Tips for the top end
Tips for the top end
Hey folks,
I just wanted to give my two cents for tips to anyone coming up to the top end based on my experience. I understand that there are a whole heap of these type of posts both on GA aviation Australia and PPRUNE itself but it's coming up to the dry season and I'm assuming there'll be a big flux of CPL pilots coming up to the NT, WA etc very shortly.
Good luck!
I just wanted to give my two cents for tips to anyone coming up to the top end based on my experience. I understand that there are a whole heap of these type of posts both on GA aviation Australia and PPRUNE itself but it's coming up to the dry season and I'm assuming there'll be a big flux of CPL pilots coming up to the NT, WA etc very shortly.
- Establish yourself a base for the next few months - i.e. Kununurra, Darwin or Broome are good options as there are multiple charter operators based here. However, when deciding to base yourself, just remember that most small towns (even Kununurra or Broome) don't have an aircraft to hire out so keep that in mind!
- This relates to my previous point as when you establish yourself at a top end town - stick it out! Doesn't matter how long it'll take, as long as you've got the right attitude and are willing to learn and continuously study, you will eventually land yourself a job.
- Get a job essentially as soon as you can, whether it be at your local bar woolies/coles whatever. Just get yourself a job as you may think you've got enough money to last yourself for a few months - trust me - you don't. You'll probably blast through your budget within a few weeks or so (depending on how much you have) paying for rent, food, fuel, booze etc. If you're not working, money will just piss out of your bank account like there's no tomorrow. Additionally, you can also meet other pilots at these jobs and therefore build a network which could land you your first job
- This may be a grey area but from my experience, it seems most companies prefer you to have Cessna 200 series time - preferably in a 210. Most companies up in the top end operate a 210 so it'd be beneficial on your CV in getting that 210 time. There is also a relatively large jump from flying a 172 to a 210 in terms of handling characteristics among others so getting that 'feel' for the 210 won't leave you looking like you don't know what you're doing if you do get that call up for a check flight...
- CV's and cover letters: 1 page each. You want to make it easy for the chief pilot to read considering they're always busy. A general guide I used was: hours and endorsements/qualifications at the top, followed by employment history, education and referees at the bottom (know the difference between a referee and reference please). You don't need to include every aircraft type you've flown i.e. C172: 102.3, C182: 10.1. Only add aircraft type that are relevant to the company you're applying to. Do your research on the company you'll be applying for - the aircraft they fly, types of operations conducted, who the owner(s) and chief pilot are etc. Try to not add "Dear chief pilot" - that'll just lead to your CV getting chucked in the bin - again do your research on the company. On what to write for your cover letter, keep it simple (others replying below may have their cover letters differently which is fine); Why you want to work for the company, why you think the company should hire you, what your flying history is and how can you adapt that to the company you're applying for.
- Get a car. If you don't have one already, get a car. Public transportation in the Top End isn't the greatest and is certainly nothing like down south or the east coast. Ideally get a car with functioning AC cause if you haven't been up here to the top end before, you'll be in for a shock at the heat.
- Presenting yourself: When going in to present yourself to a company, please don't rock up in a t-shirt, shorts and thongs. The aviation community is very small, word will spread around fast that there's a guy doing the 'rounds' wearing informal clothing - that's one way to blacklist yourself. Simple dress shirt, black or navy blue dress pants and dress shoes is all you need. Introduce yourself to whoever's available - don't ask for the chief pilot or the owner (big no-no) - establish a rapport with the company - be confident, be polite and be thankful for their time. Come back every 2-3 weeks and if you're lucky enough, you may catch the CP or owner etc.
- Have a listen to some of the episodes on Trent Robinson's podcast, they are bloody good and useful - specific ones to name are episode 6 "applying for your first job in aviation", episode 24 "April 2022 mailbag..." and episode 108 "HOFO Territory Air Services" (episode 108 in particular as Territory Air Services is one of the charter companies up in Darwin) to name a few.
- Do a provide first aid course (St John's ambulance is a good one), dangerous goods course, DAMP on CASA's website - these are some minimum requirements companies may want.
- Keep your nose clean, have a good attitude and mind your own business. Might sound harsh but comes back to the previous point - the aviation community is very small - you never know who you could run into (especially applies when you're on a night out!).
- Study up on aircraft technical knowledge and law, especially part 135. Also advisable to study the POH of the aircraft for the company you're applying for i.e. if a company has a C210, read up on the C210 POH (there's a billion 210 POH's online and know the differences between L, M and N models). Keep your knowledge to a high standard. You may end up with an interview within a week but if you can't answer a simple question such as the special VFR met minima, that's not a great look.
- If based in a town where you can hire an aircraft, try to keep current with your flying. It's very easy to lose currency.
- Make friends. It's a big jump moving from one side of the country to the other (or to the kiwis jumping across the ditch), you'll want to have some people by your side - socialise and make friends - enjoy it while you're up here as you'll make a lot of good memories up here.
Good luck!
Last edited by leocarp; 12th Apr 2024 at 10:50.
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Quality post.
Two to add:
For the love of god send your resume/cover letter as a PDF. The CP is opening your resume on their phone half the time, and .docx formatting goes to **** when opened on iPhone.
and
Go easy on the cover letters. Stick to tangible facts and information about yourself. Present evidence. Let the reader draw any conclusions. No talking about how committed you are to safety, no concluding that you would be perfect for their business. 3, maybe 4, paragraphs.
And you said it, but CP’s name on the cover letter. You’re asking for the company to invest $10-20k in training you to line. It’s a two minute LinkedIn search to find the CP’s name.
Two to add:
For the love of god send your resume/cover letter as a PDF. The CP is opening your resume on their phone half the time, and .docx formatting goes to **** when opened on iPhone.
and
Go easy on the cover letters. Stick to tangible facts and information about yourself. Present evidence. Let the reader draw any conclusions. No talking about how committed you are to safety, no concluding that you would be perfect for their business. 3, maybe 4, paragraphs.
And you said it, but CP’s name on the cover letter. You’re asking for the company to invest $10-20k in training you to line. It’s a two minute LinkedIn search to find the CP’s name.
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As a prior part owner/investor in a charter outfit, let me add to the above. Good details by the way above.
Dress. 10% would execute this correctly. There is an issue out in the world these days with people who just have no idea. Don’t worry, it happens at airline interviews also. Black Jeans are not business pants. That is a new trend. Don’t even think about it. Black Sneakers. Again, another new trend, please don’t.
‘Tell me what you know about Part ****’ Generally that was the fastest bit in the interview as nobody had a response. You have been sitting around here for months working in the local bottle o’, and the big interview comes, you can’t even give me one sentence on the regulations you are wanting to live and breathe! Jesus.
Resume. Covered above perfectly. Not too heavy, but not too light on, and no fluffy stories, please please no essays on your family’s aviation story. If you are someone a bit older, say 30s, put that on the resume. We certainly looked favourably on those a bit older with prior careers, so so much easier throwing them into the field, the flying is one thing, but all the other stuff outside of the stick flying they can execute from the get go.
PIC. List the types flown and in brackets advise the Command hours done. 200 series always a plus, 5 hours doesn’t do a heck of a lot for us, better vs nothing, but if you are a few dozen hrs…your attractive, please jot it down. Someone who has the initiative during your building to go out and do 20/30 hours on a 200 series is someone of interest to us.
Please don’t brag on about one cross country Nav you do from down south, up and round the tropics then back. If you haven’t spent your whole command time here over many seasons, it’s irrelevant. If you have, please notate that, as I will ask some questions around your experiences in the region, what have you learnt and so forth.
Please don’t write ‘aircraft time and endorsements available on request’ . Just won’t write anything ‘on request’ as nobody had time to go chasing stuff.
Spelling. Please get someone to go over anything before handing in. I repeat, please get someone to go over your resume. Don’t even get me started on that one.
Tattoos. Some don’t care but some don’t like them. You won’t know who does or doesn’t so just cover them up.
Speak. Please, speak…..words….talk to me…We ask questions, don’t give me three or four words. Those who know how to communicate will answer questions in a way that I won’t even need to ask any questions, the interview just flows along.
Dress. 10% would execute this correctly. There is an issue out in the world these days with people who just have no idea. Don’t worry, it happens at airline interviews also. Black Jeans are not business pants. That is a new trend. Don’t even think about it. Black Sneakers. Again, another new trend, please don’t.
‘Tell me what you know about Part ****’ Generally that was the fastest bit in the interview as nobody had a response. You have been sitting around here for months working in the local bottle o’, and the big interview comes, you can’t even give me one sentence on the regulations you are wanting to live and breathe! Jesus.
Resume. Covered above perfectly. Not too heavy, but not too light on, and no fluffy stories, please please no essays on your family’s aviation story. If you are someone a bit older, say 30s, put that on the resume. We certainly looked favourably on those a bit older with prior careers, so so much easier throwing them into the field, the flying is one thing, but all the other stuff outside of the stick flying they can execute from the get go.
PIC. List the types flown and in brackets advise the Command hours done. 200 series always a plus, 5 hours doesn’t do a heck of a lot for us, better vs nothing, but if you are a few dozen hrs…your attractive, please jot it down. Someone who has the initiative during your building to go out and do 20/30 hours on a 200 series is someone of interest to us.
Please don’t brag on about one cross country Nav you do from down south, up and round the tropics then back. If you haven’t spent your whole command time here over many seasons, it’s irrelevant. If you have, please notate that, as I will ask some questions around your experiences in the region, what have you learnt and so forth.
Please don’t write ‘aircraft time and endorsements available on request’ . Just won’t write anything ‘on request’ as nobody had time to go chasing stuff.
Spelling. Please get someone to go over anything before handing in. I repeat, please get someone to go over your resume. Don’t even get me started on that one.
Tattoos. Some don’t care but some don’t like them. You won’t know who does or doesn’t so just cover them up.
Speak. Please, speak…..words….talk to me…We ask questions, don’t give me three or four words. Those who know how to communicate will answer questions in a way that I won’t even need to ask any questions, the interview just flows along.
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Spelling. Please get someone to go over anything before handing in. I repeat, please get someone to go over your resume. Don’t even get me started on that one.
a few dozen hours...your attractive
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I know of someone planning to move in January 2025 for to get there foot in the door for the dry season next year. Are they wasting there time moving in Jan or should they move in March/April? 2025
If I could do it again, I'd come around early January. I understand that some people will say the earlier you come the better but that's not necessarily true i.e. coming to the top end around September - December where there's just little to no hiring cause who would want to take a chance of a 200hr fresh CPL coming into the wet season?? The WA companies like to do a majority of their hiring around the start of the year to prepare themselves for the upcoming 'touristy' dry season whereas the NT companies will generally do hiring throughout the year, but primarily conduct their hiring just before the dry season starts (so about March would be the sweet spot to come to the NT). Essentially just depends on where that person chooses to base themself. Again, this is all from what I've experienced but I hope I've helped
Last edited by leocarp; 13th Apr 2024 at 01:25.
Tips
Some of my tips would include:
1. You will hear pilots bad mouthing their operator and/or other operators. Stay out of the gossip as a job seeker and when working as a pilot. Assume all rumours as being untrue and works of art until proven to you otherwise.
2. Always be ready. If you just moved up, read part 135, the AIP, part 91, CAO 48.1, 210L, M, N POH, complete the SEA questionnaire, BOMs aviation met course, met theory on the dry/wet season, fuel requirements. Every few weeks sit down and review knowledge.
3. Stay healthy - exercise, eat fruit and veg, ensure fibre and protein intake. Socialise and recreate. Be the top of your game. Not only will you be better prepared for a interview/check flight, you will be mentally prepared to breeze through ICUS as well.
4. Do not let lack of reception depress or demotivated you. It may be more than a year of waiting. Stay up to date with your knowledge though. You are one in a couple dozen looking for a job in Darwin at any one time. The lack of job offers is a reflection of saturation, nothing personal. Luck and being in the right place at the right time is what you are waiting for.
5. Have more than just high school/uni and a job at Maccas/the pub on your resume. An interesting and varied work history will set you apart from the other 20 year old males - plus will give you character, the ability to hold an interesting conversation and to work effectively as part of a team.
6. An extension of 4 - don't sweat it. There's a whole world of opportunity outside top end GA. Don't put all your chips in on getting your start in the top end. You can build up to ~500,~750~1000hrs in lots of different types of operations round the country, it requires a bit of searching though. If you leave the top end after 6 months and no job, it's not an indictment if your ability or character. Look elsewhere for a start.
7. This is just my opinion, because I've never worked ground crew - but if you are offered a ground position with a view to eventual line training/ICUS, don't work yourself to the bone. You're a pilot. Really you should be employed to fly a plane. Washing them and doing paperwork/occasional pilot maintenance in addition is fine. But being strung along for 6 months - 1 year in a ground position does not sit well with me. If your company employs you in that capacity, by all means pull your weight and do your job well but don't run around like a headless chook giving the company 200% of your effort for 6 months. It sets the precedent for people after you, a bit like working for free does
Lastly the very short piece of advice once given to me whilst I was doing it tough at a low point in the job search - you have to really want it.
1. You will hear pilots bad mouthing their operator and/or other operators. Stay out of the gossip as a job seeker and when working as a pilot. Assume all rumours as being untrue and works of art until proven to you otherwise.
2. Always be ready. If you just moved up, read part 135, the AIP, part 91, CAO 48.1, 210L, M, N POH, complete the SEA questionnaire, BOMs aviation met course, met theory on the dry/wet season, fuel requirements. Every few weeks sit down and review knowledge.
3. Stay healthy - exercise, eat fruit and veg, ensure fibre and protein intake. Socialise and recreate. Be the top of your game. Not only will you be better prepared for a interview/check flight, you will be mentally prepared to breeze through ICUS as well.
4. Do not let lack of reception depress or demotivated you. It may be more than a year of waiting. Stay up to date with your knowledge though. You are one in a couple dozen looking for a job in Darwin at any one time. The lack of job offers is a reflection of saturation, nothing personal. Luck and being in the right place at the right time is what you are waiting for.
5. Have more than just high school/uni and a job at Maccas/the pub on your resume. An interesting and varied work history will set you apart from the other 20 year old males - plus will give you character, the ability to hold an interesting conversation and to work effectively as part of a team.
6. An extension of 4 - don't sweat it. There's a whole world of opportunity outside top end GA. Don't put all your chips in on getting your start in the top end. You can build up to ~500,~750~1000hrs in lots of different types of operations round the country, it requires a bit of searching though. If you leave the top end after 6 months and no job, it's not an indictment if your ability or character. Look elsewhere for a start.
7. This is just my opinion, because I've never worked ground crew - but if you are offered a ground position with a view to eventual line training/ICUS, don't work yourself to the bone. You're a pilot. Really you should be employed to fly a plane. Washing them and doing paperwork/occasional pilot maintenance in addition is fine. But being strung along for 6 months - 1 year in a ground position does not sit well with me. If your company employs you in that capacity, by all means pull your weight and do your job well but don't run around like a headless chook giving the company 200% of your effort for 6 months. It sets the precedent for people after you, a bit like working for free does
Lastly the very short piece of advice once given to me whilst I was doing it tough at a low point in the job search - you have to really want it.
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This is just my opinion, because I've never worked ground crew - but if you are offered a ground position with a view to eventual line training/ICUS, don't work yourself to the bone. You're a pilot. Really you should be employed to fly a plane. Washing them and doing paperwork/occasional pilot maintenance in addition is fine. But being strung along for 6 months - 1 year in a ground position does not sit well with me. If your company employs you in that capacity, by all means pull your weight and do your job well but don't run around like a headless chook giving the company 200% of your effort for 6 months. It sets the precedent for people after you, a bit like working for free does
I agree that people, terrible or not, shouldn’t be strung out for months. Any Management Pilot or owner would be able to see any potential challenges from someone who is planted on ground ops, in less than a month. Generally after a week you can start to see any problem behaviour.
I don’t agree with 6-12 months on ground ops.
I did find it was fairly targeted. I watched one guy who strung out pretty much everyone on admin ops for 3/6/12 months. Then a guy mid 30s, ex corporate career walked in, and went to line training immediately. I know old folks with some previous life experience is valued highly by many, and are extremely hard to come by, but that isn’t great for culture.
Job advertised with specific list of questions to address, 40 odd applications received, 3 applications directly answered the questions, those 3 applicants have been hired, on a full time basis.
Following instructions is a rare skill these days. Being able to read is getting less common too.
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This is a great thread.
I did a comprehensive top end GA 4 lyf and now fly a jet for an airline, so from that perspective my advice is ENJOY IT!!
People will tell you GA is some of the best flying you’ll ever do, and it’s true. Don’t see it simply as a stepping stone. You get out what you put in. Learn as much as you can, hone your skills. Get used to being thorough in your knowledge and application of rules and procedures. GA is a great opportunity to build real skills you will use later.
I have seen heaps of people complain about their GA life always looking towards the next thing. Always miserable. Ambition is good but make sure you stop and smell the (desert) roses, enjoy what you’re doing at the time and appreciate that not many people get to fly and aeroplane in the middle of the desert or over the Buccaneer Archipelago etc. Keep a positive attitude in yourself and it’ll be the best years of your working life.
Don’t fret if you’re hanging around Kunners/Broome/Darwin for ages not landing a gig. Just keep plugging away. If you want it and persevere everyone gets a job eventually. All the advice on posts above is good. Be smart - if the companies in town do scenics get a job in tourism there and learn to talk to tourists about the region. Show this off in your interview.
Dont waste too much of your career in a company that doesn’t pay award. Get the hours you need and get into a good place that has twins to progress onto and runs the operation legally. Dodgy operators moan about pilot commitment but there is a reason nobody wants to stay and if they’re not paying legally it’s pretty obvious.
Dont burn bridges though. If someone has acted like a dumbass at one company, everyone knows about it when they step through the door at the next. Treat every pilot you meet with respect because you will come across the same ugly mugs again and again throughout your whole career. If you make a bad name for yourself people remember.
Please please keep safe out there. Commercial pressure is real and will be a big new thing to manage for you. Don’t take an aircraft if it’s not legal to fly, don’t push into weather you’re not comfortable in just to get the job done and please the boss. You set your own personal standards and you don’t have to break rules just because other people do. It’s not worth it and people have died in that exact situation. It’s your job to keep everyone safe.
Enough random thoughts. There used to be a thread called ‘information regarding the top end’ that info was generally good too.
I did a comprehensive top end GA 4 lyf and now fly a jet for an airline, so from that perspective my advice is ENJOY IT!!
People will tell you GA is some of the best flying you’ll ever do, and it’s true. Don’t see it simply as a stepping stone. You get out what you put in. Learn as much as you can, hone your skills. Get used to being thorough in your knowledge and application of rules and procedures. GA is a great opportunity to build real skills you will use later.
I have seen heaps of people complain about their GA life always looking towards the next thing. Always miserable. Ambition is good but make sure you stop and smell the (desert) roses, enjoy what you’re doing at the time and appreciate that not many people get to fly and aeroplane in the middle of the desert or over the Buccaneer Archipelago etc. Keep a positive attitude in yourself and it’ll be the best years of your working life.
Don’t fret if you’re hanging around Kunners/Broome/Darwin for ages not landing a gig. Just keep plugging away. If you want it and persevere everyone gets a job eventually. All the advice on posts above is good. Be smart - if the companies in town do scenics get a job in tourism there and learn to talk to tourists about the region. Show this off in your interview.
Dont waste too much of your career in a company that doesn’t pay award. Get the hours you need and get into a good place that has twins to progress onto and runs the operation legally. Dodgy operators moan about pilot commitment but there is a reason nobody wants to stay and if they’re not paying legally it’s pretty obvious.
Dont burn bridges though. If someone has acted like a dumbass at one company, everyone knows about it when they step through the door at the next. Treat every pilot you meet with respect because you will come across the same ugly mugs again and again throughout your whole career. If you make a bad name for yourself people remember.
Please please keep safe out there. Commercial pressure is real and will be a big new thing to manage for you. Don’t take an aircraft if it’s not legal to fly, don’t push into weather you’re not comfortable in just to get the job done and please the boss. You set your own personal standards and you don’t have to break rules just because other people do. It’s not worth it and people have died in that exact situation. It’s your job to keep everyone safe.
Enough random thoughts. There used to be a thread called ‘information regarding the top end’ that info was generally good too.
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Dont burn bridges though. If someone has acted like a dumbass at one company, everyone knows about it when they step through the door at the next. Treat every pilot you meet with respect because you will come across the same ugly mugs again and again throughout your whole career. If you make a bad name for yourself people remember.
avoid it altogether...
Relocating to a remote town at huge cost, to sit around begging for employment is not a great strategy. Pick the wrong location or fail to make the right friends and someone else gets the job. It's also incredibly expensive, these are not cheap places to hang around waiting with no certainty of ever getting that elusive first break.
Add to this, airlines are filling their entry level positions with cadets. That's far fewer positions open to GA pathway than existed in the years prior to cadets.
Do the math on icus programs or self sponsored type ratings. Quick hour building and better employment prospects, you will end up years ahead of colleagues who slug it out in GA.
Relocating to a remote town at huge cost, to sit around begging for employment is not a great strategy. Pick the wrong location or fail to make the right friends and someone else gets the job. It's also incredibly expensive, these are not cheap places to hang around waiting with no certainty of ever getting that elusive first break.
Add to this, airlines are filling their entry level positions with cadets. That's far fewer positions open to GA pathway than existed in the years prior to cadets.
Do the math on icus programs or self sponsored type ratings. Quick hour building and better employment prospects, you will end up years ahead of colleagues who slug it out in GA.
You will find they are actually filling positions from 208 drivers amongst other GA drivers.
I don’t think half the training departments could handle so many cadets coming through the system. GA folks don’t require as much attention or time, they have been out in the wild for a number of years.
I don’t think half the training departments could handle so many cadets coming through the system. GA folks don’t require as much attention or time, they have been out in the wild for a number of years.
I understand there's a lot of movement in the industry right now. However, in what world is Australian aviation hiring cadet pilots (I'm assuming right out of flight school?) over GA pilots who likely have over 1000 hours flying up in the Top End? I must be living under a rock.
avoid it altogether...
Relocating to a remote town at huge cost, to sit around begging for employment is not a great strategy. Pick the wrong location or fail to make the right friends and someone else gets the job. It's also incredibly expensive, these are not cheap places to hang around waiting with no certainty of ever getting that elusive first break.
Add to this, airlines are filling their entry level positions with cadets. That's far fewer positions open to GA pathway than existed in the years prior to cadets.
Do the math on icus programs or self sponsored type ratings. Quick hour building and better employment prospects, you will end up years ahead of colleagues who slug it out in GA.
Relocating to a remote town at huge cost, to sit around begging for employment is not a great strategy. Pick the wrong location or fail to make the right friends and someone else gets the job. It's also incredibly expensive, these are not cheap places to hang around waiting with no certainty of ever getting that elusive first break.
Add to this, airlines are filling their entry level positions with cadets. That's far fewer positions open to GA pathway than existed in the years prior to cadets.
Do the math on icus programs or self sponsored type ratings. Quick hour building and better employment prospects, you will end up years ahead of colleagues who slug it out in GA.
I tried this method (move up, get unrelated job in town, go in to operators each month) and nothing ever came of it. In fact it was on the east coast that I got my start. After buildings hours there where I was able to secure a top end GA job (which I applied for on the east coast).
It's a bit of a strange one. I would still recommend young CPLs to move up north, just because of how much value it has. No matter if you're established with a family and career or young and leaving home for the first time - the top end is such a different place to the east coast and will spit out people walking a bit different - more confidence, more ability, better judgement. Whilst I was waiting up north I had a number of jobs, some remote, some in town. They instilled a great deal of confidence, working skills, people skills and technical skills (I changed a tyre for the first time up here) which actually made a couple of chief pilots to pick up my resume and give me a call whilst I was flying back east coast.
So whilst my advice is to go up north, at the same time, it would also be to do the smart thing and network on the east coast/Melbs/Perth for a job. My working holiday in the top end was only a byproduct of looking for a job as a pilot.
I understand there's a lot of movement in the industry right now. However, in what world is Australian aviation hiring cadet pilots (I'm assuming right out of flight school?) over GA pilots who likely have over 1000 hours flying up in the Top End? I must be living under a rock.
Man Bilong Balus long PNG
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Posting as someone whose next Birthday is the Biblical 'three score and ten' and therefore on all probablities will never ever again look for a job in the Industry, I am saddened to have to comment on what should be obvious and common knowlege!
In short; Don't ever bad mouth other pilots whilst you're on the way up the ladder, because one day you might find that one of them is the Chief Pilot of the mob you've just applied to! Or related to the Owner etc etc
As above!!
I once overheard an instance when an aspiring Pilot asked a Pilot who was working for a certain mob if they had a vacancy for a 'relief' Pilot. The working (Female) Pilot replied in the most appallingly sarcastic tones I have ever heard that she was 'the relief Pilot' and '....if we need another one, we will call you....' She didn't ask for contact details!
I believe that the Company CP later heard of the conversation and was not impressed!
Treat every pilot you meet with respect because you will come across the same ugly mugs again and again throughout your whole career. If you make a bad name for yourself people remember.
Stay out of the gossip
I once overheard an instance when an aspiring Pilot asked a Pilot who was working for a certain mob if they had a vacancy for a 'relief' Pilot. The working (Female) Pilot replied in the most appallingly sarcastic tones I have ever heard that she was 'the relief Pilot' and '....if we need another one, we will call you....' She didn't ask for contact details!
I believe that the Company CP later heard of the conversation and was not impressed!