which position should I take?
Sprucegoose
Join Date: Sep 2000
Location: Hughes Point, where life is great! Was also resident on page 13, but now I'm lost in Cyberspace....
Age: 59
Posts: 3,485
Likes: 0
Received 1 Like
on
1 Post
I was only an SO on the C152 at 1200 hours.
WTF?
Join Date: Sep 2006
Location: Melbourne
Posts: 1,569
Likes: 0
Received 0 Likes
on
0 Posts
hey I'm enjoying this thread, we don't often see/read such stuff to excite the highly experienced in here (say >100TT
)
What 'van' operator would have an F/O anyway? That's a seat gone to a none fair paying bum, in fact a 'van' F/O must cost them, say a buck a day!
I love it keep the suggestions coming before the anti-fun Mods step in
BTW one has to wonder how many bars a 'van F/O wears? How do you get a figure less than one ?
CW
)What 'van' operator would have an F/O anyway? That's a seat gone to a none fair paying bum, in fact a 'van' F/O must cost them, say a buck a day!
I love it keep the suggestions coming before the anti-fun Mods step in
BTW one has to wonder how many bars a 'van F/O wears? How do you get a figure less than one ?
CW
Join Date: Jan 2008
Location: victoria
Age: 37
Posts: 87
Likes: 0
Received 0 Likes
on
0 Posts
Best thread for ages. I can only dream of getting a RHS job on a 182. Boy it must be great - how many bars do i get to wear?. Can i do the endo in Microsoft Flight Simulator?
Son,
It's nice to see someone asking such important career questions.
Don't tell anyone cos there is a lot of competition but I can offer you a gig as a FA on a C208. Its multicrew and turbine. Your current experience should see you being promoted to the esteemed position of First Officer on our C208 within 24 months.
Don't sell yourself short on the C182.
Please confirm by return post your acceptance of this offer so we can negotiate bond, pay for training and possibly a per diem in lieu of salary.
It's nice to see someone asking such important career questions.
Don't tell anyone cos there is a lot of competition but I can offer you a gig as a FA on a C208. Its multicrew and turbine. Your current experience should see you being promoted to the esteemed position of First Officer on our C208 within 24 months.
Don't sell yourself short on the C182.
Please confirm by return post your acceptance of this offer so we can negotiate bond, pay for training and possibly a per diem in lieu of salary.
Join Date: Jun 2007
Location: Anywhere but here
Posts: 67
Likes: 0
Received 0 Likes
on
0 Posts
Doc,
I can't believe you didn't know what an Airvan F/O is responsible for:
a) Ensuring mixture full rich prior to departure;
b) Reading out V-speeds and ensuring a positive ROC is attained prior to raising the imaginary landing gear
c) Handing out the sandwiches (well done Doc!);
d) Holding the piss bottle for the 4 bar PIC, his immense amount of experience is something to take your hat off to; and
e) Managing RT and NAV because SE piston aircraft are so difficult for single pilot VFR ops.
Hope that helps FTDK.
I can't believe you didn't know what an Airvan F/O is responsible for:
a) Ensuring mixture full rich prior to departure;
b) Reading out V-speeds and ensuring a positive ROC is attained prior to raising the imaginary landing gear
c) Handing out the sandwiches (well done Doc!);
d) Holding the piss bottle for the 4 bar PIC, his immense amount of experience is something to take your hat off to; and
e) Managing RT and NAV because SE piston aircraft are so difficult for single pilot VFR ops.
Hope that helps FTDK.
This thread brings back memories, god damn it must be 30 years past, but still brings on a tear. I remember it well like it was yesterday.
They were men in those days you know, there we were us junior C172 pilots, we would look out the window of the flight lounge across the apron in envy at the refueller, he was the only one that wasn’t a senior C210 Captain allowed anywhere near them, we used to stay back after work and dream up ways to get on board that fuel truck, just for a glimpse inside one of those 210’s.
It was a particularly emotional time when the 210’s would come in from a charter at the end of the day, we would line up and push in as the 210 Captains would file through the door, just for a chance to carry their nav bags and feel the weight of those logbooks. They would’nt speak to us of course and honestly we didn’t really expect them too, just to be in their presence was humbling enough.
They all fly for our National Carrier still today, second officers, every one of them to a man, makes ya proud doesn’t it, well every one except Captain Jake, he had an unfortunate car accident, leaving work one day he backed into the Chiefs car in the carpark scratching the bumperbar on his brand new Kingswood. Poor Jake he was hospitalized with horrific injuries. The doctors had to amputate an arm and a leg.
We knew this would be our lucky break though, next morning we arrived at work earlier than the usual 2 hours and waited. The Chief came in still angry from the night before, he would need a new 210 Captain, who would it be, we would look busy polishing the counter in hope the Chief would notice. “Paul” he bellowed, “I’m going to need a 210 Captain are you up for the task Son. “Oh! Yes ! Sir absolutely Sir” he responded. Well I nearly shat myself and melted down between the cracks in the floorboard. Paul you lucky Bastard, this is it mate I thought. I could see his forehead had broken out into a sweat, it was a big ask I knew. The 210 boys would fly 2 hour sectors across 2 gulfs and the most inhospitable terrain in Australia, the Yorke Peninsula. None of us had flown overseas before, it was like he had been knighted by the queen.
So Son there you go, like your forefathers before you, you grab that 182RG Command with both hands, it’s not a 210 I know but one day like us you’ll be proudly flying for our National Carrier “EMUAIR”
Wot’s that you say Stan, what do you mean EMUAIR is not our National Carrier, get outa here.
They were men in those days you know, there we were us junior C172 pilots, we would look out the window of the flight lounge across the apron in envy at the refueller, he was the only one that wasn’t a senior C210 Captain allowed anywhere near them, we used to stay back after work and dream up ways to get on board that fuel truck, just for a glimpse inside one of those 210’s.
It was a particularly emotional time when the 210’s would come in from a charter at the end of the day, we would line up and push in as the 210 Captains would file through the door, just for a chance to carry their nav bags and feel the weight of those logbooks. They would’nt speak to us of course and honestly we didn’t really expect them too, just to be in their presence was humbling enough.
They all fly for our National Carrier still today, second officers, every one of them to a man, makes ya proud doesn’t it, well every one except Captain Jake, he had an unfortunate car accident, leaving work one day he backed into the Chiefs car in the carpark scratching the bumperbar on his brand new Kingswood. Poor Jake he was hospitalized with horrific injuries. The doctors had to amputate an arm and a leg.
We knew this would be our lucky break though, next morning we arrived at work earlier than the usual 2 hours and waited. The Chief came in still angry from the night before, he would need a new 210 Captain, who would it be, we would look busy polishing the counter in hope the Chief would notice. “Paul” he bellowed, “I’m going to need a 210 Captain are you up for the task Son. “Oh! Yes ! Sir absolutely Sir” he responded. Well I nearly shat myself and melted down between the cracks in the floorboard. Paul you lucky Bastard, this is it mate I thought. I could see his forehead had broken out into a sweat, it was a big ask I knew. The 210 boys would fly 2 hour sectors across 2 gulfs and the most inhospitable terrain in Australia, the Yorke Peninsula. None of us had flown overseas before, it was like he had been knighted by the queen.
So Son there you go, like your forefathers before you, you grab that 182RG Command with both hands, it’s not a 210 I know but one day like us you’ll be proudly flying for our National Carrier “EMUAIR”
Wot’s that you say Stan, what do you mean EMUAIR is not our National Carrier, get outa here.
Join Date: Jun 2008
Location: fnq
Posts: 2
Likes: 0
Received 0 Likes
on
0 Posts
The major question that is still to be asked is whether it is a 2 or 3 bladed prop on the 182. I would say with your time the 3 is definately out of the question. I wouldn't even consider letting a guy with your sort of experience out on a 3. One more blade means one more thing that can go wrong for you and I just can't see you handling it. The 2 is certainly worth considering. Just be careful! She can get away from you if your not on the ball. A good tip I remember the checkies harping on about in the smoko room is that in the 182, in particular the 2 blader, Power + Attitude = Performance. 1 simple formulae that will keep you out of trouble. I would say that the FA job on the 208 could be a good option until you get comfortable with cessna type aircraft. The operating phylosiphy of cessna type aircraft to that of the airvan is way different and borderline dangerous. While all of your mates with similar hours are putting in the hard yards in the back seat of one of those ugly frog created airbus things, you'll be cruising along logging precious command time in ya 182. Think of the respect!
Join Date: Jul 2007
Location: newzealand
Posts: 48
Likes: 0
Received 0 Likes
on
0 Posts
I concur with your difficulties ‘210 OneDay‘,
I too am struggling here in old NZ. But, the other day my spirits were lifted after speaking to a retired aviator of grand experience. He’s certainly well known around NZ. His name is, Ben Hover. He told me that he definitely took a lot of it. All the way up there, from the management to the chief stick. Many nights of all kinds of abuse. But, he said that is was worth it, if you could stick it out, and take it in, the air through your lungs, one breath at a time.
Ben Hover said once he had his CPL, he walked the chief pilot’s dogs for two and half years to earn his IFR. Then after patiently waiting his turn, shearing sheep to pass time, he finally got his chance to move up, to a washing fleet position. This lasted 4 months and a few management heads noticed his dedication, so they allowed him to stack bags on planes, but only in the freezing rain, and sweltering hot summer days to give the other bag throwers a rest. Sticking at it Ben Hover then moved into a full time bag thrower position After 14 months he got another break, perhaps as he said one of the bigger breaks of his life, he was allowed to taxi the single two seaters from maintainence sheds to the fleet hangar. 10 months of this and the chief pilot felt confident Ben Hover Could handle an odd flight here or there, so once a week he allowed him to fly the 152’s over to the other airfield for the weekend bashers to do hours on. But, his job was to guard the plane all weekend, and then return it on Monday and 6am. Off course this meant sleeping in a barn with the flea bitten dog and sharing stories on Saturday night with the mad 90 year old toothless station hand. But, as Ben Hover said, ‘mate, you just gotta grip your teeth on that leather, and bite hard” Soon, after one year and a bit, Ben Hover was picked from the elite group of bottom feeders and given the Cessna 172 manual to study. After a two day exam made of flying and brain teasing questions on the 172 procedures, Ben Hover was given a right hand seat check and made first officer. In that job for 4 years he was happy to bursting around the skies, operating the cigarette lighter and thermos for the captain. But after 6 months trail he himself became captain of the 172.
From this position Ben Hover gradually moved up to 172RG for the next three years, then 182 for 10 months, Cessna 210 F/O 2 years, captain 210 3 years, Nomad second officer at a Sydney parachute school, then after 3 years as F/O, onto the captaincy of the Nomad. Then he said, after many years, 4657 hours, and countless tubes of Vaseline, for his sore toes ( from old shoes ) his most happiest moment came when he was offered a position as a single charter pilot at night flying freight. I asked him, “man you finally got to fly the twins hu?” He looked at me puzzled and said “no Son, after a week on the 310 flying to Moree and Walgett, I finally got my first pay check in aviation. You see, I had been working building my hours up to this point. And, son that’s what you have to do to make it in this game!” Ben Hover did go on to fly turbo props and jets and what not. But now he has retired. He takes life easy now tending to his many acres of pineapples that he sells to many aviation companies that use them for…….freight.
Fly My Saucer 1200
I too am struggling here in old NZ. But, the other day my spirits were lifted after speaking to a retired aviator of grand experience. He’s certainly well known around NZ. His name is, Ben Hover. He told me that he definitely took a lot of it. All the way up there, from the management to the chief stick. Many nights of all kinds of abuse. But, he said that is was worth it, if you could stick it out, and take it in, the air through your lungs, one breath at a time.
Ben Hover said once he had his CPL, he walked the chief pilot’s dogs for two and half years to earn his IFR. Then after patiently waiting his turn, shearing sheep to pass time, he finally got his chance to move up, to a washing fleet position. This lasted 4 months and a few management heads noticed his dedication, so they allowed him to stack bags on planes, but only in the freezing rain, and sweltering hot summer days to give the other bag throwers a rest. Sticking at it Ben Hover then moved into a full time bag thrower position After 14 months he got another break, perhaps as he said one of the bigger breaks of his life, he was allowed to taxi the single two seaters from maintainence sheds to the fleet hangar. 10 months of this and the chief pilot felt confident Ben Hover Could handle an odd flight here or there, so once a week he allowed him to fly the 152’s over to the other airfield for the weekend bashers to do hours on. But, his job was to guard the plane all weekend, and then return it on Monday and 6am. Off course this meant sleeping in a barn with the flea bitten dog and sharing stories on Saturday night with the mad 90 year old toothless station hand. But, as Ben Hover said, ‘mate, you just gotta grip your teeth on that leather, and bite hard” Soon, after one year and a bit, Ben Hover was picked from the elite group of bottom feeders and given the Cessna 172 manual to study. After a two day exam made of flying and brain teasing questions on the 172 procedures, Ben Hover was given a right hand seat check and made first officer. In that job for 4 years he was happy to bursting around the skies, operating the cigarette lighter and thermos for the captain. But after 6 months trail he himself became captain of the 172.
From this position Ben Hover gradually moved up to 172RG for the next three years, then 182 for 10 months, Cessna 210 F/O 2 years, captain 210 3 years, Nomad second officer at a Sydney parachute school, then after 3 years as F/O, onto the captaincy of the Nomad. Then he said, after many years, 4657 hours, and countless tubes of Vaseline, for his sore toes ( from old shoes ) his most happiest moment came when he was offered a position as a single charter pilot at night flying freight. I asked him, “man you finally got to fly the twins hu?” He looked at me puzzled and said “no Son, after a week on the 310 flying to Moree and Walgett, I finally got my first pay check in aviation. You see, I had been working building my hours up to this point. And, son that’s what you have to do to make it in this game!” Ben Hover did go on to fly turbo props and jets and what not. But now he has retired. He takes life easy now tending to his many acres of pineapples that he sells to many aviation companies that use them for…….freight.
Fly My Saucer 1200
Join Date: Mar 2007
Location: Look up and wave
Posts: 359
Likes: 0
Received 0 Likes
on
0 Posts
Sounds like you work for a Derby operator mate,
Best advice, hold out for a command on that airvan, you never know you might get some icus on the 182 while you are at it. If your a company man, tow the line, master the classic turn back and and learn how to land a difficult aircraft like the airvan, you may be offered a bond and FO slot on the floats! Just remember your takeoff safety brief in the airvan, they are worse than a loaded PA31 after a donk stops, even if you get your EFATO drills done in an instant and get her settled into vyse, she will be going down like the kursk.
The future is looking rosy mate!
Best advice, hold out for a command on that airvan, you never know you might get some icus on the 182 while you are at it. If your a company man, tow the line, master the classic turn back and and learn how to land a difficult aircraft like the airvan, you may be offered a bond and FO slot on the floats! Just remember your takeoff safety brief in the airvan, they are worse than a loaded PA31 after a donk stops, even if you get your EFATO drills done in an instant and get her settled into vyse, she will be going down like the kursk.
The future is looking rosy mate!
This is rather odd!
I would have thought the logical pathway was from FO on the Airvan to FO on the C182RG then Command on the Airvan. Then only if you are really lucky would you expect a shot at Command on an airplane as complex as the RG.
I guess that's the pilot shortage kicking in.
One can only hope that CASA are monitoring this closely!
Dr
I would have thought the logical pathway was from FO on the Airvan to FO on the C182RG then Command on the Airvan. Then only if you are really lucky would you expect a shot at Command on an airplane as complex as the RG.
I guess that's the pilot shortage kicking in.
One can only hope that CASA are monitoring this closely!
Dr