Yep. Not to mention the 737 flys an approach faster than the 10 000' cruise speed of GA aircraft!!

Can someone tell me what a heavy single is - besides a paradox

Someone who’s never left GA, gotten pretty fat and never or is currently, not hitched.

Or what a flying school instructor refers to a 200 series Cessna.

One operated above it’s MTOW on a consistent basis

Not to mention the other great terms used in GA, including do you have any heavy twin time and F/O time doesn’t count in my opinion.

I’m assuming a heavy Single is anything other than a C172 or Piper Warrior type,.....C210, Cherokee 6, Bonanza? Etc?

I never flew those light twin 777s but I used to fly a 575 tonne quad - til I got terminated a few weeks ago. I'll take my chances on a "HEAVY SINGLE" - Compylot = :ugh:

Not on Compylot’s watch. You would struggle with the ‘complexity of a light aircraft’

The aeroplane I fly when on vacation has twin radial engines, is a taildragger, and has 1950’s instruments and no autopilot. Its a piece of cake compared to my actual airline job. Clearly some people assume that a modern jet cockpit has Laz-e-boy seats and a snooze button.

https://cimg0.ibsrv.net/gimg/pprune....a90f3effe.jpeg
Anybody that’s flown The Slug would confirm this is a heavy single !

Don't shoot the messenger, I'm just relaying information I've received from some very senior GA operators concerning the quality of candidates they've come across of late.

One thing that they did say is that out of all the Jet jockey airline pilots swinging for GA portions, the candidates that do stick out are ex cadets.

Even with minimal or even no GA experience it's the ex Cadets that have really shown ability and potential.

Apparently the rigorous selection and training regime cadets are known for gives them an advantage in learning the complexities of complex GA aircraft and they are being head hunted by GA operators looking for reliable, intelligent and enthusiastic operators

Yes very funny, well done.:D

Thanks. Needed the laugh 😂

Haha! That is gold!

When I started training in 2006 all people could tell me was what a great time I was starting my career, jobs a plenty etc. then in 2007 the gfc hit and everything turned to ****e...

Plenty of people quit training but those of us willing to listen to the advice of the old boys got told to stick with it and the industry will sort itself out. They were right.

If someone who just started training asked me what to do I’d give them the above advice because unless you’ve got 90k sitting in the bank it’s gona be couple of years before you get that CPL anyway and in a few years there will be jobs a plenty again, especially in the entry level stuff that most of the guys getting shafted during the current downturn won’t be willing to take.

Is that you, Russell Coight?

Cmon all,

Compylot has been trollin since ‘09 and doing a rather good job of it. Some here bit hook, line, sinker, rod, bait box and half the jetty.

j3

Yeah , for once I agree j3
Sucked in......

It’s hard to pick the bottom of cyclic wave of pilot hiring, and it’s even harder to calculate what the employment market will be like in 12-18 months when you do graduate with all your qualifications. Truth is if you delay it until things pick up and don’t start your training until you see newly graduated CPLs are being vacuumed up as soon as they finish their training then it’s too late. It does seem counter intuitive to begin flight training when hundreds of current pilots are stood down without work.

In a way it’s a gamble, but so are many things in life. If this downturn causes a lot of current pilots to retire or leave the industry, and a lot of those who were planning to begin training in the next year now decline to, a quick turnaround in 18 months when a pilot who starts training today finishes their CPL will put them in a great position. Or it could be the opposite. Like I said it’s all a gamble. In a recession a lot of other professions and industries will be in the same boat. There’s really no such thing as a safe bet in any job these days

The statement above is true, at least at my outfit anyway.

I am involved in a minimal capacity in the recruitment process of a GA operator flying light multi engine piston and turbo-prop aircrafts. We have around 40 pilots and non is an ex airline pilot; and that is not for lack of candidates. We have 1 ex biz jet pilot and the rest are ex RAF or GA pilots.

The are two main reasons for that:
-it’s much harder to train airline pilots than it is to train ex RAF or GA pilots to fly our aircrafts in our environment
-Attitude; obviously the working environment for a GA operator is different than the environment of an airline and many ex airline pilots find it difficult or unwilling to adapt to the new environment.

We were actively recruiting when Flybe went bust and we received many applications from their former pilots. Some of them made it to the interview stage and out of all those invited only one got a job offer. They all struggled with the last part of the interview which is a flight in a multi engine piston aircraft.

We are not automatically rejecting all the airline pilots applications but it is considered a disadvantage.