If I may ask....
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If I may ask....
I see so many Ozzies and NZenders looking for flying in Africa. Thought I'd repay the interest by doing the same in Down-under.
What does the job market look like for 5000hr, 2000hr turbine 3500 night,twin, and 2000 IF, bushflying weathered African experienced contracts drivers
Interest sake only, and because of many arguments, with no outcome.
Greeting from the continent next door
ye olde contraxdog
What does the job market look like for 5000hr, 2000hr turbine 3500 night,twin, and 2000 IF, bushflying weathered African experienced contracts drivers
Interest sake only, and because of many arguments, with no outcome.
Greeting from the continent next door
ye olde contraxdog
..the time has come the walrus said to speak of many things, of pirate ships and seling wax and cabbages and kings..
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Sorry old fellow but Australia is swamped at the moment.
Our great Aussi icon Ansett finally went belly up thanks to years of bad management and bad government policy.
So close to 1000 experienced jet pilots flooding the already heavy market.
Good luck to you.
Our great Aussi icon Ansett finally went belly up thanks to years of bad management and bad government policy.
So close to 1000 experienced jet pilots flooding the already heavy market.
Good luck to you.
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Thats right, dfferent definitions and very few FREDs to help with the flying(F__nig Rediculous Electronic Device).
Thanks for the reply guys if I do it will be to show you how to farm not fly, you guys are too good at that.
Ye olde contrax dog
Thanks for the reply guys if I do it will be to show you how to farm not fly, you guys are too good at that.
Ye olde contrax dog
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I once read in a book that IF is normally be about 10% of total hours.
Obviously the actual amount will vary depending on the type of flying you are doing and what part of the world you are living in. However it is interesting when large variations in IF time are observed between pilots doing the exact same flying.
Obviously the actual amount will vary depending on the type of flying you are doing and what part of the world you are living in. However it is interesting when large variations in IF time are observed between pilots doing the exact same flying.
Last edited by Bagot_Community_Locator; 5th Jul 2002 at 23:22.
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Instrument time = all flight time during which the aircraft was controlled solely by reference to instruments
A flight conducted on an IFR plan is not to be counted as instrument time unless flying in IMC.
http://www.airservices.gov.au/pilotc...ps/logbook.pdf
A flight conducted on an IFR plan is not to be counted as instrument time unless flying in IMC.
http://www.airservices.gov.au/pilotc...ps/logbook.pdf
Although I do not have a CIR . Any flight into the FLs was/is an IFR flight. Therefore any flight in a pressurised can would be logged IFR only even if it is severe clear. So whats the problem with having IF hours close to half total hours. Some mates I used to pax with on B200s flew IFR 100% of the time. And in the Pee and at night as well. So forgive my ignorance but when does one differentiate flight solely by ref to instruments even when the view outside is CAVOK.
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You got NO IDEA ozbusdriver and I can see you are very ignorant - stick to driving busses I say.
1/ VFR pressurised aircraft CAN fly at Flight levels so just because IFR aircraft fly at flight levels it does NOT automatically mean it is all IF time.
You ask "when does one differentiate flight solely by reference to instruments even when the view outside is CAVOK ??"
If you can be bothered to read the link
http://www.airservices.gov.au/pilotc...ps/logbook.pdf
you will see that it clearly says "time above overcast or at night in VMC IS NOT counted as instrument flight".
Obviously you did not take any notice of my earlier reply in which I quoted
"not to be counted as instrument time unless flying in IMC"
CAVOK is VMC , not IMC !!
You ask "what is the problem with having IF time close to 1/2 of total hours ?"
The problem is that you are a liar and making a deliberate breach of the Regulations by falsifying your logbook. Not many people will believe you that you can have so much IF time. Good luck explaining it at an interview. Then they will see how ignorant you really are.
1/ VFR pressurised aircraft CAN fly at Flight levels so just because IFR aircraft fly at flight levels it does NOT automatically mean it is all IF time.
You ask "when does one differentiate flight solely by reference to instruments even when the view outside is CAVOK ??"
If you can be bothered to read the link
http://www.airservices.gov.au/pilotc...ps/logbook.pdf
you will see that it clearly says "time above overcast or at night in VMC IS NOT counted as instrument flight".
Obviously you did not take any notice of my earlier reply in which I quoted
"not to be counted as instrument time unless flying in IMC"
CAVOK is VMC , not IMC !!
You ask "what is the problem with having IF time close to 1/2 of total hours ?"
The problem is that you are a liar and making a deliberate breach of the Regulations by falsifying your logbook. Not many people will believe you that you can have so much IF time. Good luck explaining it at an interview. Then they will see how ignorant you really are.
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B_C_L, are you gonna tell me that flying at night out west with no moon, no cloud and no visible horizon and the stars in the sky merge with the homesteads on the ground and you don't know where up or down is unless you look at the instruments constitutes VMC?
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wheetbixkid
Well said, you could be flying NIGHT VFR the EXACT same way !!!!!!!!!!
Achilles
I am not making up any rules - read the link yourself
"night in VMC is not counted as instrument time"
these are not my words, it is a direct quote
Well said, you could be flying NIGHT VFR the EXACT same way !!!!!!!!!!
Achilles
I am not making up any rules - read the link yourself
"night in VMC is not counted as instrument time"
these are not my words, it is a direct quote
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"experience"
Guys,
Dont fight about this please, I have always believed that one must always view things holistically.
I flew night freight by hand over parts of Africa where light means the sun. When the sun is down its as black as can get. The equipment was not airline standard ie. "No autopilot" for the guys who dont know what FRED stands for. 15min after takeoff it would be " sole reference to instruments only" and " minipulating the controls" for half the time it took too complete te flight. Two crew in a C402,C404,and a B200,FL 250 and above,20min stretches,eight hours a night, 80 per month, and 800 per year.
I believe my logbook should reflect my experience, for that is the reason we keep them isnt it? It is not to satisfy some Overpaid Airline Jock that reads the paper after departure having a cuppa on the climb, or a third pilot thats sits in the back chatting up a hottie, still logging "experience"
The reason for this post was not to ask for comment on my experience, but out of interest about the state of the industy, in your hallowed parts, and to inquire about fellow brothers sharing the same curse of lifestyle that I do. I can however see the reason for the insecurities creeping out. My sympathies go out to those that got screwed in the Ansett demise and its aftermath. May the reason we all got into this lifestyle be the reason you all get back into it ie. ..the joy of flying..
May the politics and the nastiness go away and the Dinkum aviators as i have found most of you,remain.
Yours friendly in flying
ye olde contraxdog
PS. I leave you with a quote from Jonathan Livingston Seagull:
Dont fight about this please, I have always believed that one must always view things holistically.
I flew night freight by hand over parts of Africa where light means the sun. When the sun is down its as black as can get. The equipment was not airline standard ie. "No autopilot" for the guys who dont know what FRED stands for. 15min after takeoff it would be " sole reference to instruments only" and " minipulating the controls" for half the time it took too complete te flight. Two crew in a C402,C404,and a B200,FL 250 and above,20min stretches,eight hours a night, 80 per month, and 800 per year.
I believe my logbook should reflect my experience, for that is the reason we keep them isnt it? It is not to satisfy some Overpaid Airline Jock that reads the paper after departure having a cuppa on the climb, or a third pilot thats sits in the back chatting up a hottie, still logging "experience"
The reason for this post was not to ask for comment on my experience, but out of interest about the state of the industy, in your hallowed parts, and to inquire about fellow brothers sharing the same curse of lifestyle that I do. I can however see the reason for the insecurities creeping out. My sympathies go out to those that got screwed in the Ansett demise and its aftermath. May the reason we all got into this lifestyle be the reason you all get back into it ie. ..the joy of flying..
May the politics and the nastiness go away and the Dinkum aviators as i have found most of you,remain.
Yours friendly in flying
ye olde contraxdog
PS. I leave you with a quote from Jonathan Livingston Seagull:
If our friendship depends on things like space and time, then when we finally overcome space and time,we've destroyed our own brotherhood!
Grandpa Aerotart
BCL thanks for the link, I've printed it up and will delight in showing it to two of my pilots who think it's reasonable to log all time flown at night or above FL210 as 'Instrument time'.
Personally I have only ever logged time hand flying in IMC, whether during an approach or otherwise, as IF time...hence only about 400 hours IF time in 10000+ total time.
Chuck.
Personally I have only ever logged time hand flying in IMC, whether during an approach or otherwise, as IF time...hence only about 400 hours IF time in 10000+ total time.
Chuck.
BCL
Is flight at night in VMC conditions defined as "night VMC"?
If so, every Metro driver in Oz airlines must be flying IFR since there is no a/p and "night VMC" is forbidden in RPT. This means they could well have lots of IFR legitimate hours.
That particular pearl of wisdom from our regulator you quoted has been a source of confusion for many of my pals over the years.
Is flight at night in VMC conditions defined as "night VMC"?
If so, every Metro driver in Oz airlines must be flying IFR since there is no a/p and "night VMC" is forbidden in RPT. This means they could well have lots of IFR legitimate hours.
That particular pearl of wisdom from our regulator you quoted has been a source of confusion for many of my pals over the years.
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Mustafagander :
What are you trying to say ?
What has a metro autopilot got to do with it ?
My answer to your question :
Yes - flight at night in VMC is defined as "night VMC".
Where does it say you cannot fly RPT in night VMC ? The airlines do this every night albeit still under an IFR flight plan.
Flight at night in VMC can be done under an IFR flight plan. The pilot submits an IFR flight plan and has no control if the actual conditions are IMC or VMC. If the conditons are IMC then the portion of the flight in IMC can be logged as IF time.
For the pilots flying metro's/etc... at night, sure they might have lots of legitimate time under the IFR flight plan but not necessarily lots of IF time (in actual IMC ). For some people there is an "apparently confusing" difference between the two.
What are you trying to say ?
What has a metro autopilot got to do with it ?
My answer to your question :
Yes - flight at night in VMC is defined as "night VMC".
Where does it say you cannot fly RPT in night VMC ? The airlines do this every night albeit still under an IFR flight plan.
Flight at night in VMC can be done under an IFR flight plan. The pilot submits an IFR flight plan and has no control if the actual conditions are IMC or VMC. If the conditons are IMC then the portion of the flight in IMC can be logged as IF time.
For the pilots flying metro's/etc... at night, sure they might have lots of legitimate time under the IFR flight plan but not necessarily lots of IF time (in actual IMC ). For some people there is an "apparently confusing" difference between the two.
Last edited by Bagot_Community_Locator; 6th Jul 2002 at 10:50.
BCL
No autopilot = hand flying, i.e. not merely monitoring.
Regarding flight at night under VMC:-
CAO 40.0 1.1 Interpretation
CAO 40.2.1 14.1(a)
The guts of it is that night VFR proceedures apply to PVT, AWK and CHTR. RPT is not mentioned, hence it must be IFR when not visual.
Remember that night VMC is VISUAL using navaids for position information and the outside scene for attitude information. Over unsettled (lack of ground lighting) areas on a moonless night it simply cannot be done safely and/or reliably.
I agree completely that the type of flight plan submitted, VFR or IFR, is irrelevant to how the a/c is actually controlled.
I think you miss the basic point - if visual flight is not legal or even possible you must be IFR.
No autopilot = hand flying, i.e. not merely monitoring.
Regarding flight at night under VMC:-
CAO 40.0 1.1 Interpretation
CAO 40.2.1 14.1(a)
The guts of it is that night VFR proceedures apply to PVT, AWK and CHTR. RPT is not mentioned, hence it must be IFR when not visual.
Remember that night VMC is VISUAL using navaids for position information and the outside scene for attitude information. Over unsettled (lack of ground lighting) areas on a moonless night it simply cannot be done safely and/or reliably.
I agree completely that the type of flight plan submitted, VFR or IFR, is irrelevant to how the a/c is actually controlled.
I think you miss the basic point - if visual flight is not legal or even possible you must be IFR.