Newbie & Flying Training Advice (Merged)
There are plenty of plenty of paths to a career in aviation. A word of caution if you are looking at the cadet - airline route however is that airline flying not 'fun', it is usually rather clinical.
There are pros and cons to airlines and for me the pros outweigh the cons. If its a passion of flying the aircraft is what you have, then dont hurry to airlines as that enthusiasm will be quickly tempered.
Enjoy whatever road you take, but for most of us our time in GA or the military was where we had the most fun, and made our best friends.
Cadetships were not available in my time and as much as I'm sure I would have taken one if I could have, Im quietly glad I couldn't.
There are pros and cons to airlines and for me the pros outweigh the cons. If its a passion of flying the aircraft is what you have, then dont hurry to airlines as that enthusiasm will be quickly tempered.
Enjoy whatever road you take, but for most of us our time in GA or the military was where we had the most fun, and made our best friends.
Cadetships were not available in my time and as much as I'm sure I would have taken one if I could have, Im quietly glad I couldn't.
Source unknown:
One fine hot Summer’s afternoon saw a Cessna 150 flying circuits at a quiet country airfield. The Instructor was getting quite bothered with the student’s inability to hold circuit height in the thermals and was getting impatient at sometimes having to take over the controls. Just then he saw a twin engine Cessna 5,000ft above him and thought "Another 1,000 hrs of this and I qualify for that twin charter job! Aaahh.. to be a real pilot.. going somewhere!"
The Cessna 402 was already late and the boss told him this charter was for one of the Company’s premier clients. He’d already set MCT and the cylinders didn’t like it in the heat of this Summer’s day. He was at 6,000ft and the winds were now a 20kt headwind. Today was the 6th day straight and he was pretty damn tired. Maybe if he got 10,000ft out of them the wind might die off... geez those cylinder temps! He looked out momentarily and saw a B737 leaving a contrail at 33,000ft in the serene blue sky. "Oh man" he thought, "My interview is next month. I hope I just don’t blow it! Outa G/A, nice jet job, above the weather... no snotty passengers to wait for.. aahhh."
The Boeing 737 bucked and weaved in the heavy CAT at FL330 and ATC advised that lower levels were not available due traffic. The Captain, who was only recently advised that his destination was below RVR minimums had slowed to LRC to try and hold off a possible inflight diversion, and arrange an ETA that would helpfully ensure the fog had lifted to CATII minima. The Company negotiations broke down yesterday and looked as if everyone was going to take a damn pay cut. The F/O’s will be particularly hard hit as their pay wasn’t anything to speak of anyway. Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw Concorde at Mach 2+. Tapping his F/O’s shoulder as the 737 took another bashing, he said "Now THAT’S what we should be on... huge pay packet... super fast... not too many routes... not too many sectors... above the CAT... yep! What a life...!"
FL590 was not what he wanted anyway and considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down. That damn rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he’d like to see. Concorde descended to FL570 but the radiation was still quite high even though the Notam indicated hunky dory below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain" he called as he pointed. "Must be the Shuttle. "The Captain looked for a moment and agreed. Quietly he thought how a Shuttle mission, whilst complicated, must be the be all and end all in aviation. Above the crap, no radiation problems, no damn fuel transfer problems... aaah. Must be a great way to earn a quid."
Discovery was into its 27th orbit and perigee was 200ft out from nominated rendezvous altitude with the commsat. The robot arm was virtually U/S and a walk may become necessary. The 200ft predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required. Houston continually asked what the Commander wanted to do but the advice they proffered wasn’t much help. The Commander had already been 12 hours on station sorting out the problem and just wanted 10 bloody minutes to himself to take a leak. Just then a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this Sir, isn’t this the kinda flying you said you wanted to do after you finish up with NASA?" The Commander peered through the telescope and cried "Ooooohhhhh yeah! Now THAT’S flying! Man, that’s what its all about! Geez I’d give my left nut just to be doing THAT down there!" What the Discovery Commander was looking at? A Cessna 150 flying circuits at a quiet country airfield on a nice bright sunny afternoon.
One fine hot Summer’s afternoon saw a Cessna 150 flying circuits at a quiet country airfield. The Instructor was getting quite bothered with the student’s inability to hold circuit height in the thermals and was getting impatient at sometimes having to take over the controls. Just then he saw a twin engine Cessna 5,000ft above him and thought "Another 1,000 hrs of this and I qualify for that twin charter job! Aaahh.. to be a real pilot.. going somewhere!"
The Cessna 402 was already late and the boss told him this charter was for one of the Company’s premier clients. He’d already set MCT and the cylinders didn’t like it in the heat of this Summer’s day. He was at 6,000ft and the winds were now a 20kt headwind. Today was the 6th day straight and he was pretty damn tired. Maybe if he got 10,000ft out of them the wind might die off... geez those cylinder temps! He looked out momentarily and saw a B737 leaving a contrail at 33,000ft in the serene blue sky. "Oh man" he thought, "My interview is next month. I hope I just don’t blow it! Outa G/A, nice jet job, above the weather... no snotty passengers to wait for.. aahhh."
The Boeing 737 bucked and weaved in the heavy CAT at FL330 and ATC advised that lower levels were not available due traffic. The Captain, who was only recently advised that his destination was below RVR minimums had slowed to LRC to try and hold off a possible inflight diversion, and arrange an ETA that would helpfully ensure the fog had lifted to CATII minima. The Company negotiations broke down yesterday and looked as if everyone was going to take a damn pay cut. The F/O’s will be particularly hard hit as their pay wasn’t anything to speak of anyway. Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw Concorde at Mach 2+. Tapping his F/O’s shoulder as the 737 took another bashing, he said "Now THAT’S what we should be on... huge pay packet... super fast... not too many routes... not too many sectors... above the CAT... yep! What a life...!"
FL590 was not what he wanted anyway and considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down. That damn rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he’d like to see. Concorde descended to FL570 but the radiation was still quite high even though the Notam indicated hunky dory below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain" he called as he pointed. "Must be the Shuttle. "The Captain looked for a moment and agreed. Quietly he thought how a Shuttle mission, whilst complicated, must be the be all and end all in aviation. Above the crap, no radiation problems, no damn fuel transfer problems... aaah. Must be a great way to earn a quid."
Discovery was into its 27th orbit and perigee was 200ft out from nominated rendezvous altitude with the commsat. The robot arm was virtually U/S and a walk may become necessary. The 200ft predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required. Houston continually asked what the Commander wanted to do but the advice they proffered wasn’t much help. The Commander had already been 12 hours on station sorting out the problem and just wanted 10 bloody minutes to himself to take a leak. Just then a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this Sir, isn’t this the kinda flying you said you wanted to do after you finish up with NASA?" The Commander peered through the telescope and cried "Ooooohhhhh yeah! Now THAT’S flying! Man, that’s what its all about! Geez I’d give my left nut just to be doing THAT down there!" What the Discovery Commander was looking at? A Cessna 150 flying circuits at a quiet country airfield on a nice bright sunny afternoon.
Focus on doing well at school. That's all you need to worry about right now.
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Source unknown:
One fine hot Summer’s afternoon saw a Cessna 150 flying circuits at a quiet country airfield. The Instructor was getting quite bothered with the student’s inability to hold circuit height in the thermals and was getting impatient at sometimes having to take over the controls. Just then he saw a twin engine Cessna 5,000ft above him and thought "Another 1,000 hrs of this and I qualify for that twin charter job! Aaahh.. to be a real pilot.. going somewhere!"
The Cessna 402 was already late and the boss told him this charter was for one of the Company’s premier clients. He’d already set MCT and the cylinders didn’t like it in the heat of this Summer’s day. He was at 6,000ft and the winds were now a 20kt headwind. Today was the 6th day straight and he was pretty damn tired. Maybe if he got 10,000ft out of them the wind might die off... geez those cylinder temps! He looked out momentarily and saw a B737 leaving a contrail at 33,000ft in the serene blue sky. "Oh man" he thought, "My interview is next month. I hope I just don’t blow it! Outa G/A, nice jet job, above the weather... no snotty passengers to wait for.. aahhh."
The Boeing 737 bucked and weaved in the heavy CAT at FL330 and ATC advised that lower levels were not available due traffic. The Captain, who was only recently advised that his destination was below RVR minimums had slowed to LRC to try and hold off a possible inflight diversion, and arrange an ETA that would helpfully ensure the fog had lifted to CATII minima. The Company negotiations broke down yesterday and looked as if everyone was going to take a damn pay cut. The F/O’s will be particularly hard hit as their pay wasn’t anything to speak of anyway. Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw Concorde at Mach 2+. Tapping his F/O’s shoulder as the 737 took another bashing, he said "Now THAT’S what we should be on... huge pay packet... super fast... not too many routes... not too many sectors... above the CAT... yep! What a life...!"
FL590 was not what he wanted anyway and considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down. That damn rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he’d like to see. Concorde descended to FL570 but the radiation was still quite high even though the Notam indicated hunky dory below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain" he called as he pointed. "Must be the Shuttle. "The Captain looked for a moment and agreed. Quietly he thought how a Shuttle mission, whilst complicated, must be the be all and end all in aviation. Above the crap, no radiation problems, no damn fuel transfer problems... aaah. Must be a great way to earn a quid."
Discovery was into its 27th orbit and perigee was 200ft out from nominated rendezvous altitude with the commsat. The robot arm was virtually U/S and a walk may become necessary. The 200ft predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required. Houston continually asked what the Commander wanted to do but the advice they proffered wasn’t much help. The Commander had already been 12 hours on station sorting out the problem and just wanted 10 bloody minutes to himself to take a leak. Just then a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this Sir, isn’t this the kinda flying you said you wanted to do after you finish up with NASA?" The Commander peered through the telescope and cried "Ooooohhhhh yeah! Now THAT’S flying! Man, that’s what its all about! Geez I’d give my left nut just to be doing THAT down there!" What the Discovery Commander was looking at? A Cessna 150 flying circuits at a quiet country airfield on a nice bright sunny afternoon.
One fine hot Summer’s afternoon saw a Cessna 150 flying circuits at a quiet country airfield. The Instructor was getting quite bothered with the student’s inability to hold circuit height in the thermals and was getting impatient at sometimes having to take over the controls. Just then he saw a twin engine Cessna 5,000ft above him and thought "Another 1,000 hrs of this and I qualify for that twin charter job! Aaahh.. to be a real pilot.. going somewhere!"
The Cessna 402 was already late and the boss told him this charter was for one of the Company’s premier clients. He’d already set MCT and the cylinders didn’t like it in the heat of this Summer’s day. He was at 6,000ft and the winds were now a 20kt headwind. Today was the 6th day straight and he was pretty damn tired. Maybe if he got 10,000ft out of them the wind might die off... geez those cylinder temps! He looked out momentarily and saw a B737 leaving a contrail at 33,000ft in the serene blue sky. "Oh man" he thought, "My interview is next month. I hope I just don’t blow it! Outa G/A, nice jet job, above the weather... no snotty passengers to wait for.. aahhh."
The Boeing 737 bucked and weaved in the heavy CAT at FL330 and ATC advised that lower levels were not available due traffic. The Captain, who was only recently advised that his destination was below RVR minimums had slowed to LRC to try and hold off a possible inflight diversion, and arrange an ETA that would helpfully ensure the fog had lifted to CATII minima. The Company negotiations broke down yesterday and looked as if everyone was going to take a damn pay cut. The F/O’s will be particularly hard hit as their pay wasn’t anything to speak of anyway. Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw Concorde at Mach 2+. Tapping his F/O’s shoulder as the 737 took another bashing, he said "Now THAT’S what we should be on... huge pay packet... super fast... not too many routes... not too many sectors... above the CAT... yep! What a life...!"
FL590 was not what he wanted anyway and considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down. That damn rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he’d like to see. Concorde descended to FL570 but the radiation was still quite high even though the Notam indicated hunky dory below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain" he called as he pointed. "Must be the Shuttle. "The Captain looked for a moment and agreed. Quietly he thought how a Shuttle mission, whilst complicated, must be the be all and end all in aviation. Above the crap, no radiation problems, no damn fuel transfer problems... aaah. Must be a great way to earn a quid."
Discovery was into its 27th orbit and perigee was 200ft out from nominated rendezvous altitude with the commsat. The robot arm was virtually U/S and a walk may become necessary. The 200ft predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required. Houston continually asked what the Commander wanted to do but the advice they proffered wasn’t much help. The Commander had already been 12 hours on station sorting out the problem and just wanted 10 bloody minutes to himself to take a leak. Just then a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this Sir, isn’t this the kinda flying you said you wanted to do after you finish up with NASA?" The Commander peered through the telescope and cried "Ooooohhhhh yeah! Now THAT’S flying! Man, that’s what its all about! Geez I’d give my left nut just to be doing THAT down there!" What the Discovery Commander was looking at? A Cessna 150 flying circuits at a quiet country airfield on a nice bright sunny afternoon.
A couple of weeks later, I met an A320 First Officer who had 10 years of service with his current airline. He said he misses the days of being in GA, dodging giraffes and cheetahs while trying to land a Cessna 172 into the dirt strips of Africa. While he is relieved to finally have a constant stream of revenue from his airline job, he doesn’t know how long it will last as rumours of the next round of layoffs are beginning to circulate amongst the grapevine. Unfortunately as of today, the airline has downsized tremendously and he’s not sure where his career will take him next.
So yeah, it always comes full circle and if there’s something I learned from this experience, I’m going to dedicate my youth to GA and enjoy it for as long as I can!
I have one word as someone who has "Been there, done that..." - Don't!
By that I mean, unless you want to make a career out of GA, and there are those that do, flying Ruffdus, or PolAir etc, airline flying is typically not "fun" flying. As a FIFO worker, I've talked to the tech crew several times over the last decade or so going back and forth and almost without exception, when I've put the question to them "would you do it again?" they've said "No", for a variety of reasons. Most of the crew I've spoken to do still enjoy the job, but they almost universally agree it isn't worth the sacrifice, the time away from home, the constant sim checks or risk of losing the medical, or the dealing with the muppets at Security just to get to work.
I gave away flying for a career about 15 years ago now, and pursued another fascination for me, the railways, and have been driving trains ever since. The roster can be crappy, but you are home in your own bed after almost every shift, but the pay is good from day 1 as a trainee, and depending who you work for, you can get an absolutely amazing roster. I know blokes working for some of the Pilbara operators that do 2 weeks on, 4 weeks off, and earn well over $110K a year, another good mate is on nearly double that doing 2/2 as a casual driver with one of the Port-Hedland operators...When you are earning more than the blokes flying you to work, and only working half the year, looking back I can comfortably say I've made the right choice.
Now I have an RV-9 that I fly for fun, when I want, where I want. IF that's 500' down Victor 1 or cruising above a thin later of stratus in the early morning, I can.
As Junior said above, forget flying for now, and focus on your studies. Doing well through year 12 gives you the opportunity to do whatever you want, and if that's flying, great, if not, you have given yourself other, maybe better, options.
By that I mean, unless you want to make a career out of GA, and there are those that do, flying Ruffdus, or PolAir etc, airline flying is typically not "fun" flying. As a FIFO worker, I've talked to the tech crew several times over the last decade or so going back and forth and almost without exception, when I've put the question to them "would you do it again?" they've said "No", for a variety of reasons. Most of the crew I've spoken to do still enjoy the job, but they almost universally agree it isn't worth the sacrifice, the time away from home, the constant sim checks or risk of losing the medical, or the dealing with the muppets at Security just to get to work.
I gave away flying for a career about 15 years ago now, and pursued another fascination for me, the railways, and have been driving trains ever since. The roster can be crappy, but you are home in your own bed after almost every shift, but the pay is good from day 1 as a trainee, and depending who you work for, you can get an absolutely amazing roster. I know blokes working for some of the Pilbara operators that do 2 weeks on, 4 weeks off, and earn well over $110K a year, another good mate is on nearly double that doing 2/2 as a casual driver with one of the Port-Hedland operators...When you are earning more than the blokes flying you to work, and only working half the year, looking back I can comfortably say I've made the right choice.
Now I have an RV-9 that I fly for fun, when I want, where I want. IF that's 500' down Victor 1 or cruising above a thin later of stratus in the early morning, I can.
As Junior said above, forget flying for now, and focus on your studies. Doing well through year 12 gives you the opportunity to do whatever you want, and if that's flying, great, if not, you have given yourself other, maybe better, options.
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Hello Mega. You’ll no doubt hear plenty of naysayers replying to your OP. I’ve been involved with aviation for 45 years in one form or another from the Air Cadets at school to a military career followed by the airlines. Best advice I was ever given..... don’t get married, have kids or get a mortgage. You’ll then love every minute!!
The Bullwinkle nailed it: Do an IT degree. You’ll make more much money more quickly than any career pilot, and you’ll be able to fly when and where you like.
If you desperately want to do flying as a career, try to join the ADF as a pilot and get the taxpayer to pay for it.
Otherwise, get used to living in comfortable poverty and insecurity.
If you desperately want to do flying as a career, try to join the ADF as a pilot and get the taxpayer to pay for it.
Otherwise, get used to living in comfortable poverty and insecurity.
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It's difficult to give advice of any kind in these uncertain times. So many pilots out there have been burnt of late-(
best advice I could offer is don't put all yr eggs in the one basket. Aviation always hinges on the edge at the best of times. Any medical can personally end it all right there! Have another skill up yr sleeve preferably not aviation related. I did just that and it saved my bacon a few times over the turbulent years of aviation.
As for marriage and flying? Again best advice I can give is get women out of your system BEFORE you make big money in aviation (if ever!) that way you will lose less! The two so often simply don't mix -)
I only ever went to work flying heavy metal in the end to get the $$$ to enjoy other pursuits, flying is fun but not at the top, grass roots is where the fun lies and am enjoying the full circle route these days more than ever at a 120 kts 500' AGL... Good luck, trust me you'll need it especially in these crazy times!
best advice I could offer is don't put all yr eggs in the one basket. Aviation always hinges on the edge at the best of times. Any medical can personally end it all right there! Have another skill up yr sleeve preferably not aviation related. I did just that and it saved my bacon a few times over the turbulent years of aviation.
As for marriage and flying? Again best advice I can give is get women out of your system BEFORE you make big money in aviation (if ever!) that way you will lose less! The two so often simply don't mix -)
I only ever went to work flying heavy metal in the end to get the $$$ to enjoy other pursuits, flying is fun but not at the top, grass roots is where the fun lies and am enjoying the full circle route these days more than ever at a 120 kts 500' AGL... Good luck, trust me you'll need it especially in these crazy times!
Combine what both Junior and TBM said. Get the best passes you can in year 12 to maximise your opportunities but keep following your dream.
I was convinced by my country flying school CFI that there was no future in commercial aviation and chose a different path. The year? 1978.
My CFI ultimately retired as an international long haul check captain with over 27,000 hours. Guess he was wrong about his gloomy forecasts.
Lucky for me I've had a good life away from aviation. I only regret my decision not to keep flying every second day now. It's slowly getting easier.
I was convinced by my country flying school CFI that there was no future in commercial aviation and chose a different path. The year? 1978.
My CFI ultimately retired as an international long haul check captain with over 27,000 hours. Guess he was wrong about his gloomy forecasts.
Lucky for me I've had a good life away from aviation. I only regret my decision not to keep flying every second day now. It's slowly getting easier.
There are plenty of plenty of paths to a career in aviation. A word of caution if you are looking at the cadet - airline route however is that airline flying not 'fun', it is usually rather clinical.
Enjoy whatever road you take, but for most of us our time in GA or the military was where we had the most fun, and made our best friends.
Cadetships were not available in my time and as much as I'm sure I would have taken one if I could have, Im quietly glad I couldn't.
Enjoy whatever road you take, but for most of us our time in GA or the military was where we had the most fun, and made our best friends.
Cadetships were not available in my time and as much as I'm sure I would have taken one if I could have, Im quietly glad I couldn't.
For our young friend in year 9, whatever path you eventually do choose will have to be made at the time. You won’t be out of HS until 2024. Even assuming you go straight into flight training it could be until 2026/7 until you graduate. After doing a uni degree perhaps it’ll be closer until the end of the decade. The world will be a very different place. Some companies that exist now won’t in 10 years time. Pathways, careers will be all different. But it’s so far off for you I wouldn’t bother worrying about it now.
We has a GFC in 2008/9 but we recovered in a few years. This shock will probably go on for longer. But it will end. Don’t forget the “roaring twenties” followed the 1918 flu. The current shock will probably be at least in a recovery by the time you have left high school, and there’s the baby boomer demographic retiring in the next 5 years as well. Keep the dream alive but don’t worry about career prospects for a while mate.
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There are plenty of plenty of paths to a career in aviation. A word of caution if you are looking at the cadet - airline route however is that airline flying not 'fun', it is usually rather clinical.
There are pros and cons to airlines and for me the pros outweigh the cons. If its a passion of flying the aircraft is what you have, then dont hurry to airlines as that enthusiasm will be quickly tempered.
Enjoy whatever road you take, but for most of us our time in GA or the military was where we had the most fun, and made our best friends.
Cadetships were not available in my time and as much as I'm sure I would have taken one if I could have, Im quietly glad I couldn't.
There are pros and cons to airlines and for me the pros outweigh the cons. If its a passion of flying the aircraft is what you have, then dont hurry to airlines as that enthusiasm will be quickly tempered.
Enjoy whatever road you take, but for most of us our time in GA or the military was where we had the most fun, and made our best friends.
Cadetships were not available in my time and as much as I'm sure I would have taken one if I could have, Im quietly glad I couldn't.
Ive been flying for over 35 years and my best memories are from the days before the airlines.
You might not end up rich like the old airline captains who were 'lucky' enough to spend their careers on big bucks with big pensions but you will have a more interesting life and better memories .... if you survive
Good luck!
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Lapon.s storey.
Source unknown:
One fine hot Summer’s afternoon saw a Cessna 150 flying circuits at a quiet country airfield. The Instructor was getting quite bothered with the student’s inability to hold circuit height in the thermals and was getting impatient at sometimes having to take over the controls. Just then he saw a twin engine Cessna 5,000ft above him and thought "Another 1,000 hrs of this and I qualify for that twin charter job! Aaahh.. to be a real pilot.. going somewhere!"
The Cessna 402 was already late and the boss told him this charter was for one of the Company’s premier clients. He’d already set MCT and the cylinders didn’t like it in the heat of this Summer’s day. He was at 6,000ft and the winds were now a 20kt headwind. Today was the 6th day straight and he was pretty damn tired. Maybe if he got 10,000ft out of them the wind might die off... geez those cylinder temps! He looked out momentarily and saw a B737 leaving a contrail at 33,000ft in the serene blue sky. "Oh man" he thought, "My interview is next month. I hope I just don’t blow it! Outa G/A, nice jet job, above the weather... no snotty passengers to wait for.. aahhh."
The Boeing 737 bucked and weaved in the heavy CAT at FL330 and ATC advised that lower levels were not available due traffic. The Captain, who was only recently advised that his destination was below RVR minimums had slowed to LRC to try and hold off a possible inflight diversion, and arrange an ETA that would helpfully ensure the fog had lifted to CATII minima. The Company negotiations broke down yesterday and looked as if everyone was going to take a damn pay cut. The F/O’s will be particularly hard hit as their pay wasn’t anything to speak of anyway. Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw Concorde at Mach 2+. Tapping his F/O’s shoulder as the 737 took another bashing, he said "Now THAT’S what we should be on... huge pay packet... super fast... not too many routes... not too many sectors... above the CAT... yep! What a life...!"
FL590 was not what he wanted anyway and considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down. That damn rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he’d like to see. Concorde descended to FL570 but the radiation was still quite high even though the Notam indicated hunky dory below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain" he called as he pointed. "Must be the Shuttle. "The Captain looked for a moment and agreed. Quietly he thought how a Shuttle mission, whilst complicated, must be the be all and end all in aviation. Above the crap, no radiation problems, no damn fuel transfer problems... aaah. Must be a great way to earn a quid."
Discovery was into its 27th orbit and perigee was 200ft out from nominated rendezvous altitude with the commsat. The robot arm was virtually U/S and a walk may become necessary. The 200ft predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required. Houston continually asked what the Commander wanted to do but the advice they proffered wasn’t much help. The Commander had already been 12 hours on station sorting out the problem and just wanted 10 bloody minutes to himself to take a leak. Just then a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this Sir, isn’t this the kinda flying you said you wanted to do after you finish up with NASA?" The Commander peered through the telescope and cried "Ooooohhhhh yeah! Now THAT’S flying! Man, that’s what its all about! Geez I’d give my left nut just to be doing THAT down there!" What the Discovery Commander was looking at? A Cessna 150 flying circuits at a quiet country airfield on a nice bright sunny afternoon.
One fine hot Summer’s afternoon saw a Cessna 150 flying circuits at a quiet country airfield. The Instructor was getting quite bothered with the student’s inability to hold circuit height in the thermals and was getting impatient at sometimes having to take over the controls. Just then he saw a twin engine Cessna 5,000ft above him and thought "Another 1,000 hrs of this and I qualify for that twin charter job! Aaahh.. to be a real pilot.. going somewhere!"
The Cessna 402 was already late and the boss told him this charter was for one of the Company’s premier clients. He’d already set MCT and the cylinders didn’t like it in the heat of this Summer’s day. He was at 6,000ft and the winds were now a 20kt headwind. Today was the 6th day straight and he was pretty damn tired. Maybe if he got 10,000ft out of them the wind might die off... geez those cylinder temps! He looked out momentarily and saw a B737 leaving a contrail at 33,000ft in the serene blue sky. "Oh man" he thought, "My interview is next month. I hope I just don’t blow it! Outa G/A, nice jet job, above the weather... no snotty passengers to wait for.. aahhh."
The Boeing 737 bucked and weaved in the heavy CAT at FL330 and ATC advised that lower levels were not available due traffic. The Captain, who was only recently advised that his destination was below RVR minimums had slowed to LRC to try and hold off a possible inflight diversion, and arrange an ETA that would helpfully ensure the fog had lifted to CATII minima. The Company negotiations broke down yesterday and looked as if everyone was going to take a damn pay cut. The F/O’s will be particularly hard hit as their pay wasn’t anything to speak of anyway. Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw Concorde at Mach 2+. Tapping his F/O’s shoulder as the 737 took another bashing, he said "Now THAT’S what we should be on... huge pay packet... super fast... not too many routes... not too many sectors... above the CAT... yep! What a life...!"
FL590 was not what he wanted anyway and considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down. That damn rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he’d like to see. Concorde descended to FL570 but the radiation was still quite high even though the Notam indicated hunky dory below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain" he called as he pointed. "Must be the Shuttle. "The Captain looked for a moment and agreed. Quietly he thought how a Shuttle mission, whilst complicated, must be the be all and end all in aviation. Above the crap, no radiation problems, no damn fuel transfer problems... aaah. Must be a great way to earn a quid."
Discovery was into its 27th orbit and perigee was 200ft out from nominated rendezvous altitude with the commsat. The robot arm was virtually U/S and a walk may become necessary. The 200ft predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required. Houston continually asked what the Commander wanted to do but the advice they proffered wasn’t much help. The Commander had already been 12 hours on station sorting out the problem and just wanted 10 bloody minutes to himself to take a leak. Just then a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this Sir, isn’t this the kinda flying you said you wanted to do after you finish up with NASA?" The Commander peered through the telescope and cried "Ooooohhhhh yeah! Now THAT’S flying! Man, that’s what its all about! Geez I’d give my left nut just to be doing THAT down there!" What the Discovery Commander was looking at? A Cessna 150 flying circuits at a quiet country airfield on a nice bright sunny afternoon.
THANK YOU BEST AIRLINE REKATED PIECE I HAVE EVER READ.
Join Date: Jan 2019
Location: UK
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To the ADminGuys...whats your take on the state of the future of pilots after Corona.I assume you guys are all avaition professiobals and have seen it all.
It is an extremely tough time for young wannabees. Not good for the morale. Gone all the tines when we were all full of the exciting career caree.I feel bad for eager young guys with a few hours to have their spirits and morale dashed Thank you.
It is an extremely tough time for young wannabees. Not good for the morale. Gone all the tines when we were all full of the exciting career caree.I feel bad for eager young guys with a few hours to have their spirits and morale dashed Thank you.
Everyone says 'get a career in IT' but do they know what thats like? Everyone I know that works in that field are on hand to mouth 6 month contracts with no job security and constantly having to retrain themselves at their own expense.
Focus on getting as good an education as you can and look for other ways to develp yourself ie sports and coaching or military cadet organisations. Teamwork and people skills are a big part of airline flying.
Focus on getting as good an education as you can and look for other ways to develp yourself ie sports and coaching or military cadet organisations. Teamwork and people skills are a big part of airline flying.