Building hours for that first job...
Join Date: Oct 2009
Location: Australia
Age: 41
Posts: 68
Likes: 0
Received 0 Likes
on
0 Posts
command time
Anytime in command is good. If I were you I would go and fly the 182 for a bit then go and hire a 210 for at least 3 - 5 hours (depending on budget) I am unaware of any operators up your way with 210's for hire.
OR ... this has been said before, if you really wanted to go and build up your hours try and find 2 friends who will be willing to cost share or even pay a little bit to help you out.
OR ... this has been said before, if you really wanted to go and build up your hours try and find 2 friends who will be willing to cost share or even pay a little bit to help you out.
Eloquent elocution is certainly another attribute positively reviewed.
Zapp,
Look at the tools previous posts, you'll see a pattern
j3
Join Date: Mar 2009
Location: Kerikeri, New Zealand or Noosa Queensland. Depending on the time of year!
Age: 83
Posts: 273
Likes: 0
Received 0 Likes
on
0 Posts
Since when did a C-206 produce Wake Turbulence? The term "Heavy" when communicating with ATC refers to aircraft with a Max Certified Take Off weight exceeding 250,000 lbs under FAA Certification.
The International Civil Aviation Organization (ICAO) classifies those aircraft as “Heavy” that have a certificated maximum takeoff weight of 300,000 lb. Also called a "Heavy Jet".
This is strictly a heads up to the ATC controller of the need to apply wake turbulence separation standards.
Enter controlled airspace and identifying yourself as "Heavy" in a 206 will raise a few eyebrows at least and more likely result in being asked to telephone SATCO after landing for a little chat .......
The International Civil Aviation Organization (ICAO) classifies those aircraft as “Heavy” that have a certificated maximum takeoff weight of 300,000 lb. Also called a "Heavy Jet".
This is strictly a heads up to the ATC controller of the need to apply wake turbulence separation standards.
Enter controlled airspace and identifying yourself as "Heavy" in a 206 will raise a few eyebrows at least and more likely result in being asked to telephone SATCO after landing for a little chat .......
Man Bilong Balus long PNG
Join Date: Apr 2002
Location: Looking forward to returning to Japan soon but in the meantime continuing the never ending search for a bad bottle of Red!
Age: 69
Posts: 2,971
Received 96 Likes
on
55 Posts
You want a heavy single? Try the P47D Thunderbolt.
MTOW 8,800kg.
I would hope so.
MTOW 8,800kg.
Please confirm this is a wind-up
I hear on the grape-vine that Mr Dotau has been tucking away on faaaaar too much ice-cream, so the aircraft he flies may indeed be a heavy.
But seriously ..... keep plugging away at the Old Boy Network. You'll often get the best jobs that way.
But seriously ..... keep plugging away at the Old Boy Network. You'll often get the best jobs that way.
Thread Starter
Join Date: Apr 2010
Location: Gold Coast
Age: 42
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
Hi,
Thanks for the replies, it does give me a few more things to consider and options that I haven’t even thought of which was my aim in starting the thread.
Currently I am considering some 200 series time – about 10 hours or so, probably about $2850 for that in a 206. I think it would be a good step in the right direction as I have noticed the majority of charter companies do have 206’s and 210’s in their fleet.
In terms of CIR and NGT VFR, I would just have to keep my CIR recency up to be able to fly at night. I would rather keep that up then pay for a VFR NGT rating.
I noticed that a few of the glider groups use the Piper Pawnee – tail wheel endorsement required. Possibly a good way of getting some hours up over the weekend but I would like to visit these places in person and ask a few questions before outlaying money for the endo.
Parachute ops – I know of a couple around SE Qld, both pilot positions seem well secure by their current crew. I have heard that ‘meat bombing’ hours aren’t as favorable as bush time by some charter companies. Don’t shoot me for saying that, I am just repeating what I have been told.
Ideally I would like to have a little more experiences before hitting the road and heading up north as I am certain that every other newly qualified pilot would have the exact same qualifications as me. I would like to have something on my resume that would stand out from the rest and perhaps make me a more favourable candidate for a low hour position.
I will keep working on it and saving some money up.
Thanks once again for the replies.
Thanks for the replies, it does give me a few more things to consider and options that I haven’t even thought of which was my aim in starting the thread.
Currently I am considering some 200 series time – about 10 hours or so, probably about $2850 for that in a 206. I think it would be a good step in the right direction as I have noticed the majority of charter companies do have 206’s and 210’s in their fleet.
In terms of CIR and NGT VFR, I would just have to keep my CIR recency up to be able to fly at night. I would rather keep that up then pay for a VFR NGT rating.
I noticed that a few of the glider groups use the Piper Pawnee – tail wheel endorsement required. Possibly a good way of getting some hours up over the weekend but I would like to visit these places in person and ask a few questions before outlaying money for the endo.
Parachute ops – I know of a couple around SE Qld, both pilot positions seem well secure by their current crew. I have heard that ‘meat bombing’ hours aren’t as favorable as bush time by some charter companies. Don’t shoot me for saying that, I am just repeating what I have been told.
Ideally I would like to have a little more experiences before hitting the road and heading up north as I am certain that every other newly qualified pilot would have the exact same qualifications as me. I would like to have something on my resume that would stand out from the rest and perhaps make me a more favourable candidate for a low hour position.
I will keep working on it and saving some money up.
Thanks once again for the replies.
In terms of CIR and NGT VFR, I would just have to keep my CIR recency up to be able to fly at night.
Re NVFR + CIR, have a look at this thread.
Join Date: Oct 2000
Location: Brisvegas
Age: 46
Posts: 309
Likes: 0
Received 0 Likes
on
0 Posts
In terms of CIR and NGT VFR, I would just have to keep my CIR recency up to be able to fly at night. I would rather keep that up then pay for a VFR NGT rating.
Personally, I would not invest in too many 210/206 hours-waste of money. Get a couple under your belt so you can go into a check ride with confidence.
Good luck.
Join Date: Sep 2008
Location: In the land of smog
Posts: 195
Likes: 0
Received 0 Likes
on
0 Posts
C172 Copilot...?
Should I approach private pilots at the airports (YBAF / YBCG) and ask if I can co-pilot to get a bit more experience and possibly log some time? Surely there would be a couple of aircraft owners out there that aren’t looking to make a career out of flying.
Would it be a good idea to find people that do a few ferry flights?
Would it be a good idea to find people that do a few ferry flights?
Join Date: Oct 2007
Location: At the minima
Posts: 31
Likes: 0
Received 0 Likes
on
0 Posts
I'd agree with the 206/210 time for simply the reason of confidence when you're asked to go for a fly. I only had 3 hours in a 206 when I headed off but at least I wasn't going in blind. This was also the first time I had ever been in a cessna so it helped from that regard too.
The road trip up the coast sounds like a good idea too. Never know what you'll find.
Network well and that may help your cause too, but some time in these newly classed heavy singles is a good idea.
(and to think I accepted a wake turbulence waiver all these years without knowing!)
The road trip up the coast sounds like a good idea too. Never know what you'll find.
Network well and that may help your cause too, but some time in these newly classed heavy singles is a good idea.
(and to think I accepted a wake turbulence waiver all these years without knowing!)
Join Date: Sep 2008
Location: In the land of smog
Posts: 195
Likes: 0
Received 0 Likes
on
0 Posts
I'm pretty sure you can't log copilot on anything other than a certified two crew aircraft, e.g. B737 except where an operations manual requires two pilots for a single pilot certified aircraft like a B200. For other operations e.g. C404 'two crew' there is the PIC and a safety pilot, but that is not a copilot.
Logging copilot on anything like a light single would be looked at suspiciously.
By all means, go for a ride with a more experienced pilot but don't put it in your logbook unless you are the PIC or are under instruction in a dual operation.
Logging copilot on anything like a light single would be looked at suspiciously.
By all means, go for a ride with a more experienced pilot but don't put it in your logbook unless you are the PIC or are under instruction in a dual operation.
Thread Starter
Join Date: Apr 2010
Location: Gold Coast
Age: 42
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
TSIO540 - understood - I understand what you're saying.
Would anyone know a good contact around YBAF / YBCG that has a 206 and 210 for hire? Feel free to send a PM if you like.
Thanks
Would anyone know a good contact around YBAF / YBCG that has a 206 and 210 for hire? Feel free to send a PM if you like.
Thanks
Join Date: Apr 2009
Location: Maun, Botswana
Age: 37
Posts: 424
Likes: 0
Received 0 Likes
on
0 Posts
Save the money, or perhaps get a few hours on a 206. Buy a ticket next September and come to Africa. Start in Maun, Botswana, if nothing, head to Dar es Salaam or Arusha in Tanzania.
Good jobs, good maintence, and logging around 750-900 hours a year. With progression into a Caravan after a year (and all the training/type ratings are paid for)
Good jobs, good maintence, and logging around 750-900 hours a year. With progression into a Caravan after a year (and all the training/type ratings are paid for)
Join Date: Apr 2009
Location: Maun, Botswana
Age: 37
Posts: 424
Likes: 0
Received 0 Likes
on
0 Posts
Only just noticed the reply to my above post.
Times change, although a lot of people turned up this season, 24 got hired, and they were all the ones that took the time to wait around. Of the ones that didn't get hired which was only a few, they all headed west to Namibia and got hired there as that was the start of the hiring season there.
You can't hope to get a job by just sitting around at home, and coming from a guy who left the country to build hours, I find it strange that you aren't of the opinion for others to get out there and give it a go.
And the money spent, in 3 months here in botswana, you will spend approximately $2-3000.
Cheaper than 3 months in Australia or NZ in my opinion. Or, you will gain perhaps 10hrs in a 172.
3 months in africa having one hell of a time and a experience of a lifetime, or 10hrs in a 172, plus another 10hrs that you would spend on the airfare getting here.
You choose.
Times change, although a lot of people turned up this season, 24 got hired, and they were all the ones that took the time to wait around. Of the ones that didn't get hired which was only a few, they all headed west to Namibia and got hired there as that was the start of the hiring season there.
You can't hope to get a job by just sitting around at home, and coming from a guy who left the country to build hours, I find it strange that you aren't of the opinion for others to get out there and give it a go.
And the money spent, in 3 months here in botswana, you will spend approximately $2-3000.
Cheaper than 3 months in Australia or NZ in my opinion. Or, you will gain perhaps 10hrs in a 172.
3 months in africa having one hell of a time and a experience of a lifetime, or 10hrs in a 172, plus another 10hrs that you would spend on the airfare getting here.
You choose.
Join Date: Aug 2009
Location: Brisbane
Posts: 28
Likes: 0
Received 0 Likes
on
0 Posts
liftboy262.
Sounds like an adventure indeed. Just out of curiosity, what did you have to do to convert your licence? Did you head over there with a bare Aus cpl? I'd be keen for a bit more info.
Sounds like an adventure indeed. Just out of curiosity, what did you have to do to convert your licence? Did you head over there with a bare Aus cpl? I'd be keen for a bit more info.