10/10 backside from all the arse cheek clenching you'll be doing.
TOPD is approaching, time for a briefing. This will be first conversation you've had in 30mins. He's spent the flight studying the Rivet arrival that hasn't changed much in twenty years. You've been debating whether you should call off sick in Sydney or suffer one more sector and get home tonight. You know you've lost it because for a moment you actually start to miss GA.. But you don't miss being poor and living in some **** hole like Darwin. You come to your senses and realise your at FL160 and haven't paid attention to anything that's happened in the last 10 mins. Time to focus. Concentration now is key. If your aircraft has some sort of smart VNAV system, FMS managed descent etc, the kind that makes it all easy he will almost certainly not use it.
You will be amazed at his butter smooth landing though. Smoothest you will ever feel, you'll never do better. Right at the end of the touch down zone too.
You will now feel your face hit the window as he manually brakes to make the high speed exit. "Fair bit of tailwind there, can't those idiot's in the Tower see it, let them know so they can think about changing runways" you note the 10kt headwind on the windsock and pass the message on anyway.
Your taxi speed stays steady at 30 kts, you begin wondering if he's going to hold short of the approaching runway. More clenching. You try not to laugh as ATC wait until you come to a screeching halt mere millimetres from the hold line to clear you to cross. They obviously know this guy is a ****wit too. You try not to laugh again when he stops short on the Up hill sloped NIGS. Thrust goes up to 45% N1 to get moving again. Part of you hopes he goes too far this time and a tug needs to be called out, just for the LOLs.
Your now shutdown at the gate. Your sector homebound.. He's going to be much more annoying. He'll find away to touch the FMC and MCP at least 5 times as much as on his sector. Smile and laugh, at least you don't Work in an office.
Okay so 95% Of the people you'll fly with are actually great guys and girl's. But these people do exist. Just do whats best for you and block out the noise. Some are probably just dirty they never got into QF. You'll make mistakes along the way and you won't always take the right path but who cares what they think. It's your journey and no one else's. We all take slightly different paths.
[QUOTE]
Brilliant
i was thinking you were Brisbane based.
a few clues...the use of a briefing room, the ‘sick in Sydney’ and the minimum fuel. Of course, throw in the mix of old, new and unheard of procedures with the minimum fuel and......any guesses?
just brilliant.
Chances are you were called off standby to fly with them because the FO that was rostered called in sick. They can usually be found in the briefing room 20 minutes prior to sign on sitting alone. (Good preparation is key for a shuttle launch). They'll brief you on every NOTAM especially that taxiway in Sydney with 3 lights out even though it's ******* 11am. They'll ask your opinion on fuel but before you have a chance to answer, they'll interrupt you with the figure they have already lodged. You can almost feel their erection as they mentally congratulate themselves on some A+ CRM for including the FO. By the way, that fuel figure is usually company minimum. That's especially entertaining when you are bound for Darwin or Cairns in the wet season with no TEMPO on the TAF .
They walk needlessly fast, keen to get to aircraft like it's going to leave without them, usually 5 steps in front of you. They'll finish the brief with some form of the words "I'm 100% SOP." What will follow is a mix of 50% non SOP and 50% SOP from an FCOM that's over 10 years old. They are incredibly fast to notice if you selected the NAV lights on system 1 when today's date is an even day and thus it should be on system 2. They however don't notice their miss-set QNH and MCP ALT but you can just fix that silently when they leave for a pre flight toilet visit.
Your doing well if you've made it to line up clearance without gushing at the marvel of watching this sky god oztrnaught at work. He'll usually mention that there's bit of a crosswind from the left prior to rolling. You make note of about a 3 kt crosswind from the right but nod in agreeance anyway. You almost forgot to call V1 because you were too busy counting every centre line light that was hit on the take off roll. Note that he will mention that 1 you hit on your sector. Within 3 seconds of selecting gear up he will bark at you to ask ATC to cancel speed, but only if your initial departure track is 180 degrees in the wrong direction.
It's a summer afternoon and there is the usual build ups enroute, he'll be sure to avoid the small ones by 50nm and the big ones by 1nm. On the Bright side, if it's a very stormy day, you'll be on your way to having a 10/10 backside from all the arse cheek clenching you'll be doing.
TOPD is approaching, time for a briefing. This will be first conversation you've had in 30mins. He's spent the flight studying the Rivet arrival that hasn't changed much in twenty years. You've been debating whether you should call off sick in Sydney or suffer one more sector and get home tonight. You know you've lost it because for a moment you actually start to miss GA.. But you don't miss being poor and living in some **** hole like Darwin. You come to your senses and realise your at FL160 and haven't paid attention to anything that's happened in the last 10 mins. Time to focus. Concentration now is key. If your aircraft has some sort of smart VNAV system, FMS managed descent etc, the kind that makes it all easy he will almost certainly not use it.
You will be amazed at his butter smooth landing though. Smoothest you will ever feel, you'll never do better. Right at the end of the touch down zone too.
You will now feel your face hit the window as he manually brakes to make the high speed exit. "Fair bit of tailwind there, can't those idiot's in the Tower see it, let them know so they can think about changing runways" you note the 10kt headwind on the windsock and pass the message on anyway.
Your taxi speed stays steady at 30 kts, you begin wondering if he's going to hold short of the approaching runway. More clenching. You try not to laugh as ATC wait until you come to a screeching halt mere millimetres from the hold line to clear you to cross. They obviously know this guy is a ****wit too. You try not to laugh again when he stops short on the Up hill sloped NIGS. Thrust goes up to 45% N1 to get moving again. Part of you hopes he goes too far this time and a tug needs to be called out, just for the LOLs.
Your now shutdown at the gate. Your sector homebound.. He's going to be much more annoying. He'll find away to touch the FMC and MCP at least 5 times as much as on his sector. Smile and laugh, at least you don't Work in an office.
Okay so 95% Of the people you'll fly with are actually great guys and girl's. But these people do exist. Just do whats best for you and block out the noise. Some are probably just dirty they never got into QF. You'll make mistakes along the way and you won't always take the right path but who cares what they think. It's your journey and no one else's. We all take slightly different paths.
[QUOTE]
Brilliant
i was thinking you were Brisbane based.
a few clues...the use of a briefing room, the ‘sick in Sydney’ and the minimum fuel. Of course, throw in the mix of old, new and unheard of procedures with the minimum fuel and......any guesses?
just brilliant.
PPRuNe Handmaiden
cLeArIcE
That is brilliant. One of the best posts I've seen.
I showed it to a BA mate, he reckons he's met a few like that in BA too.
That is brilliant. One of the best posts I've seen.
I showed it to a BA mate, he reckons he's met a few like that in BA too.
PPRuNe Handmaiden
Petra - assuming you're still reading this. Please don't spend any more money on some "course". Now comes the hard part, finding a job. I haven't worked in Australia for 20 years, so my advice may be out of date. Time for research. Where are the scenic flights happening? Historically, Broome, Kununurra, Darwin, Uluru and so on.
Things to have First Aid certificate, Dangerous Goods certificate and half an idea about single engine aircraft.
Now, these jobs will be fiercely fought over. As others have said, there are Virgin B777 captains in Darwin looking for work!
Do you have a Croatian passport? That might be able to open up Europe to you. Unfortunately, the conversion to EASA is expensive and a lot of hard work.
Things to have First Aid certificate, Dangerous Goods certificate and half an idea about single engine aircraft.
Now, these jobs will be fiercely fought over. As others have said, there are Virgin B777 captains in Darwin looking for work!
Do you have a Croatian passport? That might be able to open up Europe to you. Unfortunately, the conversion to EASA is expensive and a lot of hard work.
Last edited by redsnail; 1st Mar 2021 at 09:49.
No offence but you'll get used to people like that. When you do eventually make it at an airline one day,(and with the right attitude, hard Work and a little luck you can...) you will then have the joy sitting next to them all day.. You'll be amazed at how your 3000th MEL-SYD sector with CAVOK at one end and B030 at the other end will feel like a space shuttle launch from Mt Everest.
Chances are you were called off standby to fly with them because the FO that was rostered called in sick. They can usually be found in the briefing room 20 minutes prior to sign on sitting alone. (Good preparation is key for a shuttle launch). They'll brief you on every NOTAM especially that taxiway in Sydney with 3 lights out even though it's ******* 11am. They'll ask your opinion on fuel but before you have a chance to answer, they'll interrupt you with the figure they have already lodged. You can almost feel their erection as they mentally congratulate themselves on some A+ CRM for including the FO. By the way, that fuel figure is usually company minimum. That's especially entertaining when you are bound for Darwin or Cairns in the wet season with no TEMPO on the TAF .
They walk needlessly fast, keen to get to aircraft like it's going to leave without them, usually 5 steps in front of you. They'll finish the brief with some form of the words "I'm 100% SOP." What will follow is a mix of 50% non SOP and 50% SOP from an FCOM that's over 10 years old. They are incredibly fast to notice if you selected the NAV lights on system 1 when today's date is an even day and thus it should be on system 2. They however don't notice their miss-set QNH and MCP ALT but you can just fix that silently when they leave for a pre flight toilet visit.
Your doing well if you've made it to line up clearance without gushing at the marvel of watching this sky god oztrnaught at work. He'll usually mention that there's bit of a crosswind from the left prior to rolling. You make note of about a 3 kt crosswind from the right but nod in agreeance anyway. You almost forgot to call V1 because you were too busy counting every centre line light that was hit on the take off roll. Note that he will mention that 1 you hit on your sector. Within 3 seconds of selecting gear up he will bark at you to ask ATC to cancel speed, but only if your initial departure track is 180 degrees in the wrong direction.
It's a summer afternoon and there is the usual build ups enroute, he'll be sure to avoid the small ones by 50nm and the big ones by 1nm. On the Bright side, if it's a very stormy day, you'll be on your way to having a 10/10 backside from all the arse cheek clenching you'll be doing.
TOPD is approaching, time for a briefing. This will be first conversation you've had in 30mins. He's spent the flight studying the Rivet arrival that hasn't changed much in twenty years. You've been debating whether you should call off sick in Sydney or suffer one more sector and get home tonight. You know you've lost it because for a moment you actually start to miss GA.. But you don't miss being poor and living in some **** hole like Darwin. You come to your senses and realise your at FL160 and haven't paid attention to anything that's happened in the last 10 mins. Time to focus. Concentration now is key. If your aircraft has some sort of smart VNAV system, FMS managed descent etc, the kind that makes it all easy he will almost certainly not use it.
You will be amazed at his butter smooth landing though. Smoothest you will ever feel, you'll never do better. Right at the end of the touch down zone too.
You will now feel your face hit the window as he manually brakes to make the high speed exit. "Fair bit of tailwind there, can't those idiot's in the Tower see it, let them know so they can think about changing runways" you note the 10kt headwind on the windsock and pass the message on anyway.
Your taxi speed stays steady at 30 kts, you begin wondering if he's going to hold short of the approaching runway. More clenching. You try not to laugh as ATC wait until you come to a screeching halt mere millimetres from the hold line to clear you to cross. They obviously know this guy is a ****wit too. You try not to laugh again when he stops short on the Up hill sloped NIGS. Thrust goes up to 45% N1 to get moving again. Part of you hopes he goes too far this time and a tug needs to be called out, just for the LOLs.
Your now shutdown at the gate. Your sector homebound.. He's going to be much more annoying. He'll find away to touch the FMC and MCP at least 5 times as much as on his sector. Smile and laugh, at least you don't Work in an office.
Okay so 95% Of the people you'll fly with are actually great guys and girl's. But these people do exist. Just do whats best for you and block out the noise. Some are probably just dirty they never got into QF. You'll make mistakes along the way and you won't always take the right path but who cares what they think. It's your journey and no one else's. We all take slightly different paths.
Chances are you were called off standby to fly with them because the FO that was rostered called in sick. They can usually be found in the briefing room 20 minutes prior to sign on sitting alone. (Good preparation is key for a shuttle launch). They'll brief you on every NOTAM especially that taxiway in Sydney with 3 lights out even though it's ******* 11am. They'll ask your opinion on fuel but before you have a chance to answer, they'll interrupt you with the figure they have already lodged. You can almost feel their erection as they mentally congratulate themselves on some A+ CRM for including the FO. By the way, that fuel figure is usually company minimum. That's especially entertaining when you are bound for Darwin or Cairns in the wet season with no TEMPO on the TAF .
They walk needlessly fast, keen to get to aircraft like it's going to leave without them, usually 5 steps in front of you. They'll finish the brief with some form of the words "I'm 100% SOP." What will follow is a mix of 50% non SOP and 50% SOP from an FCOM that's over 10 years old. They are incredibly fast to notice if you selected the NAV lights on system 1 when today's date is an even day and thus it should be on system 2. They however don't notice their miss-set QNH and MCP ALT but you can just fix that silently when they leave for a pre flight toilet visit.
Your doing well if you've made it to line up clearance without gushing at the marvel of watching this sky god oztrnaught at work. He'll usually mention that there's bit of a crosswind from the left prior to rolling. You make note of about a 3 kt crosswind from the right but nod in agreeance anyway. You almost forgot to call V1 because you were too busy counting every centre line light that was hit on the take off roll. Note that he will mention that 1 you hit on your sector. Within 3 seconds of selecting gear up he will bark at you to ask ATC to cancel speed, but only if your initial departure track is 180 degrees in the wrong direction.
It's a summer afternoon and there is the usual build ups enroute, he'll be sure to avoid the small ones by 50nm and the big ones by 1nm. On the Bright side, if it's a very stormy day, you'll be on your way to having a 10/10 backside from all the arse cheek clenching you'll be doing.
TOPD is approaching, time for a briefing. This will be first conversation you've had in 30mins. He's spent the flight studying the Rivet arrival that hasn't changed much in twenty years. You've been debating whether you should call off sick in Sydney or suffer one more sector and get home tonight. You know you've lost it because for a moment you actually start to miss GA.. But you don't miss being poor and living in some **** hole like Darwin. You come to your senses and realise your at FL160 and haven't paid attention to anything that's happened in the last 10 mins. Time to focus. Concentration now is key. If your aircraft has some sort of smart VNAV system, FMS managed descent etc, the kind that makes it all easy he will almost certainly not use it.
You will be amazed at his butter smooth landing though. Smoothest you will ever feel, you'll never do better. Right at the end of the touch down zone too.
You will now feel your face hit the window as he manually brakes to make the high speed exit. "Fair bit of tailwind there, can't those idiot's in the Tower see it, let them know so they can think about changing runways" you note the 10kt headwind on the windsock and pass the message on anyway.
Your taxi speed stays steady at 30 kts, you begin wondering if he's going to hold short of the approaching runway. More clenching. You try not to laugh as ATC wait until you come to a screeching halt mere millimetres from the hold line to clear you to cross. They obviously know this guy is a ****wit too. You try not to laugh again when he stops short on the Up hill sloped NIGS. Thrust goes up to 45% N1 to get moving again. Part of you hopes he goes too far this time and a tug needs to be called out, just for the LOLs.
Your now shutdown at the gate. Your sector homebound.. He's going to be much more annoying. He'll find away to touch the FMC and MCP at least 5 times as much as on his sector. Smile and laugh, at least you don't Work in an office.
Okay so 95% Of the people you'll fly with are actually great guys and girl's. But these people do exist. Just do whats best for you and block out the noise. Some are probably just dirty they never got into QF. You'll make mistakes along the way and you won't always take the right path but who cares what they think. It's your journey and no one else's. We all take slightly different paths.
and will he explain the difference between your and you’re ?
Even if the forum deletes the apostrophe !
Last edited by RetiredBA/BY; 1st Mar 2021 at 08:32.
Found him
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Nunc est bibendum
So firstly, shame on the men in here which have decided to spit on me for asking a question. I'm actually a female (parents from Croatia) and I am new to aviation but the hate messages I've received via my inbox would make you the troll (not me). Yes, I went to university here in Melbourne and yes I have around 200 hours now. I did the 150-hour integrated course which was part of a double major (Bachelor of Aviation & Business). A mentor suggested that doing the MCC & Jet Orientation course would help us stand out on the resume. I am also looking at doing a course on "airline interview tips". Any suggestions here? (without the haters please).
Thanks to some of you with insightful responses. Some of us at campus have looked at Darwin and Broome. There is also a "GA Ready" course we are looking at doing through Flight Standards. Has anyone had any experience with this course? Apparently the course will help getting a job in the northern area of the country.
Thanks to some of you with insightful responses. Some of us at campus have looked at Darwin and Broome. There is also a "GA Ready" course we are looking at doing through Flight Standards. Has anyone had any experience with this course? Apparently the course will help getting a job in the northern area of the country.
cLeArIcE - Post of the century - best laugh I've had on here for a long time. Many thanks for your wit - it's wasted in aviation!
Petra, if you can accept the consensus here that there won’t be any airline jobs for low hour pilots for some time to come, you need to rethink your career path. This is not to say that you will never get an airline job, just that you won’t be getting one anywhere in the world for a year or five, or worst case maybe 10.
Having spent so much time and effort getting this far you should not walk away from aviation. But if you sit on your bum in a big city awaiting that airline job, no matter how many touchy-feely add on aviation ‘courses’ you do, nothing will substitute for a thousand or so hours real flying experience.
Redsnail in post#68 mentioned tourism based flying and having a First Aid certificate. Absolutely the best way to go, but I would add a commercial passenger vehicle licence and even an inshore coxswain ticket, rather than any more aviation bull**** qualifications that will only wither on the vine due lack of any requirement. Even trying to hold on to a MECIR at 200 hours is a dubious expenditure because not too many GA operators will put a newbie into the left seat of a twin, even if their insurance would allow it.
You have to set yourself apart from the pack by offering GA tourism operators skills they can use.
Also accept that tourist flying is likely to be seasonal, so all the more reason to have other skills that can earn money.
Having spent so much time and effort getting this far you should not walk away from aviation. But if you sit on your bum in a big city awaiting that airline job, no matter how many touchy-feely add on aviation ‘courses’ you do, nothing will substitute for a thousand or so hours real flying experience.
Redsnail in post#68 mentioned tourism based flying and having a First Aid certificate. Absolutely the best way to go, but I would add a commercial passenger vehicle licence and even an inshore coxswain ticket, rather than any more aviation bull**** qualifications that will only wither on the vine due lack of any requirement. Even trying to hold on to a MECIR at 200 hours is a dubious expenditure because not too many GA operators will put a newbie into the left seat of a twin, even if their insurance would allow it.
You have to set yourself apart from the pack by offering GA tourism operators skills they can use.
Also accept that tourist flying is likely to be seasonal, so all the more reason to have other skills that can earn money.
clearice- If and when you ever get a command you will certainly be surprised to learn there are just as many arseholes in the right seat as there are in the left. You would think it doesn't matter since you are "in command" but believe me a smart arse, sycophantic, competitive know all ruins what should be a good day out or in some cases a 4 day trip out.
For the last 15 years of my career I was more intent in finding out who I was flying with rather than where I was going when the roster was published.
I would fly with these guys just after they were released to line, timid and unsure but 6 months later they thought they had it all worked out. Reminds me of my kids when they got to 16 and knew everything. As they progressed these smarties came up for command, many failed and of those who passed some turned to be complete tossers, according to the junior FOs who had to fly with them.
In your case clearice, how weak is it to just accept the Captain's fuel decision and not state your case for a different figure if you think it matters. And yeah, keep up, but I imagine swanning through the terminal in full braided uniform ticks your boxes. He thinks there is crosswind from the left but you know its from the right but you don't say anything. Busy counting centreline lights and almost forgetting to monitor and call V1, you have an unhealthy obsession to collect demerit points as a priority it would seem. And the idea of a shoulder harness is to prevent hitting the windshield/window, get with the program. Remarks about Darwin and how "part" of you want things to grow into an incident tell us more about you than anything else. An F for CRM for you my lad.
Did it ever occur to you to confront this guy, you know, face to face?, discuss what worries you, maybe it could be worked out, rather than using the anonymity of this Forum or the mob think of your contemporaries who reckon your post was brilliant. I think you owe the travelling public more than you are giving.
And what on earth ever made you think that a sector is yours, no such thing. If a Captain is kind enough to allow you to operate and manage HIS aircraft for a leg or two, be grateful and respectful.
For the last 15 years of my career I was more intent in finding out who I was flying with rather than where I was going when the roster was published.
I would fly with these guys just after they were released to line, timid and unsure but 6 months later they thought they had it all worked out. Reminds me of my kids when they got to 16 and knew everything. As they progressed these smarties came up for command, many failed and of those who passed some turned to be complete tossers, according to the junior FOs who had to fly with them.
In your case clearice, how weak is it to just accept the Captain's fuel decision and not state your case for a different figure if you think it matters. And yeah, keep up, but I imagine swanning through the terminal in full braided uniform ticks your boxes. He thinks there is crosswind from the left but you know its from the right but you don't say anything. Busy counting centreline lights and almost forgetting to monitor and call V1, you have an unhealthy obsession to collect demerit points as a priority it would seem. And the idea of a shoulder harness is to prevent hitting the windshield/window, get with the program. Remarks about Darwin and how "part" of you want things to grow into an incident tell us more about you than anything else. An F for CRM for you my lad.
Did it ever occur to you to confront this guy, you know, face to face?, discuss what worries you, maybe it could be worked out, rather than using the anonymity of this Forum or the mob think of your contemporaries who reckon your post was brilliant. I think you owe the travelling public more than you are giving.
And what on earth ever made you think that a sector is yours, no such thing. If a Captain is kind enough to allow you to operate and manage HIS aircraft for a leg or two, be grateful and respectful.
Haha...OMG is this a joke. Maybe you should give yourself an F for CRM as well.
