The first job, What to do?
Join Date: Jun 2002
Location: Darwin
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If your ready to accept that while you look for your job up north, you might have to pour a couple of beers to pay for the rent and food and be prepared to share a few or more beers with the local lads, it might take you a couple of months but before you know it, you will be flying a 210 to Bathurst Island and loving it. Go for it, don't be in a hurry to go to the airlines, they will always be there, the best times will be those leading up to it. GOOD LUCK!
Join Date: Mar 2001
Location: Three Tors
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My only advice is to network like h*ll, and don't be afraid to help someone out if they are looking for help. Sweeping hangar floors ain't all it's cracked-up to be either, but it is a start. Extra quals can be a godsend, too. Do whatever it takes to make it work....
I got screwed-over where I was, a bloke that I didn't know from a bar of soap gave me an opportunity which I grabbed with both hands, and now I'm flying around in much more complex and faster a/c than I would have been in the other place, and with a company going places to boot....... (read bigger and better twins than "the other" company), and actively working to expand.
Excellent advice from everyone here, too.
I got screwed-over where I was, a bloke that I didn't know from a bar of soap gave me an opportunity which I grabbed with both hands, and now I'm flying around in much more complex and faster a/c than I would have been in the other place, and with a company going places to boot....... (read bigger and better twins than "the other" company), and actively working to expand.
Excellent advice from everyone here, too.
Join Date: Sep 2001
Location: Australia
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I am in the same position as Bush Tucker guy as I said earlier in this thread.
What I am wondering is: Should you be armed with a resume when you approach operators and if so, what are the basics that go into an aviation resume as opposed to a normal 9 -5 office job resume etc.
Ash767
What I am wondering is: Should you be armed with a resume when you approach operators and if so, what are the basics that go into an aviation resume as opposed to a normal 9 -5 office job resume etc.
Ash767
Join Date: Feb 2000
Location: NSW, Australia
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Ash767,
Your "sendout" or "handout" resume shouldn't be more than 1 or 2 pages. I include Personal Details, Flying Experience, Summary of Work Experience, and Principal Referees.
An employer basically wants to easily see your flying experience so give a good breakdown - aircraft flown (maybe show hours on the relevant types), endorsements, ratings, etc. The most annoying thing is when an applicant either hides his/her hours, or worse, doesn't even state them. From my experience those ones go straight in the bin - they're not going to waste their time calling to find out if that person is suitable or not.
I keep my full resume with educational background, certificates, etc for the interview.
Your "sendout" or "handout" resume shouldn't be more than 1 or 2 pages. I include Personal Details, Flying Experience, Summary of Work Experience, and Principal Referees.
An employer basically wants to easily see your flying experience so give a good breakdown - aircraft flown (maybe show hours on the relevant types), endorsements, ratings, etc. The most annoying thing is when an applicant either hides his/her hours, or worse, doesn't even state them. From my experience those ones go straight in the bin - they're not going to waste their time calling to find out if that person is suitable or not.
I keep my full resume with educational background, certificates, etc for the interview.
Join Date: Feb 2000
Location: NSW, Australia
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But Capt Vege, how will people know I'm a PILOT??!!
I guess the big Rayban aviators, groin-high socks, and belt bristling with ELT, leatherman, torch, and various other essentials will have to do the trick!
I guess the big Rayban aviators, groin-high socks, and belt bristling with ELT, leatherman, torch, and various other essentials will have to do the trick!
Join Date: Nov 2000
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Good advice Oates on the resume post.
Keep it short and to the point. 200 hrs and a bare commercial licence can be flowered up all you like to make you look like a rocket scientist but will probably hinder your job hunting prospects. Remember the CP probably has 200 others just like yours to go through and the simplest easiest one to read is more likely to get his attention.
From personal experience a CV with a brief summary of flying experience somewhere on or near the first page with some personal details, a couple of referees and a brief employment history is more than sufficient. 2 pages max I reckon also.
Also don't forget to include a contact phone number (don't laugh, it happens) and your licence number (annoying little things that take up CP's time when you finally get employed and he's making up your crew file !!!) Keep your details updated, especially contact details if your moving around.
Good luck
Keep it short and to the point. 200 hrs and a bare commercial licence can be flowered up all you like to make you look like a rocket scientist but will probably hinder your job hunting prospects. Remember the CP probably has 200 others just like yours to go through and the simplest easiest one to read is more likely to get his attention.
From personal experience a CV with a brief summary of flying experience somewhere on or near the first page with some personal details, a couple of referees and a brief employment history is more than sufficient. 2 pages max I reckon also.
Also don't forget to include a contact phone number (don't laugh, it happens) and your licence number (annoying little things that take up CP's time when you finally get employed and he's making up your crew file !!!) Keep your details updated, especially contact details if your moving around.
Good luck
Join Date: Jul 2002
Location: australia
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bushtucker guy,
There is some excellent advice here, however don't bypass an instructor rating, if you think that you could put up with instructing. As a junior grade III instructor with no experience you can often get a start in a rural/remote place, where there is no competition.
Most instructors stay around the Capitol cities and don't get any chance for 'real' flying - i.e. charter in remote areas. An instructor rating at least gives you a start in the industry.
Instructors with experience are just about always employed and they have had a chance to improve their CRM skills. As an instructor, if you get sick of living in the 'middle of nowhere' - you can always high-tail it back to civilisation and fly casually for a few months. Versatility is the key.
Having said that, don't get an instructor rating if you have no desire to teach people to fly. Instructing is not glamorous and not as easy as most non-instructors would have you believe.
Goodluck!
There is some excellent advice here, however don't bypass an instructor rating, if you think that you could put up with instructing. As a junior grade III instructor with no experience you can often get a start in a rural/remote place, where there is no competition.
Most instructors stay around the Capitol cities and don't get any chance for 'real' flying - i.e. charter in remote areas. An instructor rating at least gives you a start in the industry.
Instructors with experience are just about always employed and they have had a chance to improve their CRM skills. As an instructor, if you get sick of living in the 'middle of nowhere' - you can always high-tail it back to civilisation and fly casually for a few months. Versatility is the key.
Having said that, don't get an instructor rating if you have no desire to teach people to fly. Instructing is not glamorous and not as easy as most non-instructors would have you believe.
Goodluck!
Thread Starter
Join Date: Jun 2002
Location: south east aus
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Thanks people for or your replies.
Should I decide on the instructor path what do you think is a reasonable price for the rating. I have had several quotes from schools in melbourne and the price difference among them has been astounding.
Appreciate all replies,
Cheers
Should I decide on the instructor path what do you think is a reasonable price for the rating. I have had several quotes from schools in melbourne and the price difference among them has been astounding.
Appreciate all replies,
Cheers
Join Date: Jun 2002
Location: da mission
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Many good points so far however I don't think anyone should underestimate the power of the "Switch B**ch".
In my experience getting to know and be on good terms with the secretary of a company can be invaluable towards becoming top of the resume pile.
These office workers have often been with the company for eons and their opinions count when deciding on future employees. After all you'll probably be dealing with them every day at work.
I'm not saying that being in sweet with the sercretary alone will guarantee a job but every little bit helps.
I'm also not suggesting that anyone should go above and beyond the call of duty to make any office lady happy.
In my experience getting to know and be on good terms with the secretary of a company can be invaluable towards becoming top of the resume pile.
These office workers have often been with the company for eons and their opinions count when deciding on future employees. After all you'll probably be dealing with them every day at work.
I'm not saying that being in sweet with the sercretary alone will guarantee a job but every little bit helps.
I'm also not suggesting that anyone should go above and beyond the call of duty to make any office lady happy.
Join Date: Oct 1998
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Excellent Thread.
I am not recruiting at the moment but please check out the post I have put in
AFRICAN AVIATION FORUM
about doing a CV.
We get a lot of Oz & Kiwi pilots in Africa and are always pleased to have you.
I am not recruiting at the moment but please check out the post I have put in
AFRICAN AVIATION FORUM
about doing a CV.
We get a lot of Oz & Kiwi pilots in Africa and are always pleased to have you.
Join Date: Oct 1998
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As a froeign recruiter (light twins & singles) can someone tell me:-
1. Do your pilots do a technical paper and instructor conversion upgrading from type to type (C182 to C206 to C210)?
2. Ex Air Force. Does Civie Street recognise Air Force Engine & Airframe Engineer qualificataions or do you have to re write exams.?
1. Do your pilots do a technical paper and instructor conversion upgrading from type to type (C182 to C206 to C210)?
2. Ex Air Force. Does Civie Street recognise Air Force Engine & Airframe Engineer qualificataions or do you have to re write exams.?
Thread Starter
Join Date: Jun 2002
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Flying bean, an engineering technical paper must be done for each new endorsment a pilot does in aus(multi engine), as far as instructor conversions go i am not to sure, as not an instructor, thanks for your replies to my posts. If you ever have any jobs available and want an aussie pilot dont hesitate to contact me via pprune, thanks mate.
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Flying Bean , in Aus, all CPL holders are endoresed on any single piston engine aircraft under 5700kg (as long as they have the correct design feature endorsement), and can theoretically jump from say a Cherokee Six to a C210 without a full endorsement that you would expect when changing into a twin. It is a requirement that you are familiar with the normal and emergency operations of that particular type of aircraft before flying as pilot in command.
This can be interperated in many different ways. Realistically it would be up to the operators decision, though you would have to think hard about allowing a fresh CPL with only Warrior time to jump into a C210 and blast off into the wild blue yonder.
In the flying school I work for, we have a C210 and require all pilots that haven't flown the type to conduct an engineering exam (based on a CASA exam I believe) that covers normal, emergency operation, systems, loading and performance. They also get a pretty comprehensive checkout before they can touch it by themselves.
If you go here you will find the CASA Single Engine Piston Aeroplane Endorsement engineering exam. It is usually published in the CAAPs and there are also exams for SE Turbine, ME Piston and ME Turbine
Cheers
This can be interperated in many different ways. Realistically it would be up to the operators decision, though you would have to think hard about allowing a fresh CPL with only Warrior time to jump into a C210 and blast off into the wild blue yonder.
In the flying school I work for, we have a C210 and require all pilots that haven't flown the type to conduct an engineering exam (based on a CASA exam I believe) that covers normal, emergency operation, systems, loading and performance. They also get a pretty comprehensive checkout before they can touch it by themselves.
If you go here you will find the CASA Single Engine Piston Aeroplane Endorsement engineering exam. It is usually published in the CAAPs and there are also exams for SE Turbine, ME Piston and ME Turbine
Cheers