Bexair
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unless Hell has started to freeze over, I strongly doubt whether Mr. Tassan has found his sense of reality. Very doubtful if Bexair will ever change, but this is a small world and he WILL get what he truly deserves.
Join Date: May 2005
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BEXAIR
Bexair has many issues. Bexair has rules under the Bahrain CAA ANTP manual, its own ops manual, ie: duty time limits, etc. but ignores all of them. The head of the CAA looks the other way, so it appears someone may be contributing to his retirement account.
Bexair's CL604 has a record for the fewest maintenance writeups in the Bombardier Challenger fleet. If one looks in Bexair's flight time writeup sheets one will hardly ever find a writeup.
Bexair will fly their aircraft in an unworthy condition, which is why they never write anything up. With no writeups it is always airworthy as far as the MEL is concerned.
Bexair never does weight and balance computations.
Bexair has either current charts, out of date charts, no charts, and does not have a record in any of their aircraft to see what is or is not. CL604, Citation bravo, 560XL.
Bexair's dispatchters are not qualified dispatchers.
Bexair is top heavy in help and management, their overhead is tremendous, and dominated by Indian and Pakistani managers.
these people are of a different culture than westerners, and one learns rather quickly to not ask, just do. Anyone not raised in the UK, Canada, or the US learns very quickly the march is to a different tune.
Bexair pilots are the last to know. A flight attendent will know a schedule before the pilot.
A pilot at Bexair is a camel driver with no respect. Top management will tell a camel driver how important such and such a pax is, but never tell a pilot he is doing a good job.
Pilots do not have saudi visas. Evertime one goes to saudi, like 8 times a week as the 604 is based in jeddah. it will take anywhere from 20 minutes to 1 hour to get a visa. This cuts in to the crews rest time. typically one departs for the airport 2 and one half hours before departure, however ones duty time starts one hour before departure. it should be noted the extra time here is not in favor of the crew. 30 minutes after shutdown is end of duty, however one is lucky to leave one hour after shutdown.
Some of the senior Bexair pilots are cowboys. They never say no. If one is a cowboy pilot, does not care about any rules, then Bexair is the place to go.
Bexair's marketing department calls all the shots. They make the deals. the more deals marketing makes, the more commision they make, and the more the pilots fly.
Bexair is always short on pilots. Pilots either quit when they learn there are no rules, or Bexair fires people who bring up the rules. Bexair will pay a contract pilot 17,000 dollars etc. for a one month gig, while their own pilots get what is indicated below.
Bexair pilots receive 6,000 per month for 2 months, then 6,000 for one's month off. they also pay 72.00 per day perdium during the 2 months. In Bexair's rulebook, one is on call everyday for 60 days, which is in direct conflict of their own ops manual and also the Bahrain CAA manual.
Bexair's most senior advisor to the owner, a retired gentleman of pakistani descent at 78, quit 2 weeks ago as he got fed up with Bexair's complete disregard to play by bthe rules.
I survived at Bexair for 42 days in their 604, and walked away out of their lack of standards.
Once again if one is a cowboy and likes flying, jump aboard, and you professional pilots stsy away.
While this appears negative in content, it is accurate.
Bexair's CL604 has a record for the fewest maintenance writeups in the Bombardier Challenger fleet. If one looks in Bexair's flight time writeup sheets one will hardly ever find a writeup.
Bexair will fly their aircraft in an unworthy condition, which is why they never write anything up. With no writeups it is always airworthy as far as the MEL is concerned.
Bexair never does weight and balance computations.
Bexair has either current charts, out of date charts, no charts, and does not have a record in any of their aircraft to see what is or is not. CL604, Citation bravo, 560XL.
Bexair's dispatchters are not qualified dispatchers.
Bexair is top heavy in help and management, their overhead is tremendous, and dominated by Indian and Pakistani managers.
these people are of a different culture than westerners, and one learns rather quickly to not ask, just do. Anyone not raised in the UK, Canada, or the US learns very quickly the march is to a different tune.
Bexair pilots are the last to know. A flight attendent will know a schedule before the pilot.
A pilot at Bexair is a camel driver with no respect. Top management will tell a camel driver how important such and such a pax is, but never tell a pilot he is doing a good job.
Pilots do not have saudi visas. Evertime one goes to saudi, like 8 times a week as the 604 is based in jeddah. it will take anywhere from 20 minutes to 1 hour to get a visa. This cuts in to the crews rest time. typically one departs for the airport 2 and one half hours before departure, however ones duty time starts one hour before departure. it should be noted the extra time here is not in favor of the crew. 30 minutes after shutdown is end of duty, however one is lucky to leave one hour after shutdown.
Some of the senior Bexair pilots are cowboys. They never say no. If one is a cowboy pilot, does not care about any rules, then Bexair is the place to go.
Bexair's marketing department calls all the shots. They make the deals. the more deals marketing makes, the more commision they make, and the more the pilots fly.
Bexair is always short on pilots. Pilots either quit when they learn there are no rules, or Bexair fires people who bring up the rules. Bexair will pay a contract pilot 17,000 dollars etc. for a one month gig, while their own pilots get what is indicated below.
Bexair pilots receive 6,000 per month for 2 months, then 6,000 for one's month off. they also pay 72.00 per day perdium during the 2 months. In Bexair's rulebook, one is on call everyday for 60 days, which is in direct conflict of their own ops manual and also the Bahrain CAA manual.
Bexair's most senior advisor to the owner, a retired gentleman of pakistani descent at 78, quit 2 weeks ago as he got fed up with Bexair's complete disregard to play by bthe rules.
I survived at Bexair for 42 days in their 604, and walked away out of their lack of standards.
Once again if one is a cowboy and likes flying, jump aboard, and you professional pilots stsy away.
While this appears negative in content, it is accurate.
Join Date: May 2005
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bexair
just a followup on my reply on 31 may.
the 2 most senior guys at bexair are cowboys, as previously stated because they never say no. out of respect for them however, they are good pilots one can not deny this.
the problem at bexair is you can not have one group of pilots who never say no, and another group that will say no. when i left i told the ops. mgr he needed to hire all cowboy pilots then bexair would never have a pilot problem.
the other problem is marketing makes a deal, then calls dispatch, and dispatch works up the hours of crew availability, which in the end always short changes the pilots. you will be short changed out of your rest hours. for example you may be on one trip, and running late, then dispatch has you scheduled for another trip the next day. what happens then, is you when you find out you will not receive your rest period as required by Bahrain CAA, dispatch will say they have to cut your rest period as the next days flight has very important VIP's. anotherwords every flight has VIP's aboard so you will always be short changed. in the bexair ops manual and the Bahrain CAA manual it states a crewmember will be notified that they will have a 24 hour rest period within every seven duty days. bexair has never complied with this rule. if you ask bexair on your 2 month duty cycle how many days you will have off, they will tell you none, and one is always on standby. only when you arrive there and read their ops manual and the Bahrain CAA manual will you find they are just ignoring the rules,
the bexair ops manual and the Bahrain CAA manual also states one will not be allowed to exceed 30 hours flight time in any given 7 day period. As of last month bexair had 5 pilots exceeding this limitation. bexair also has a policy after 70 hours in a month, any more hours after 70 they will pay you 72 dollars per hour. one month one fellow had over 130 hours. big bucks for him, but again violating the bexair ops and CAA manuals that limit ones hours to a max of 100 per month.
my point being bexair only cares about dollars, not the pilots or their aircraft. they will fix something only when they get caught, or as required when they go to maintenance in berlin and are told what is required, otherwise berlin will not release the challenger once in maintenance.
there are some nice people at bexair, but only the lower ranking ones. as stated previously anyone in management considers pilots as necessary camel drivers in the ordinary course of business and nothing more, and have no respect for you.
the new part time ops mgr is a gulf air pilot. he is a nice fellow, but thinks rules are made to bend at bexair. i cautioned him about this as in the airlines one can only bend the rules so much and they are fired. as he is about 37, he is at an age where one can be swayed to look the other way by dollars, etc. by his superiors. i told him to stay at gulf air, go to qatar, etc. and stay with a company that plays by the rules, and forget a company who has no rules.
once again also the head of Bahrain CAA just looks the other way as a toothless lion, and the people under him are told to keep hands off bexair. it does not take a rocket scientist to figure out the head of the CAA has a good retirement account going his way.
the 2 most senior guys at bexair are cowboys, as previously stated because they never say no. out of respect for them however, they are good pilots one can not deny this.
the problem at bexair is you can not have one group of pilots who never say no, and another group that will say no. when i left i told the ops. mgr he needed to hire all cowboy pilots then bexair would never have a pilot problem.
the other problem is marketing makes a deal, then calls dispatch, and dispatch works up the hours of crew availability, which in the end always short changes the pilots. you will be short changed out of your rest hours. for example you may be on one trip, and running late, then dispatch has you scheduled for another trip the next day. what happens then, is you when you find out you will not receive your rest period as required by Bahrain CAA, dispatch will say they have to cut your rest period as the next days flight has very important VIP's. anotherwords every flight has VIP's aboard so you will always be short changed. in the bexair ops manual and the Bahrain CAA manual it states a crewmember will be notified that they will have a 24 hour rest period within every seven duty days. bexair has never complied with this rule. if you ask bexair on your 2 month duty cycle how many days you will have off, they will tell you none, and one is always on standby. only when you arrive there and read their ops manual and the Bahrain CAA manual will you find they are just ignoring the rules,
the bexair ops manual and the Bahrain CAA manual also states one will not be allowed to exceed 30 hours flight time in any given 7 day period. As of last month bexair had 5 pilots exceeding this limitation. bexair also has a policy after 70 hours in a month, any more hours after 70 they will pay you 72 dollars per hour. one month one fellow had over 130 hours. big bucks for him, but again violating the bexair ops and CAA manuals that limit ones hours to a max of 100 per month.
my point being bexair only cares about dollars, not the pilots or their aircraft. they will fix something only when they get caught, or as required when they go to maintenance in berlin and are told what is required, otherwise berlin will not release the challenger once in maintenance.
there are some nice people at bexair, but only the lower ranking ones. as stated previously anyone in management considers pilots as necessary camel drivers in the ordinary course of business and nothing more, and have no respect for you.
the new part time ops mgr is a gulf air pilot. he is a nice fellow, but thinks rules are made to bend at bexair. i cautioned him about this as in the airlines one can only bend the rules so much and they are fired. as he is about 37, he is at an age where one can be swayed to look the other way by dollars, etc. by his superiors. i told him to stay at gulf air, go to qatar, etc. and stay with a company that plays by the rules, and forget a company who has no rules.
once again also the head of Bahrain CAA just looks the other way as a toothless lion, and the people under him are told to keep hands off bexair. it does not take a rocket scientist to figure out the head of the CAA has a good retirement account going his way.
you realy did not have a good time there -did you!!!
Join Date: May 2005
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Incorrect, in the beginning it was going to a good deal as it is on a Bahrain CAA 135 certificate. Remember this is a 135 operation and has rules. However as previously stated, Bexair does not comply with the rules as dictated in the Bahrain ANTP manual, or in its own Bexair ops manual. Until ones arrival at Bexair, one does not know this. Once there, one either stays and becomes "red rather than dead" or leaves. I chose the latter.
If Bexair operated under 91 type rules, then duty times would not apply so no agrument. However there are other issues as previously stated that were below standard in any case.
If one could care less about rules,wants to build flight time, or just wants to fly, then by all means go to Bexair.
the dir of ops as stated previously is also a gulf air pilot, about 37 years old. He is a good man, but at 37 is at a point in life where one knows just enough to start to get in trouble in life, like bending rules that shoud not be bent. i told him so and would say the same to any man of that age. as someone much older i have been there.
If Bexair operated under 91 type rules, then duty times would not apply so no agrument. However there are other issues as previously stated that were below standard in any case.
If one could care less about rules,wants to build flight time, or just wants to fly, then by all means go to Bexair.
the dir of ops as stated previously is also a gulf air pilot, about 37 years old. He is a good man, but at 37 is at a point in life where one knows just enough to start to get in trouble in life, like bending rules that shoud not be bent. i told him so and would say the same to any man of that age. as someone much older i have been there.
Join Date: Jun 2005
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Bexair
a friend of mine was recently invited to attend an interview for flight attendant with Bexair.I have been telling her about the rumours i heard that they do not pay their crew for months on end if at all.I hope she believes me now that she can read all your comments.Thanks guys.
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Bexair is paying on time, so i assume this is no longer a problem.
There are 3 flt attendants now, 2 male and 1 female. depending on what aircraft they are on, depends on how much work they do. the citation bravo stays parked most of the time as it is worthless in the hot weather. the 560xl works normally. the 604 does the work of 2 aircraft. if the flight attendant is put on the 604 she may well not see bahrain for 2, 3 weeks or more, etc. at any given time as the 604 is based out of jeddah, whereas the citations are based in bahrain. Also depending on whom the pilots are, she may work more hours as some of pilots never stop, and a flight attendant follows their schedule. also with a couple of the gung ho pilots, if a flight is called in, they want to rush to the airport, and the poor female flight attendant is still trying to paint her face.
the 604 galley is never organized. typically there is always food left over, so the crew never goes hungary. the captain has the cash so he pays all the catering bills.
the 604 carries an engineer beside the 2 pilots. the challenger is small up front and it is crowded up there, so there is not much room. in the 560 xl she will sit on the side facing jump seat.
of the 3 flight attendents, i would say their satisfaction is okay, to so-so, to ??? and not a great job. also they do not have scheduled days off, the same as the crew.
good luck to her.
There are 3 flt attendants now, 2 male and 1 female. depending on what aircraft they are on, depends on how much work they do. the citation bravo stays parked most of the time as it is worthless in the hot weather. the 560xl works normally. the 604 does the work of 2 aircraft. if the flight attendant is put on the 604 she may well not see bahrain for 2, 3 weeks or more, etc. at any given time as the 604 is based out of jeddah, whereas the citations are based in bahrain. Also depending on whom the pilots are, she may work more hours as some of pilots never stop, and a flight attendant follows their schedule. also with a couple of the gung ho pilots, if a flight is called in, they want to rush to the airport, and the poor female flight attendant is still trying to paint her face.
the 604 galley is never organized. typically there is always food left over, so the crew never goes hungary. the captain has the cash so he pays all the catering bills.
the 604 carries an engineer beside the 2 pilots. the challenger is small up front and it is crowded up there, so there is not much room. in the 560 xl she will sit on the side facing jump seat.
of the 3 flight attendents, i would say their satisfaction is okay, to so-so, to ??? and not a great job. also they do not have scheduled days off, the same as the crew.
good luck to her.
