Alligator Airways Job
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Alligator Airways Job
Applications are invited from pilots with the following minimum experience for our Kununurra base:
Minimum Requirements:
Australian Commercial Pilot License
Night VFR Rating
400 hours Total
Current DG Certificate with at least six months to expiry
Current Class One Medical Certificate
Desirable Experience:
Experience on Turbocharged aircraft
Previous charter experience
Please Note: If you do NOT meet the above minimum requirements please do not apply as they are a company requirement.
Minimum Requirements:
Australian Commercial Pilot License
Night VFR Rating
400 hours Total
Current DG Certificate with at least six months to expiry
Current Class One Medical Certificate
Desirable Experience:
Experience on Turbocharged aircraft
Previous charter experience
Please Note: If you do NOT meet the above minimum requirements please do not apply as they are a company requirement.
Do I take it not one of the people up there waiting has 400 hours? Or are people getting snagged on things like not having a NVFR or DG?
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Not sure if there would be dozens up there right now in peak wet season. In two months, sure. I still find it hard to believe that anyone would look for work with a company holding a charter AOC and not have a DG certificate. If guys are getting skipped over because they haven't got one then they know exactly who to blame.
Funny isn't it?
You need 400 hours to fly a scarecan, but can fly an scarebus with 200
I'd say the work is very quiet right now in Kununurra, and the CP is bored looking for something to do.
There will still be the usual trip to Mecca for most this year
You need 400 hours to fly a scarecan, but can fly an scarebus with 200
I'd say the work is very quiet right now in Kununurra, and the CP is bored looking for something to do.
There will still be the usual trip to Mecca for most this year
Last edited by The Green Goblin; 11th Jan 2011 at 23:05.
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Hasselhof, a DG certificate can be obtained with a couple of hours work on the internet. If a company is using that as an excuse not to interview when everything else points to a suitable applicant then it speaks volumes about the company and its standards. 
The requirement for a DG certificate every 2 years is farcical and is nothing but another ridiculous requirement that has little value in practice. Certainly it should be required initially but every 2 years thereafter?
The requirement for a DG certificate every 2 years is farcical and is nothing but another ridiculous requirement that has little value in practice. Certainly it should be required initially but every 2 years thereafter?
Hasselhof, a DG certificate can be obtained with a couple of hours work on the internet. If a company is using that as an excuse not to interview when everything else points to a suitable applicant then it speaks volumes about the company and its standards.
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rmcdonal, it is an extra expense for someone who is out of work. Besides, if a person gets the certificate when selected for a position the company then has the benefit of a full 2 years.
Geez peoples attitudes stink!
Before I went north I made sure I had three things:
DG Certificate
First Aid
Night Rating
Sadly, there are many Pilots with none of these, that thinks the world owes them a favour because they have a CPL.
A MECIR is not a substitute for a NVFR rating. The MECIR needs to be current to use it, and there are different considerations for planning purposes. All you need for the NVFR rating is a take off and landing in 6 months and a one hour cross country flight in 12. You won't be carrying punters in a single, so there is no need to satisfy the 3 take off and landings in 90 days. The rest is pretty simple to keep current on dead charter legs.
I have a NVFR rating with NIL restrictions so I can fly multi engine types on the rating. (not that I need this anymore)I would suggest the fellas pull their fingers out of their
and get on with it.
GG
Before I went north I made sure I had three things:
DG Certificate
First Aid
Night Rating
Sadly, there are many Pilots with none of these, that thinks the world owes them a favour because they have a CPL.
A MECIR is not a substitute for a NVFR rating. The MECIR needs to be current to use it, and there are different considerations for planning purposes. All you need for the NVFR rating is a take off and landing in 6 months and a one hour cross country flight in 12. You won't be carrying punters in a single, so there is no need to satisfy the 3 take off and landings in 90 days. The rest is pretty simple to keep current on dead charter legs.
I have a NVFR rating with NIL restrictions so I can fly multi engine types on the rating. (not that I need this anymore)I would suggest the fellas pull their fingers out of their
and get on with it.GG
I dunno GG one minute you're out to get people that pay for things to get ahead, the next you're supporting it.
All of the employers Ive worked for have supplied the DG certificate and renewals.
All of the employers Ive worked for have supplied the DG certificate and renewals.
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I'm looking at getting my DGs cert and have been told from a good source doing this "Dangerous Goods By Air: Awareness" online correspondence course is sufficient.
I'm not so sure as it says "This course will not qualify you to accept, document or package dangerous goods".
A full DG course is a full 3 day course and costs 500$..
Would anybody know if the awareness correspondence is enough?
I'm not so sure as it says "This course will not qualify you to accept, document or package dangerous goods".
A full DG course is a full 3 day course and costs 500$..
Would anybody know if the awareness correspondence is enough?
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I'm not so sure as it says "This course will not qualify you to accept, document or package dangerous goods".
I dunno GG one minute you're out to get people that pay for things to get ahead, the next you're supporting it.
All of the employers Ive worked for have supplied the DG certificate and renewals.
All of the employers Ive worked for have supplied the DG certificate and renewals.
In terms of endorsements and the rest, then yes, the company should pay once you are an employee.
I reckon any school that doesn't at least do your NVFR as part of the CPL is just sucking extras out of you after the event.
Clarification. The DG awareness course (I've used AVSTAR at ~$75 online) certifies that you can recognise and refuse to carry DG.
Again, why aren't schools making their students aware of this????
Clarification. The DG awareness course (I've used AVSTAR at ~$75 online) certifies that you can recognise and refuse to carry DG.
Again, why aren't schools making their students aware of this????
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300 to 400 hours could become a standard entry requirement for a person to be considered for a single engine driver job, with a charter operator in Northern and Western Australia.
The cadet schemes such as Rex and Jetstar have really stuffed everything up, as there's little movement in the top part of the General Aviation scale, where twin and turbine drivers use to naturally progress to the majors.
On the other side of the coin, people are continuing to get their CPL's around the country each week and month, like mushrooms popping out of the ground with no idea what to do next.
I reckon it's harder now to crack a job north than it's ever been.
Three to Five years ago, the afap site was flooded with job ads each month.
Until the US and Europe recover from their slow downs and airlines start ordering new aircraft in masses again, things in OZ aviation will just stay as they are.
The cadet schemes such as Rex and Jetstar have really stuffed everything up, as there's little movement in the top part of the General Aviation scale, where twin and turbine drivers use to naturally progress to the majors.
On the other side of the coin, people are continuing to get their CPL's around the country each week and month, like mushrooms popping out of the ground with no idea what to do next.
I reckon it's harder now to crack a job north than it's ever been.
Three to Five years ago, the afap site was flooded with job ads each month.
Until the US and Europe recover from their slow downs and airlines start ordering new aircraft in masses again, things in OZ aviation will just stay as they are.
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I reckon it's harder now to crack a job north than it's ever been.
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Cant tell what they think
I made the trip to Kununurra last year without success. I made sure that I had a DG and that the NVFR and MECIR were current. There seemed to be no consistancy in who was hired. Some guys that got a job had a bare CPL and others had everything including an instructor rating. It appeared to be solely based on if the CP liked you or not. You could be the most qualified person in the world but if you didn't seem to fit the profile of what they were after you were not going anywhere.
Plenty of really nice people were passed over and a few very questionable ones got a job!
People on this site always tell you to get up north cause you wont get a job if you dont. That advice seems only to be given by people who actually went north and scored a gig. I dont see anyone who didn't get hired telling all hopefulls to head north straight away.
Plenty of really nice people were passed over and a few very questionable ones got a job!
People on this site always tell you to get up north cause you wont get a job if you dont. That advice seems only to be given by people who actually went north and scored a gig. I dont see anyone who didn't get hired telling all hopefulls to head north straight away.
