Airlink PNG
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Join Date: Feb 2003
Location: Asia
Age: 24
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Airlink PNG
Just wondering what it's like working for Airlink in PNG at the moment???
Any views on Management, Maint, Training Standards etc....
Do they keep guys long or do they turn over quickly, seems as though they are hiring quite regularly. Are people moving to better things or are they just hitting the road due to issues within the company and PNG in general?
I know of two blokes who have just been offered jobs and am interested myself.........
Any honest feedback would be appreciated
Any views on Management, Maint, Training Standards etc....
Do they keep guys long or do they turn over quickly, seems as though they are hiring quite regularly. Are people moving to better things or are they just hitting the road due to issues within the company and PNG in general?
I know of two blokes who have just been offered jobs and am interested myself.........
Any honest feedback would be appreciated
Having worked for them on a 12 month contract in 2002/2003, I was based in Lae, flying their bandits. Very professional company in most ways. Maintenance was excellent, aircraft were real workhorses, but in reasonable condition. Lae was an enjoyable, but very dangerous place to live. Worst thing was the drive to the airport, which took about 40-45 minutes. Got rascalled once by bandits, and another two attempts. Lae is a dangerous place, but Madang, and Rabaul, are both far better, safer bases. Company was very professional in its training. Main issue was pay. You get paid in the Kina, which isn't very high against the aussie $, however, the company does supply you rent at no cost, and the shared use of a vehicle. Main issue was management, who moved you from base to base at a moments notice, put you in sub standard living quarters, often with no power or water, and no access to a vehicle.
Overall, I loved my 12 months there, and don't regret it, although the company has got desperate for crew, as they have a very high turnover.
Overall, I loved my 12 months there, and don't regret it, although the company has got desperate for crew, as they have a very high turnover.
Join Date: Apr 2002
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Hatchet Harry, the following has been compiled from various sources, past and present:
Management: The B Team is one of the primary reasons for the high turnover of staff.
Maintenance: OK when aircraft are in Madang. Most of the aircraft are based in outports were there is no engineering coverage.
Training: OK but they tend to run short of trainers with much PNG experience.
The standard contract is 2 years. Few expats last that long. The last CP did a runner without giving any notice after only a couple of months with the company. The contract does not allow you to move on to another job in PNG. Most other turbine operators in the country offer more attractive conditions and rarely need to advertise jobs. Pilot numbers have dropped this year. Expats tend to leave for both the reasons you have suggested. If you start with Airlink, do not have high expectations. Many pilots in the past have been told, in writing, that they will be given a certain position, aircraft type, base, pay, accommodation, transport, etc. but the reality was often different when they arrived. Do not expect to be kept informed of plans for your future. As with most things in PNG expect the unexpected. Most recruits, regardless of experience, start as Bandit F/O. Bonds are: Bandit F/O = K6500, Bandit Captain = an additional K3500, C404 = K5000, Command Instrument Rating = K5000, all reducible pro rata over 15 months although the instrument rating is valid for only 6 months. ATR-42 bond = K37,000 over 2 years, partially reducible pro rata. Pilots with foreign Cessna 400 series endorsements and instrument ratings are not exempt from bonds. Piston aircraft are primarily reserved for PNG National pilots needing to build command time. Although the Bandit operation is theoretically IFR, flying is primarily day VFR below LSALT. If possible obtain the PNG ONC charts wherever you can as they may be difficult to obtain in PNG.
Management: The B Team is one of the primary reasons for the high turnover of staff.
Maintenance: OK when aircraft are in Madang. Most of the aircraft are based in outports were there is no engineering coverage.
Training: OK but they tend to run short of trainers with much PNG experience.
The standard contract is 2 years. Few expats last that long. The last CP did a runner without giving any notice after only a couple of months with the company. The contract does not allow you to move on to another job in PNG. Most other turbine operators in the country offer more attractive conditions and rarely need to advertise jobs. Pilot numbers have dropped this year. Expats tend to leave for both the reasons you have suggested. If you start with Airlink, do not have high expectations. Many pilots in the past have been told, in writing, that they will be given a certain position, aircraft type, base, pay, accommodation, transport, etc. but the reality was often different when they arrived. Do not expect to be kept informed of plans for your future. As with most things in PNG expect the unexpected. Most recruits, regardless of experience, start as Bandit F/O. Bonds are: Bandit F/O = K6500, Bandit Captain = an additional K3500, C404 = K5000, Command Instrument Rating = K5000, all reducible pro rata over 15 months although the instrument rating is valid for only 6 months. ATR-42 bond = K37,000 over 2 years, partially reducible pro rata. Pilots with foreign Cessna 400 series endorsements and instrument ratings are not exempt from bonds. Piston aircraft are primarily reserved for PNG National pilots needing to build command time. Although the Bandit operation is theoretically IFR, flying is primarily day VFR below LSALT. If possible obtain the PNG ONC charts wherever you can as they may be difficult to obtain in PNG.
