Redundancy and staying afloat!
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Well I have kept all my Instructor ratings current and as soon as the jet was temporarily mothballed i was working in sunny Florida and enjoying every minute of it.
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Originally Posted by Flintstone
Hell, pick a layby outside any port and you'll have truckers queuing up.
How about this:
Grillwalker. Massive in Germany!
Grillwalker
I was hoping for something constructive, not a lecture on self righteousness.
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Ryan Air have allegedly started including laxatives in their sandwhiches for sale so as to encourage people to go for a dump and have to pay a squid to use the toilets.
Last edited by south coast; 1st Mar 2009 at 11:37. Reason: Had to go to the toilet
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Hmmmm, the plot thickens. Had a few PM's about spernkey's claim that we could make £125,000 flogging his photos door to door. Needless to say they all say the same thing, you can't.
They also had a few interesting things to say about the operation and its aircraft.
They also had a few interesting things to say about the operation and its aircraft.
Join Date: May 2006
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Poor misunderstood spernkey.....of course you can make 75-125k a year flogging photos; accidentally he forgot to mention that you have to provide the plane, the camera, the dark-room, a/c operating costs for 2,000 hrs per annum, oh! and pay for your own medical, tax, loss of flying and driving licences, pension and uniform. Last year I made 125k and my costs were only 200k. Just lucky to have a job I reckon!!!!!
This year I'm advertising my services as a male model/ escort/ stud, but take up has been a bit slow..........must be the recession, or maybe the photos I took of myself last year?
This year I'm advertising my services as a male model/ escort/ stud, but take up has been a bit slow..........must be the recession, or maybe the photos I took of myself last year?
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Flintstone and G-DAVE,
I have seen the other side to spernkey's business, and it's entirely legit. Seen the balance sheets to justify above statement. However, it does require much dedication to the job in question to which I didn't possess, but met plenty who did.
Rare to see those amounts, but certainly achievable and there was the odd one.
Cheers
I have seen the other side to spernkey's business, and it's entirely legit. Seen the balance sheets to justify above statement. However, it does require much dedication to the job in question to which I didn't possess, but met plenty who did.
Rare to see those amounts, but certainly achievable and there was the odd one.
Cheers
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Yet oddly enough I've heard from several people who claim first hand experience of it not being achievable. They also muttered (insert disclaimer here) something about leaky-tanked diesel 172s with some rather........intermittent instruments. All untrue I'm sure.
I'm sure the CAA's interest was purely to underline the legitimacy of the operation
I'm sure the CAA's interest was purely to underline the legitimacy of the operation
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I think ultimately any job like this boils down to the individual, and let's face it, it can take a very specific type to do a job like this well.
Regards leaky 172s, the aeroplanes were maintained in accordance with requirements and have their own hangar to accommodate for this. There were some minor issues with the diesel engines but my opinion on this generally revolves around an inherent issue - I know that we were not the sole sufferers of the whole diesel refit problem. I stand to be corrected, but I seem to recall Cabair having serious problems with their DA40 fleet at one time, and that it was linked to the jet fuel breathing engines, but again, couldn't be sure about that.
What's your personal opinion on the refits into GA aeroplanes? Would be good to get somebody's point of view from the Bizjet industry.
Cheers
Regards leaky 172s, the aeroplanes were maintained in accordance with requirements and have their own hangar to accommodate for this. There were some minor issues with the diesel engines but my opinion on this generally revolves around an inherent issue - I know that we were not the sole sufferers of the whole diesel refit problem. I stand to be corrected, but I seem to recall Cabair having serious problems with their DA40 fleet at one time, and that it was linked to the jet fuel breathing engines, but again, couldn't be sure about that.
What's your personal opinion on the refits into GA aeroplanes? Would be good to get somebody's point of view from the Bizjet industry.
Cheers
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I've absolutely no experience of refits to C172s and the like. Oh, I lie. I flew C402s that had GPS Some experience (as in seen them on the ramp) of retro-fits on bizjets. I suppose the first I ever really noticed was the Jetstar with two newer engines as opposed to the original four. Read the blurb from manufacturers offering new panels on 'club' type aircraft but always seemed to me to be trying to make a silk purse out of a sow's ear.
With the new wave of composite aircraft for training, personal and club use I do wonder why a commercial operator would bother with some of them. With older bizjets I think customers are far more savvy than they used to be and many will spot mutton dressed as lamb at fifty paces. I (very briefly) freelanced for an operator who did, and still does, operate such aircraft albeit with new paint jobs. After a brake fire I was told by a passenger "Well you expect this sort of thing on a 20 year old aircraft". Turned out he was an aviation underwriter at Lloyd's
Some experience (as in seen them on the ramp) of retro-fits on bizjets. I suppose the first I ever really noticed was the Jetstar with two newer engines as opposed to the original four. Read the blurb from manufacturers offering new panels on 'club' type aircraft but always seemed to me to be trying to make a silk purse out of a sow's ear.With the new wave of composite aircraft for training, personal and club use I do wonder why a commercial operator would bother with some of them. With older bizjets I think customers are far more savvy than they used to be and many will spot mutton dressed as lamb at fifty paces. I (very briefly) freelanced for an operator who did, and still does, operate such aircraft albeit with new paint jobs. After a brake fire I was told by a passenger "Well you expect this sort of thing on a 20 year old aircraft". Turned out he was an aviation underwriter at Lloyd's
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You CAN make £125,000 from flogging photos!! You just need the right photos. I've been hiding in Houses of Parliament bogs with my 800mm lens for weeks now....I'm sure that ellusive pay-day isn't far away now!
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"Yet oddly enough I've heard from several people who claim first hand experience of it not being achievable. They also muttered (insert disclaimer here) something about leaky-tanked diesel 172s with some rather........intermittent instruments. All untrue I'm sure.
I'm sure the CAA's interest was purely to underline the legitimacy of the operation
" as posted by Flinty.
1. It just is - and in return for a signed confidentiality agreement i have a slack handful of indignant operatives who will provide their accounts for scrutiny on the strict understanding that you wind your neck in on here.
2. Diesel is more "searching" than petrol so we did get some leaks, but we fixed them (as you do!).
3. We operate only in the "Better" end of VFR. I do get a bit non-plussed when sausage factory pilots with 200 hours want to stay on the ground because one of the VOR's wont work when i can see all the way into Wales from 1000 feet.
4. My original post was not an advert as i only act as a wholesale supplier to the business.
5. As i said the work doesnt usually suit pilots who dont seem to be able to dedicate themselves to anything that tears them away from the internet searching and job seeking. I think the best job a "Resting" pilot can do would be one where there was plenty of flexibility to get on and shoot out the cv's as well as turn up and get a bit of pay somewhere. They wanna fly, simple as that. I took a hard up pilot out selling 15 years ago and he made £250 a day for the first week. Second week he quit to be a flying instructor for £160 per week even though he would have been debt free within a few months. They wanna fly - get it?
6. We get noise complaints that surface at the CAA - fortunately we data log our flights so we can demonstrate legality using the exif data as supplied by gps. The CAA have no interest in us that i know of - no prosecutions - no maintenance issues - nothing.
We did fall foul of an M3 maint outfit once and the caa were great, as always in my experience, my planes had frayed cables cracked tailplane spars(!) A/D's signed for and not done, the list is endless really. The "Best" one was that this outfit would fly the aircraft to another engineer for the duplicate inspections!!! Obviously it is essential that dupes are done BEFORE flight of any kind. The "Duplicating" engineer is "pontificator in chief" on here so i best not say too much lest it bursts his bubble and gets him all worked up. Once the MOR's were followed up and the caa removed licences and approvals i realised i would always suffer from whispering campaigns that even get as far as "Flinty". Amazing eh?
I dont want to add much more lest i am accused of Hyjacking a thread, but for anyone who is interested i would be happy to let anybody know how our diesels have worked out for us.
Now Flinty and Dave stop arguing the toss and go fly something, you nit-picking so and so's!
I'm sure the CAA's interest was purely to underline the legitimacy of the operation
" as posted by Flinty.1. It just is - and in return for a signed confidentiality agreement i have a slack handful of indignant operatives who will provide their accounts for scrutiny on the strict understanding that you wind your neck in on here.
2. Diesel is more "searching" than petrol so we did get some leaks, but we fixed them (as you do!).
3. We operate only in the "Better" end of VFR. I do get a bit non-plussed when sausage factory pilots with 200 hours want to stay on the ground because one of the VOR's wont work when i can see all the way into Wales from 1000 feet.
4. My original post was not an advert as i only act as a wholesale supplier to the business.
5. As i said the work doesnt usually suit pilots who dont seem to be able to dedicate themselves to anything that tears them away from the internet searching and job seeking. I think the best job a "Resting" pilot can do would be one where there was plenty of flexibility to get on and shoot out the cv's as well as turn up and get a bit of pay somewhere. They wanna fly, simple as that. I took a hard up pilot out selling 15 years ago and he made £250 a day for the first week. Second week he quit to be a flying instructor for £160 per week even though he would have been debt free within a few months. They wanna fly - get it?
6. We get noise complaints that surface at the CAA - fortunately we data log our flights so we can demonstrate legality using the exif data as supplied by gps. The CAA have no interest in us that i know of - no prosecutions - no maintenance issues - nothing.
We did fall foul of an M3 maint outfit once and the caa were great, as always in my experience, my planes had frayed cables cracked tailplane spars(!) A/D's signed for and not done, the list is endless really. The "Best" one was that this outfit would fly the aircraft to another engineer for the duplicate inspections!!! Obviously it is essential that dupes are done BEFORE flight of any kind. The "Duplicating" engineer is "pontificator in chief" on here so i best not say too much lest it bursts his bubble and gets him all worked up. Once the MOR's were followed up and the caa removed licences and approvals i realised i would always suffer from whispering campaigns that even get as far as "Flinty". Amazing eh?
I dont want to add much more lest i am accused of Hyjacking a thread, but for anyone who is interested i would be happy to let anybody know how our diesels have worked out for us.
Now Flinty and Dave stop arguing the toss and go fly something, you nit-picking so and so's!
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'Wind my neck in'? Oh dear, and this used to be such a nice place to visit. So declasse these days 
Putting aside the HUGE generalisation there that low timers are no good let's have a look at that. If you pay minimum wage you get low-time pilots who (through no fault of their own) oddly enough are also low on experience. If you want someone comfortable flying in marginal conditions.... pay more. No? They spend the equivalent of half a house on getting their licence so of course they're going to protect it. What about the consequences? Who bears the most? Sure as eggs ain't the company now is it? Who'll suffer most the day it all goes wrong?
Serious suggestion. Instead of berating the new pilots why don't you simply get a CPL and do it yourself? Show them how it's done? Otherwise it's somewhat difficult to delegate from a position of authority without the authority. Pilots are a bit funny like that, you have to earn their respect rather than demand it.
As always two sides to every story (and I've heard quite a few now) while somewhere in the middle lies the truth. Any indignant operatives
can PM me any info they like. Now you wouldn't do anything so sneaky as to re-register and write to me yourself, would you?
I do get a bit non-plussed when sausage factory pilots with 200 hours...........
Serious suggestion. Instead of berating the new pilots why don't you simply get a CPL and do it yourself? Show them how it's done? Otherwise it's somewhat difficult to delegate from a position of authority without the authority. Pilots are a bit funny like that, you have to earn their respect rather than demand it.
As always two sides to every story (and I've heard quite a few now) while somewhere in the middle lies the truth. Any indignant operatives
can PM me any info they like. Now you wouldn't do anything so sneaky as to re-register and write to me yourself, would you?
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Mr Spernkey
Do please tell how many hours you had your good self when you finished qualifying if 200 hours is below your acceptable level for a frozen ATPLer? Where did you do your training in order to avoid the said 'sausage factory'? What has all that experience taught you in all that time, and, to quote a famous interview question (for example) (sic): Is there a time when you think you messed up, and what have you done since to improve?
Clearly you think you're pretty good, so come on, let's hear it.
Do please tell how many hours you had your good self when you finished qualifying if 200 hours is below your acceptable level for a frozen ATPLer? Where did you do your training in order to avoid the said 'sausage factory'? What has all that experience taught you in all that time, and, to quote a famous interview question (for example) (sic): Is there a time when you think you messed up, and what have you done since to improve?
Clearly you think you're pretty good, so come on, let's hear it.
