G.A.M.
Join Date: Feb 2008
Location: straya
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Van Gough,
GAM are mainly a freight operation, with a bit of charter work out of Cairns and Weipa. Most of the work is 'split shifts', flying a leg out in the morning, spending the day at an outer port, and then back in the evening. Most flying is Mon-Fri, with the odd weekend flight if you get a major city posting. And as discussed earlier is a great way to log your IFR time.
The machinery is really good for 'GA' aircraft, although they do have the cleanest MR's in Aus which is something to be weary of. It seems 'new' turbine aircraft are arriving every second week so it would be a great time to get in.
I'm not sure how things have changed since the Bossman passed away, but by all accounts they were a great bunch to work for back then. As long as you do the right thing by them, they'll do the right thing by you.
GAM are mainly a freight operation, with a bit of charter work out of Cairns and Weipa. Most of the work is 'split shifts', flying a leg out in the morning, spending the day at an outer port, and then back in the evening. Most flying is Mon-Fri, with the odd weekend flight if you get a major city posting. And as discussed earlier is a great way to log your IFR time.
The machinery is really good for 'GA' aircraft, although they do have the cleanest MR's in Aus which is something to be weary of. It seems 'new' turbine aircraft are arriving every second week so it would be a great time to get in.
I'm not sure how things have changed since the Bossman passed away, but by all accounts they were a great bunch to work for back then. As long as you do the right thing by them, they'll do the right thing by you.
Join Date: Apr 2005
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The machinery is really good for 'GA' aircraft, although they do have the cleanest MR's in Aus which is something to be weary of
A37575
In the ten years I spent in GA before moving onto the airlines I never flew an aircraft that had a clean maintenance release except after it came out of the hangar from a 100 hourly with a new one. Every aircraft has snaggs, no matter how small, even in the airlines. If I saw a aircraft with a clean mainteance release especially just before a 100 hourly, I would be asking questions.
In the ten years I spent in GA before moving onto the airlines I never flew an aircraft that had a clean maintenance release except after it came out of the hangar from a 100 hourly with a new one. Every aircraft has snaggs, no matter how small, even in the airlines. If I saw a aircraft with a clean mainteance release especially just before a 100 hourly, I would be asking questions.
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As for 'clean MR's', i must emphasise that i was in no way suggesting the aircraft are in poor shape or that maintenance issues are not attended too, just the way in which they are reported may be somewhat questionable!
All in all, for the age of the majority of the fleet, those AC are in great shape, and the refurb's the ginger beers do there are something else. I'm sure those AC come out of the hangar better than they did new. Well, i'm not sure because i wasn't around in the 60's, but either way, i always felt confident in the machinery.
All in all, for the age of the majority of the fleet, those AC are in great shape, and the refurb's the ginger beers do there are something else. I'm sure those AC come out of the hangar better than they did new. Well, i'm not sure because i wasn't around in the 60's, but either way, i always felt confident in the machinery.
Join Date: Jun 2008
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LexAir
GAM has a new CP recently appointed. The CP is Greg Veasy, an ex long term CASA FOI from the airline office in Melbourne. He is a meticulous operator and a stickler for high standards; in my view a good operator. Under Greg's watch, I doubt that there will be anything but appropriate entries on the MRs.
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Wing Root, I realise you are being ironic but to put substance to your comment in 2005 or 6 I attended a CASA information seminar at which one of the topics was fatigue management. Some of the information was fascinating but what got my attention was the lack of knowledge about fatigue.
IIRC the presenter told the attendees that CASA had granted 43 exemptions from CAO 48 to be replaced by a fatigue management program but only 3 met any realistic test of being in accord with the principles of fatigue management. This included some very notable organisations that one would not have thought would knowingly subject their employees to excessive fatigue. The presenters comments was that the people putting together the programs did not know what they were doing.
But perhaps they did.
IIRC the presenter told the attendees that CASA had granted 43 exemptions from CAO 48 to be replaced by a fatigue management program but only 3 met any realistic test of being in accord with the principles of fatigue management. This included some very notable organisations that one would not have thought would knowingly subject their employees to excessive fatigue. The presenters comments was that the people putting together the programs did not know what they were doing.
But perhaps they did.
Join Date: Sep 2006
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Very interesting 'Plovett' yr right knowledge of Fatigue is far from well known that coupled with fatigue isn't an exact science we have a lot of grey areas here.
What one pilot will feel or consider as fatigue could be totally dif to another pilot. I know we have it in place & at times we simply say no to a tasks due to fatigue, that can be from flying 6 or 8 sectors with most containing inst appr's single pilot at night.
I believe that the CAO48 is almost unworkable as in too complex and would be rarely used to the letter. Fatigue Risk Management is a good start to making sure pilots are fit for flight but it boils down to the individual pilot and the operator, both can & sometimes do abuse any system in place. You can put in place all the safety buffers you like but we are dealing with humans here, the machines are fine, WE are the unknown!
CW
What one pilot will feel or consider as fatigue could be totally dif to another pilot. I know we have it in place & at times we simply say no to a tasks due to fatigue, that can be from flying 6 or 8 sectors with most containing inst appr's single pilot at night.
I believe that the CAO48 is almost unworkable as in too complex and would be rarely used to the letter. Fatigue Risk Management is a good start to making sure pilots are fit for flight but it boils down to the individual pilot and the operator, both can & sometimes do abuse any system in place. You can put in place all the safety buffers you like but we are dealing with humans here, the machines are fine, WE are the unknown!
CW
