Origin Pacific
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Origin Pacific
Gidday All !
Whats the go with Origin these days?...Has anyone been called from the last ground course and what sort of shape are they in at present? ....Cheers for feedback.
Whats the go with Origin these days?...Has anyone been called from the last ground course and what sort of shape are they in at present? ....Cheers for feedback.
G'day Skywagon
The guys and girls from the last ground course will be starting as fast as they can be trained, (which is not very fast since they only have 3 1/2 training capts.) The first one starts some time this week.
If you are still waiting on a call, then keep updating as it appears they may be having to run another course for both the J31/32's and the J41's shortly.
S2K4eva
The guys and girls from the last ground course will be starting as fast as they can be trained, (which is not very fast since they only have 3 1/2 training capts.) The first one starts some time this week.
If you are still waiting on a call, then keep updating as it appears they may be having to run another course for both the J31/32's and the J41's shortly.
S2K4eva
Join Date: Sep 2005
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I am still at a loss to understand all the negativity which comes out when people post on companies such as origin. They are an entry level operator for people coming from GA and give guys a great opportunity for turbine time and RPT. Sure, the money and conditions aren't great but if it's only for a couple of years before bigger and better things then it's not that bad!
Commercial realities exist and you are not going to get paid big dollars to fly the regionals.
I seem to remember that instructing for less than $15000 per year wasn't that flash but there were always bigger and better things ahead!
Commercial realities exist and you are not going to get paid big dollars to fly the regionals.
I seem to remember that instructing for less than $15000 per year wasn't that flash but there were always bigger and better things ahead!
Join Date: Feb 2000
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Well of course they are designed to do that, they used a similar oil system to the Triumph Bonneville. If it isn't leaking, that means there isn't any oil in it! Foolproof.
Still prefer that solid UK engineering to paper-thin American things. Ever seen a 757 after a heavy landing? The upper fuselage skin resembles the surf at Waikiki. Just ask the spotty M boys about that!
The J41 was a pretty good performer from memory, but it lost some of the that edge when they re-designed the cowlings to stop the engines shutting themsleves down.
Still prefer that solid UK engineering to paper-thin American things. Ever seen a 757 after a heavy landing? The upper fuselage skin resembles the surf at Waikiki. Just ask the spotty M boys about that!
The J41 was a pretty good performer from memory, but it lost some of the that edge when they re-designed the cowlings to stop the engines shutting themsleves down.
Join Date: Jun 2004
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No never seen one old chap
...landed two days ago at LGW 26L returning empty from chambery (1st trip of the season) weather was 4000m bkn 400 310/20 G35, A/C VERY light..in the vicinity of 63 tonnes..and hence as twitchy as a virgin altar boy
...the double bogey just soaked it up.
Having said that, the birdseed 737-400's have more creases behind the mainplane..than Don Johnson had in his suit jacket, ala Miami Vice
Is there any truth to this Origin rumour?..Id have thought theyd be better off gettin the Q400
...landed two days ago at LGW 26L returning empty from chambery (1st trip of the season) weather was 4000m bkn 400 310/20 G35, A/C VERY light..in the vicinity of 63 tonnes..and hence as twitchy as a virgin altar boy ...the double bogey just soaked it up. Having said that, the birdseed 737-400's have more creases behind the mainplane..than Don Johnson had in his suit jacket, ala Miami Vice
Is there any truth to this Origin rumour?..Id have thought theyd be better off gettin the Q400
Join Date: Jul 2005
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Back on the light twin subject MOR just tankered the weight of a 146 in fuel into LHR from KWI with full pax and 15000kgs of freight. Recall having difficulties with the RJ100 with payload and landing weight restrictions doing BHX-EDI with full pax and EDI wx CAT III. Seemed pretty odd with 146 being a regional aircraft and all.
End of thread creep. Did not think that many airports back home the ERJ 135/145 could operate out of with an effective payload. Had enough hassles with it out of BRS and SOU?
End of thread creep. Did not think that many airports back home the ERJ 135/145 could operate out of with an effective payload. Had enough hassles with it out of BRS and SOU?
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If you are at a loss to understand the negativity about working for them, try it for a few months and you will find out! Please remove the flt ops managers knife from your back when you leave, he will need it for the next guy.
Join Date: Dec 2005
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Why is Origin thought so badly of? Do they not pay the wages each fortnight, give GA pilots a foot on the ladder, an opportunity to build hours. How is it so bad, I am confused. I was under the impression that when you join any company they tell you the wages and conditions. Shift work, stbys which you get called out on. Weather and tech delays, is this not all part and parcel?
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Ahh Chambery... many happy memories of trying to find those toll booths. Not to mention holding over the CBY and ending up in Lyon when the fog was about...
Can't imagine being landing weight restricted into EDI from BHX. Did that route for several years with no such worries. What were you using for an alterrnate?
Anyway, back to Origin. What exactly is so bad? In what way does the Flight Ops manager shaft people?
Maybe I should go work for them and find out. Do they take DE skippers...???
Can't imagine being landing weight restricted into EDI from BHX. Did that route for several years with no such worries. What were you using for an alterrnate?
Anyway, back to Origin. What exactly is so bad? In what way does the Flight Ops manager shaft people?
Maybe I should go work for them and find out. Do they take DE skippers...???
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MOR
Maybe its an RJ thing. Usually we used our departure field as alternate for destination BHX-EDI options begining limited in that direction to NCL or ABZ. So we normally planned on back to BHX. No worries to do in ERJ 145 but was MLW tight on RJ, maybe the 146 is better in this regard than RJ.
Maybe its an RJ thing. Usually we used our departure field as alternate for destination BHX-EDI options begining limited in that direction to NCL or ABZ. So we normally planned on back to BHX. No worries to do in ERJ 145 but was MLW tight on RJ, maybe the 146 is better in this regard than RJ.
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Waka Rider
We generally used GLA or PIK as diversions. There was a time when you weren't allowed to use an airfield within 50nm, but that disappeared from the Ops Manual. I can't remember exactly what it says is required when the destination AD is Cat III. Of course Cat III was never an issue for us.
I'm also reasonably sure that the 146 is lighter than the RJ (typically), but I could be wrong.
We generally used GLA or PIK as diversions. There was a time when you weren't allowed to use an airfield within 50nm, but that disappeared from the Ops Manual. I can't remember exactly what it says is required when the destination AD is Cat III. Of course Cat III was never an issue for us.
I'm also reasonably sure that the 146 is lighter than the RJ (typically), but I could be wrong.