Don't do it!!!
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Dehavillanddriver.......Puits pay is about the same as the award pay for a PA31 pilot in GA. Four months later as a SO, they'll earn at about twice that if not more.
After two years, their pay will probably exceed that of a Virgin FO and grow from there. (either as a 400 SO or 73/76 FO).
All that and no bills for type ratings!
QF does bond but I can't remember the details, nobody makes any fuss about this as it seems to be only a small amount over a couple of years. (and they are happy to be in an Airline).
After two years, their pay will probably exceed that of a Virgin FO and grow from there. (either as a 400 SO or 73/76 FO).
All that and no bills for type ratings!
QF does bond but I can't remember the details, nobody makes any fuss about this as it seems to be only a small amount over a couple of years. (and they are happy to be in an Airline).
Last edited by RaTa; 1st Nov 2003 at 14:55.
Ra Ta
You have made my point.
It takes about 2 years to get past the VB wage.
In that 2 years the salary difference exceeds that of the cost of the endorsement
So, whilst there may be a difference in pay between QF and VB, the endorsement still gets paid for by the pilot one way or the other
You have made my point.
It takes about 2 years to get past the VB wage.
In that 2 years the salary difference exceeds that of the cost of the endorsement
So, whilst there may be a difference in pay between QF and VB, the endorsement still gets paid for by the pilot one way or the other
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Too many of the supervisors are unqualified to fly from the RHS, instruct or experienced in detecting errors and problems in 'candidates'.
I don't care that it's not illegal for <5700kg ops, it's not safe. Oh, and before you launch into bollocks about LH/RH is the same, alot of the people 'buying ICUS' are not experienced in aircraft type, nor type of operation, including multi sector night &/or IFR bank running type stuff, and should have a qualified or approved person able to manage the risk associated with inexperienced hands at the controls inwhat sometimes are very tricky situations and environments.
It's a miracle that no one has fallen out of the sky (yet).
I don't care that it's not illegal for <5700kg ops, it's not safe. Oh, and before you launch into bollocks about LH/RH is the same, alot of the people 'buying ICUS' are not experienced in aircraft type, nor type of operation, including multi sector night &/or IFR bank running type stuff, and should have a qualified or approved person able to manage the risk associated with inexperienced hands at the controls inwhat sometimes are very tricky situations and environments.
It's a miracle that no one has fallen out of the sky (yet).
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While there are people out there willing to jump over anybody else by paying for an aircraft rating the practice will continue.
Airlines realise that they can save a huge cost by employing already rated pilots and giving them minimum training.
While there is a supply of rated pilots, sure some of them redundant from other airlines, airlines will follow this practice, especially start-up LCCs. It is the basics of supply and demand.
When the pool dries up then the airlines will have to pay for the pilot's ratings.
It all depends on how long you wish to wait, taking in to account seniority lists and all the other facets of the industry which affect promotion and future income.
I, for one, have been extremely lucky that I have never had to pay for a rating to find paid employment in the aviation sector, but I am also nearing the end of my career and what we are now seeing is the new aviation industry, which is completly different to the one that I joined.
Best of luck!!
Airlines realise that they can save a huge cost by employing already rated pilots and giving them minimum training.
While there is a supply of rated pilots, sure some of them redundant from other airlines, airlines will follow this practice, especially start-up LCCs. It is the basics of supply and demand.
When the pool dries up then the airlines will have to pay for the pilot's ratings.
It all depends on how long you wish to wait, taking in to account seniority lists and all the other facets of the industry which affect promotion and future income.
I, for one, have been extremely lucky that I have never had to pay for a rating to find paid employment in the aviation sector, but I am also nearing the end of my career and what we are now seeing is the new aviation industry, which is completly different to the one that I joined.
Best of luck!!
DehavillandDriver
The sums have been done here
The amount of time before a QF S/O goes past a DJ F/O is really at a point when they no longer do 'blank lines' and are therefore flying full rosters. This seems to happen sometime between 6 - 12 months after being checked to line (depending on the amount of flying going on).
Of more interest though, is the fact that by the end of the 2nd year, QF S/O's are actually earning closer to DJ Captains, and are certainly well out performing DJ F/O's in the remuneration stakes.
To me, a wait of less than 12 months is nothing. Don't forget that in the interim, whilst on blanklines the QF guys will most likely have been doing min flying (enough to keep current) whilst the DJ guys will have been having their backsides worked off under the DJ rostering system...
Given that these pay scales were the established standard, along with Ansett (which were slightly higher) before DJ came along, it goes to show just how much of a number the team of Branson, Goddfrey, Hutton & JR has done on wages & conditions in Australia. What a sad time for Australian aviation...
Food for thought...
The sums have been done here
The amount of time before a QF S/O goes past a DJ F/O is really at a point when they no longer do 'blank lines' and are therefore flying full rosters. This seems to happen sometime between 6 - 12 months after being checked to line (depending on the amount of flying going on).
Of more interest though, is the fact that by the end of the 2nd year, QF S/O's are actually earning closer to DJ Captains, and are certainly well out performing DJ F/O's in the remuneration stakes.
To me, a wait of less than 12 months is nothing. Don't forget that in the interim, whilst on blanklines the QF guys will most likely have been doing min flying (enough to keep current) whilst the DJ guys will have been having their backsides worked off under the DJ rostering system...
Given that these pay scales were the established standard, along with Ansett (which were slightly higher) before DJ came along, it goes to show just how much of a number the team of Branson, Goddfrey, Hutton & JR has done on wages & conditions in Australia. What a sad time for Australian aviation...
Food for thought...
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In 1970 something I bought an xyz /endorsement to get some F/O RPT experience - this got to the point where I could apply for the next job, which required an abc rating/endorsement , which i paid for - all of which worked out well for me - I don't see why all the fuss about this nowdays.
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In regards to whether or not an endorsement is tax deductible, might I suggest that you talk to an accountant, rather than relying on hearsay on PPRUNE?
Raingauge, you are 100% correct.
I personally believe that those tough guys in here who hide behind the shroud of anonymity would give their left testicle for the chance to fly for VB.
Raingauge, you are 100% correct.
I personally believe that those tough guys in here who hide behind the shroud of anonymity would give their left testicle for the chance to fly for VB.
