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ME3 hiring 1900 pilots?

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ME3 hiring 1900 pilots?

Old 24th May 2019, 09:25
  #21 (permalink)  
 
Join Date: Sep 2015
Location: xxx
Posts: 63
And again never give it chance because,............
question :
how professional is it in this job, rather to complain about the incapability of understanding a massage than asking for clarification.
and with this i leave it there because a further engagement into our little discussion will not contribute to the topic of this post, if the difference of „u“ and „you“ in a none formal environment makes u deciding over the validity of an argument
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Old 24th May 2019, 10:53
  #22 (permalink)  
 
Join Date: Aug 2017
Location: Moscow Hotel
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I flew the ATR for 7 years. The claim that turboprop pilots are more exposed to raw data flying and get significantly more handling than jet operators is not really true in my experience. The culture of the operator is more of a factor.
PorridgeStirrer is offline  
Old 24th May 2019, 13:09
  #23 (permalink)  
 
Join Date: May 2019
Location: Behind the picket fence
Posts: 3
Originally Posted by WB1900 View Post
And again never give it chance because,............
question :
how professional is it in this job, rather to complain about the incapability of understanding a massage than asking for clarification.
and with this i leave it there because a further engagement into our little discussion will not contribute to the topic of this post, if the difference of „u“ and „you“ in a none formal environment makes u deciding over the validity of an argument
I understood your posts very well and think you summed it up accurately.

Only one piece of advice that would make your life much easier around here........whenever someone addresses you and the first word is "mate", just switch off because guaranteed nothing of value is going to follow.

@3Greens.......you were to busy spell checking WB1900 to realise you were actually proving his point! There is an old saying in my country and I will translate....a sharp mind only needs half a word!
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Old 24th May 2019, 13:38
  #24 (permalink)  
 
Join Date: Jan 2016
Location: Lower North Shore
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Originally Posted by PorridgeStirrer View Post
I flew the ATR for 7 years. The claim that turboprop pilots are more exposed to raw data flying and get significantly more handling than jet operators is not really true in my experience. The culture of the operator is more of a factor.
With all respect the B1900 is a different animal to an ATR. Most manufactured didn't have autopilots, very basic flight director modes and if you were lucky - a KLN90B.

Brakerider is offline  
Old 25th May 2019, 05:42
  #25 (permalink)  
 
Join Date: Sep 2011
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Originally Posted by WB1900 View Post
Again they come from a different operation which has its own little difficulties and cannot be judged by somebody not having done it before.
The discussion here is purely about finding the failures of others and ranting over the bad thing rather than helping each other to achieve a target - a very typical ek thing
WB1900 you are perfectly right in saying that it is difficult judging somebody/something you haven't done before. I have gone through the steps single/twin/prop/single-aisle/heavy, therefore i can still remember the respective difficulties. At the same time i have experienced all mentioned different newbies on heavies, so allow me to pass on some respective judgment and maybe not taking flak on it too seriously from those who have not.

You are also right on ek not helping enough the new and somewhat less experienced recruits, but that again is part of my very own criticism on here.
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Old 25th May 2019, 06:56
  #26 (permalink)  
 
Join Date: Aug 2017
Location: DUS
Posts: 64
So guys what would be the ideal candidate for a long-haul job at some ME airline? How much hours or sectors are enough or what aircraft should he have flown? I rememeber that Thomson(not sure) in the UK hired pilots and TP pilots could have less hours than jet pilots, giving they compensated it with number of sectors flown. Which was pretty fair I think. From my point of view I gained most of my experience during the flight preparation, takeoff, approach and landing. Cruise wasn't so dramatic...
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Old 25th May 2019, 08:01
  #27 (permalink)  
 
Join Date: Sep 2011
Location: earth
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This is not an easy one, but since i exposed myself, i will try to give an answer.

The ideal candidate would have a complete aviation curriculum: Single, twin piston, aerobatics, twin prop, RJ FO, single aisle FO or RJ capt, heavy FO, then maybe single aisle capt., or similar. This would equate to about 5000h.
As this is illusionary today, a good mix would be suitable. That contains sectors, preferably in different environments and ideally some jet experience plus definitely solid handling skills. This would equate to roughly 2500h.
Due to the very short training at the ME3, exposure to more than one of the former is essential. What i observed is that prop guys can get used to jets very fast, low hour jet cadets can have some good handling talent, locally constrained regional experts can adapt to new environments comfortably, but if anyone has to work on getting used to two or mostly more of these new aviation treats in too short a period, it leaves holes in the Swiss cheese.

Thorough assessment and/or adequate training should take care of that, unfortunately it does no longer due to economical constraints.
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Old 25th May 2019, 08:16
  #28 (permalink)  
 
Join Date: Jan 2008
Location: NQLD
Age: 33
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Originally Posted by PorridgeStirrer View Post
I flew the ATR for 7 years. The claim that turboprop pilots are more exposed to raw data flying and get significantly more handling than jet operators is not really true in my experience. The culture of the operator is more of a factor.
This comment right here sums it up. Doesn’t matter what type you’ve flown before, if the culture and standards of your previous employer aren’t great then you’ll struggle (either in the interview or training). I’ve seen plenty of people with lots of hours fail because what they thought was ok in the current job, wasn’t good enough in the next one.

Yes someone one will say we’re all professionals and you should do a good job regardless, but if all you’ve seen is rubbish, what do you have to compare too?

Personally I’ve found the Captains who have just flown jets (especially 747’s) seem to look down on previous TP time the most. The guys that have flown TP at some point in their careers are better.

At the end of day, I’d regard previous command time as more useful than whether you’ve flown a jet or a TP. If you’ve jumped through the hoops and become a captain, you’ll have a better understanding of the management side of a flight. I think the problem with a ‘lack of experience’ is that most applicants are f/o’s, not necessarily from TP. From the group I joined with, all but two ‘jet pilots’ were f/o’s. out of the TP guys, all captains, one former F-4 pilot, two ex TRE/Trainers.
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Old 25th May 2019, 12:03
  #29 (permalink)  
 
Join Date: Jun 2009
Location: Mountain View
Posts: 109
Originally Posted by aviation_enthus View Post


This comment right here sums it up. Doesn’t matter what type you’ve flown before, if the culture and standards of your previous employer aren’t great then you’ll struggle (either in the interview or training). I’ve seen plenty of people with lots of hours fail because what they thought was ok in the current job, wasn’t good enough in the next one.

Yes someone one will say we’re all professionals and you should do a good job regardless, but if all you’ve seen is rubbish, what do you have to compare too?

Personally I’ve found the Captains who have just flown jets (especially 747’s) seem to look down on previous TP time the most. The guys that have flown TP at some point in their careers are better.

At the end of day, I’d regard previous command time as more useful than whether you’ve flown a jet or a TP. If you’ve jumped through the hoops and become a captain, you’ll have a better understanding of the management side of a flight. I think the problem with a ‘lack of experience’ is that most applicants are f/o’s, not necessarily from TP. From the group I joined with, all but two ‘jet pilots’ were f/o’s. out of the TP guys, all captains, one former F-4 pilot, two ex TRE/Trainers.
Well said. As a guy that went from TP straight into heavy jet, I think my best prep was my command time. The transition was reasonably simple from small type LHS to big type RHS. To date, the only jets I have flown are heavies, without incident. The advice I would give to any up-and-coming is... Get your command, on anything. Command time opens doors. If one is close, stay and get at least 500h preferably 1k command on what you are on, then shop your cv.
ie: Do328 to MD11 to B777

Last edited by WrldWide; 25th May 2019 at 12:38.
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Old 26th May 2019, 09:35
  #30 (permalink)  
 
Join Date: Jun 2001
Location: Knoteatingham
Posts: 829
Raw data flying ability is probably very good on the turbo prop guys when they arrive but the EK policy of mandatory autopilot above 10k, mandatory use of full time auto throttle, way fewer (but much longer) operating sectors and back of the clock, fatiguing rosters (with use of autopilot then becoming a very good idea) mean that we drag the turbo prop guys manual handling skills down to our own level quite quickly.

Way back when I was doing my own flying training I remember a Flight Safety poster which tried to define a superior pilot.

'A superior pilot is one who uses his superior judgement to avoid situations which might require the use of his superior flying skills!'

Very few pilots at EK (me included) now possess the latter and, due reduced experience levels, fewer and fewer have the former.

Swiss cheese anyone?
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