Northcoast Aviation in PNG
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Northcoast Aviation in PNG
Gday, just wondering if anyone has any contact or other information on Northcoast Aviation in PNG, and what their requirements may be.
Cheers
Cheers
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North Coast Aviation
PO Box 710
Lae MP
Papua New Guinea
Phone +675 472 4247
Fax +675 472 2866
Manager Brad Potts (I think)
Chief Pilot Geoff Thiele
Don't know their requirements these days but, as you don't say what sort of experience you have, best to just contact them direct. If you're on minimum time with basic CPL, I don't fancy your chances and, in any event, you'll need to have completed a Dangerous Goods Awareness Course.
Hope this helps.
PO Box 710
Lae MP
Papua New Guinea
Phone +675 472 4247
Fax +675 472 2866
Manager Brad Potts (I think)
Chief Pilot Geoff Thiele
Don't know their requirements these days but, as you don't say what sort of experience you have, best to just contact them direct. If you're on minimum time with basic CPL, I don't fancy your chances and, in any event, you'll need to have completed a Dangerous Goods Awareness Course.
Hope this helps.
LAKE EVIL,
If you are an MBA cadet, or have been, don't bother about applying. I also believe it would be a good idea to go up and have a look, provided that you have over 1000 Hrs TT with some twin time. Another thing that some guys have done in the past, is whilst in POM, they have went into CAA and done the air leg exam.
At present, GA in PNG is at rock bottom. What seems to be happening, is that all the operators are pulling out of the bush, and a lot of areas are not being serviced. This is due to the Kina, and the ever continuining problem with airstrip conditions, ie lack of maintenance. If someone started up with an Islander or a C-206, and had a reasonable amount of cash to back them up to get started, and had no huge dramas within the first 12 months of operations, they would be sitting on a gold mine. The grass roots people have the cash to travel, but most can't because they have no airservice.
If you are an MBA cadet, or have been, don't bother about applying. I also believe it would be a good idea to go up and have a look, provided that you have over 1000 Hrs TT with some twin time. Another thing that some guys have done in the past, is whilst in POM, they have went into CAA and done the air leg exam.
At present, GA in PNG is at rock bottom. What seems to be happening, is that all the operators are pulling out of the bush, and a lot of areas are not being serviced. This is due to the Kina, and the ever continuining problem with airstrip conditions, ie lack of maintenance. If someone started up with an Islander or a C-206, and had a reasonable amount of cash to back them up to get started, and had no huge dramas within the first 12 months of operations, they would be sitting on a gold mine. The grass roots people have the cash to travel, but most can't because they have no airservice.
I wouldn't recommend anyone go to North Coast Aviation. Especially if you haven't been flying in PNG & been able to gain some experience with one of the bigger operators, to see how things should be done, rather than the way NCA would like things to be done...
As for the ex MBA cadets - I don't think that you will have much competition there, as most of the guys who were serious about taking the option of going to North Coast Aviation have been down that road & now departed for much bigger & better prospects elsewhere. I dare say that if you asked them if they would recommend NCA then the answer would probably be a resounding NO!
There are various problems with the setup at NCA, and unfortunately most of them seem to stem from the CP. In the past he has gone out of his way to create disharmony with the pilots, thereby making an already unpleasant situation (i.e. living in PNG) absolutely woeful... It is a shame, because the other management, BP & especially Mike, are pretty good blokes but have to deal with all of these otherwsie unnecessary dramas.
As for lurch's comment that for new hires i think geoff really needs a couple of years out of ya to make sum money otherwise he spends all his time just training new guys - if there is anyone out there who would seriously contemplate spending a few years in PNG, then all I can say is either you've never been there, or the best of luck to you - cause you'll certainly need it...
A typical day at North Coast involves driving out to work through the worst part of Lae, along a stretch of road where people being held up/shot at is common occurrence, to arrive at work to a CP who will barely acknowledge your presence, or more likely be downright rude. Then getting in a high time, overworked & under maintained Islander/402, and driving it in & out of some of the worst strips you can possibly imagine. You do this for several sectors each day, then come back and once again drive back to Lae, through the same dangerous areas. This happens six days out of seven, and all for the princely sum of about K2200 per month. At current exchange rates, (K1 = 0.4269 AUD) that means you are risking your life & limb, both flying & just getting to & from work, for the princely sum of AUD $940 per month
If you are prepared to make a huge sacrifice to your lifestyle, personal safety & general well being, then maybe NCA is just what you're looking for. Otherwise, I'd have to strongly recommend you give NCA as wide a berth as possible...
As for the ex MBA cadets - I don't think that you will have much competition there, as most of the guys who were serious about taking the option of going to North Coast Aviation have been down that road & now departed for much bigger & better prospects elsewhere. I dare say that if you asked them if they would recommend NCA then the answer would probably be a resounding NO!
There are various problems with the setup at NCA, and unfortunately most of them seem to stem from the CP. In the past he has gone out of his way to create disharmony with the pilots, thereby making an already unpleasant situation (i.e. living in PNG) absolutely woeful... It is a shame, because the other management, BP & especially Mike, are pretty good blokes but have to deal with all of these otherwsie unnecessary dramas.
As for lurch's comment that for new hires i think geoff really needs a couple of years out of ya to make sum money otherwise he spends all his time just training new guys - if there is anyone out there who would seriously contemplate spending a few years in PNG, then all I can say is either you've never been there, or the best of luck to you - cause you'll certainly need it...
A typical day at North Coast involves driving out to work through the worst part of Lae, along a stretch of road where people being held up/shot at is common occurrence, to arrive at work to a CP who will barely acknowledge your presence, or more likely be downright rude. Then getting in a high time, overworked & under maintained Islander/402, and driving it in & out of some of the worst strips you can possibly imagine. You do this for several sectors each day, then come back and once again drive back to Lae, through the same dangerous areas. This happens six days out of seven, and all for the princely sum of about K2200 per month. At current exchange rates, (K1 = 0.4269 AUD) that means you are risking your life & limb, both flying & just getting to & from work, for the princely sum of AUD $940 per month
If you are prepared to make a huge sacrifice to your lifestyle, personal safety & general well being, then maybe NCA is just what you're looking for. Otherwise, I'd have to strongly recommend you give NCA as wide a berth as possible...
Last edited by Johhny Utah; 21st Oct 2002 at 02:31.
Jez Johnny,
That was nice, anything that you would like to add ! What you've got to remember, that NCA is an entry level company, not Qantas. As far as GT, not liking MBA cadets, well I'd be pi$$ed off to if some one left me high and dry, after waiting 3 months for a work permit, then getting a call from Aus, saying, "Oh, sorry Geoff, I've go another job, see ya". I know of quite a few pilots whom have worked for NCA and are now flying bigger and better things, and none of these guys have had a big dummy spit as Johnny has here.
Anyone thinking about going to NCA to work, just ignore little Johnies negative post, as this forum is not here to sledge people, or organisations.
That was nice, anything that you would like to add ! What you've got to remember, that NCA is an entry level company, not Qantas. As far as GT, not liking MBA cadets, well I'd be pi$$ed off to if some one left me high and dry, after waiting 3 months for a work permit, then getting a call from Aus, saying, "Oh, sorry Geoff, I've go another job, see ya". I know of quite a few pilots whom have worked for NCA and are now flying bigger and better things, and none of these guys have had a big dummy spit as Johnny has here.
Anyone thinking about going to NCA to work, just ignore little Johnies negative post, as this forum is not here to sledge people, or organisations.
Waghi, since you are abviously so in touch with what is going on with NCA, perhaps you could let us all know when you worked for them? I'd suggest that if it wasn't in the last 6-12 months, then maybe you've been out of the picture for a little while & aren't actually aware of what has been going on over in Lae...
I'm only too aware of the problems that NCA have had with people taking leave to come to Australia, and then not returning. I don't agree with their actions, but I also think that things could have been handled better on the NCA front. I have also heard from other employers that they actually suggested ways of better managing the staff problems to management at NCA, but they all went unheeded...
NCA have caused themselves innumerable problems by seemingly going out of their way to antagonise their staff just before they go on leave. To me, that seemed a bit foolish, and was no doubt a factor in influencing some employees not to return. Also, when staff were open & honest with the CP about why they were planning on taking leave to go south (i.e. airline interviews), the CP reneged on his earlier word that he had no problems with staff taking leave for airline interviews & attempted to cancel all leave. As the classic saying goes - "All leave has been cancelled until morale improves..." - and that seemed to be the modus operandi of NCA staff management...
Basically, when staff tried to do the right thing & give the CP 4 weeks notice they got harshly treated, so why would anyone bother trying to do the righty, I ask you...?
The problems at NCA are too long to list. If anyone has any serious thoughts of going up there, feel free to email me & I will quite happily give you more details. And for the record, I have moved on to bigger and better things (i.e. flying jets). To anyone who decides to give NCA a shot - good luck, 'cause you'll sure need it...
I'm only too aware of the problems that NCA have had with people taking leave to come to Australia, and then not returning. I don't agree with their actions, but I also think that things could have been handled better on the NCA front. I have also heard from other employers that they actually suggested ways of better managing the staff problems to management at NCA, but they all went unheeded...
NCA have caused themselves innumerable problems by seemingly going out of their way to antagonise their staff just before they go on leave. To me, that seemed a bit foolish, and was no doubt a factor in influencing some employees not to return. Also, when staff were open & honest with the CP about why they were planning on taking leave to go south (i.e. airline interviews), the CP reneged on his earlier word that he had no problems with staff taking leave for airline interviews & attempted to cancel all leave. As the classic saying goes - "All leave has been cancelled until morale improves..." - and that seemed to be the modus operandi of NCA staff management...
Basically, when staff tried to do the right thing & give the CP 4 weeks notice they got harshly treated, so why would anyone bother trying to do the righty, I ask you...?The problems at NCA are too long to list.
If anyone has any serious thoughts of going up there, feel free to email me & I will quite happily give you more details. And for the record, I have moved on to bigger and better things (i.e. flying jets). To anyone who decides to give NCA a shot - good luck, 'cause you'll sure need it...
Last edited by Johhny Utah; 21st Oct 2002 at 02:23.
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Aspiring NCA drivers...
In my experience, anyone who is prepared to spend the time to slander a company/person in the manner above is soley displaying personal issues/bitterness. Keep in mind that there are always two sides to a coin and three sides to every argument- yours, theirs and the truth.
HJ
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Herc Jerk, there is always (at least) two sides to every story, but I wouldn't discount Johnny Utah's that easily.
I usually have very little tolerance to people bashing companies/individuals on PPrune, but from what I've seen recently - NCA haven't helped their cause much.
I usually have very little tolerance to people bashing companies/individuals on PPrune, but from what I've seen recently - NCA haven't helped their cause much.
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[caveat - I have never worked for NCA, I just know lots of others who have]
I don't mind putting my name in print to say this, but DON'T go and fly with NCA unless you want to be screwed by management four ways from Sunday.
Whilst the first lot of ex-MBA cadets DID shaft NCA, subsequent pilots that went there did not, but were instead themselves shafted on trying to get leave, fly south for interviews, you name it.
PNG, quite frankly, sucks, and the stories of hold ups and shootings are NOT exaggerated. Lae and Port Moresby are the worst places on Earth to live, and compound that with dodgy CPs and atrocious aircraft and you have a rather dangerous and $ h 1 t t y lifestyle!
Not worth it unless you don't care about your wellbeing and future prospects; those that have made it to bigger things were talented to begin with and went there without knowing the consequences, you have that advantage now so use it.
Jobs and places ARE usually what you make of them, but there are exceptions to that rule, and NCA is one of them.
AVOID.
[ edited for #$%^ content
]
I don't mind putting my name in print to say this, but DON'T go and fly with NCA unless you want to be screwed by management four ways from Sunday.
Whilst the first lot of ex-MBA cadets DID shaft NCA, subsequent pilots that went there did not, but were instead themselves shafted on trying to get leave, fly south for interviews, you name it.
PNG, quite frankly, sucks, and the stories of hold ups and shootings are NOT exaggerated. Lae and Port Moresby are the worst places on Earth to live, and compound that with dodgy CPs and atrocious aircraft and you have a rather dangerous and $ h 1 t t y lifestyle!
Not worth it unless you don't care about your wellbeing and future prospects; those that have made it to bigger things were talented to begin with and went there without knowing the consequences, you have that advantage now so use it.
Jobs and places ARE usually what you make of them, but there are exceptions to that rule, and NCA is one of them.
AVOID.
[ edited for #$%^ content
]
Last edited by Grypen; 21st Oct 2002 at 06:57.
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No I am not an MBA cadet. I have been flying throughout Northern Aus for the last few years but am trying hard to get some good twin experience. I have heard in the past from Ex PNG guys that the conditions in PNG were pretty crap but the flying experience was invaluable and were glad in the end to have gone there.
Has anyone got any good or bad stories from there and maybe some info on what diffrent companies require for employment, Certainly info on some good places to have a cold beer or three and any survival tips.
Has anyone got any good or bad stories from there and maybe some info on what diffrent companies require for employment, Certainly info on some good places to have a cold beer or three and any survival tips.
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NCA is a company that needs very careful consideration before undertaking a position with them. I wouldn’t suggest working for them until you have at least taken the time and effort to visit the company and seen the aircraft and the type of flying you will be doing. I did and I fully accepted the reality of what I was getting into. It is unique in every aspect to say the least as are the living conditions as an expatriate.
There are numerous aspects about NCA that have been highlighted above and I endorse without hesitation all that Johhny Utah and mark CRUISE have taken the time to comment on.
My own thoughts are similar and you should be very aware of what will be expected of you should you work for NCA.
Know that you will be taking off out of one way mountain bush strips, 80% of which after “your” V1 should you lose and engine you will die. I won’t apologise for the lack of subtlety because I’m merely stating hard facts. Yes it is the worst case scenario, but isn’t that what we consider as professional pilots every time we go to work.
Unfortunately the CP has proven time and time again that profit comes before safety when any such decision has to be made. Very sad indeed, but very true.
There are problems with mainly the CP’s attitude towards employees (the other two directors are more reasonable) and you will literally be pushing sh#t up hill with a sharp stick if you don’t adopt his flying techniques. These include and are certainly not limited to
-flying less than 500’ agl whilst at 10,000’. Certainly if an engine was lost without a suitable escape route you will plough in.
-flying IMC below LSALT in VFR rated aircraft using VFR only GPS on “made up IFR” tracks.
-not carrying mandatory fuel if any requirements exist. The CP said that we should just call up the agent on the HF for a WX report. Need I state that the agent is NOT an approved observer.
-the only radar is in Moresby so flying out of our base at Nadzab radio calls to tower and approach did not any way reflect our intentions or position.
-not being given a company operations/SOP manual and then being expected to know the content for base/line checks.
-flying single pilot IFR without an autopilot. I’m sure we’ve all done this but in most cases the aircraft is at least fitted with an autopilot that has gone U/S. Don’t think that this will stop DCA doing an instrument initial/renewal with you as this has been going on for over 5 yrs.
-flight and duty times being stretched beyond any semblance of the CAO requirements.
Surely any professional pilot at this stage would have had a minor (more likely major) coronary.
The list goes on and on and yes, I’m quite sure that we’ve all bent the rules to suit on occasions but when this becomes the norm you have to stop and evaluate what we are about. The flying is PNG is unique and you will need to adopt varied flying techniques, however all other RPT operators here work to precise procedures and standards, I guess it just makes it harder for those operators to compete when others aren’t working to the rules and are continuously getting away with it.
I make no apologies for what I have stated above. As I said before it is just the cold hard facts. Also as I stated previously I did know what I was getting into and I made a conscious and informed decision.
I have since made another conscious and informed decision.
I have purposely left any emotion out of this post as I only want Lake Evil to know the facts. The facts hurt and the saddest thing is that it need not be this way. There are numerous other operators in PNG that work in just as trying conditions with all that is involved in flying in PNG, and in some cases, direct competitors to NCA with the same aircraft. So why I ask, does NCA think that the level of safety, professionalism, customer service and every other aspect of aviation that an airline takes pride in, need not apply to them.
I have mainly pointed out the negative aspects and there are most certainly plenty of positive aspects to the flying. It is rewarding, definitely challenging and satisfying. You will fly over the most remote and extreme terrain in the most extreme wx conditions and fly into airstrips that should not be airstrips.
When do the negatives out way the positives? That my friend is a command decision that you as a pilot will have to make.
Please feel free to email me with any questions you may have as I have only really skimmed the surface in answer to your question
Regards
Jack
There are numerous aspects about NCA that have been highlighted above and I endorse without hesitation all that Johhny Utah and mark CRUISE have taken the time to comment on.
My own thoughts are similar and you should be very aware of what will be expected of you should you work for NCA.
Know that you will be taking off out of one way mountain bush strips, 80% of which after “your” V1 should you lose and engine you will die. I won’t apologise for the lack of subtlety because I’m merely stating hard facts. Yes it is the worst case scenario, but isn’t that what we consider as professional pilots every time we go to work.
Unfortunately the CP has proven time and time again that profit comes before safety when any such decision has to be made. Very sad indeed, but very true.
There are problems with mainly the CP’s attitude towards employees (the other two directors are more reasonable) and you will literally be pushing sh#t up hill with a sharp stick if you don’t adopt his flying techniques. These include and are certainly not limited to
-flying less than 500’ agl whilst at 10,000’. Certainly if an engine was lost without a suitable escape route you will plough in.
-flying IMC below LSALT in VFR rated aircraft using VFR only GPS on “made up IFR” tracks.
-not carrying mandatory fuel if any requirements exist. The CP said that we should just call up the agent on the HF for a WX report. Need I state that the agent is NOT an approved observer.
-the only radar is in Moresby so flying out of our base at Nadzab radio calls to tower and approach did not any way reflect our intentions or position.
-not being given a company operations/SOP manual and then being expected to know the content for base/line checks.
-flying single pilot IFR without an autopilot. I’m sure we’ve all done this but in most cases the aircraft is at least fitted with an autopilot that has gone U/S. Don’t think that this will stop DCA doing an instrument initial/renewal with you as this has been going on for over 5 yrs.
-flight and duty times being stretched beyond any semblance of the CAO requirements.
Surely any professional pilot at this stage would have had a minor (more likely major) coronary.
The list goes on and on and yes, I’m quite sure that we’ve all bent the rules to suit on occasions but when this becomes the norm you have to stop and evaluate what we are about. The flying is PNG is unique and you will need to adopt varied flying techniques, however all other RPT operators here work to precise procedures and standards, I guess it just makes it harder for those operators to compete when others aren’t working to the rules and are continuously getting away with it.
I make no apologies for what I have stated above. As I said before it is just the cold hard facts. Also as I stated previously I did know what I was getting into and I made a conscious and informed decision.
I have since made another conscious and informed decision.
I have purposely left any emotion out of this post as I only want Lake Evil to know the facts. The facts hurt and the saddest thing is that it need not be this way. There are numerous other operators in PNG that work in just as trying conditions with all that is involved in flying in PNG, and in some cases, direct competitors to NCA with the same aircraft. So why I ask, does NCA think that the level of safety, professionalism, customer service and every other aspect of aviation that an airline takes pride in, need not apply to them.
I have mainly pointed out the negative aspects and there are most certainly plenty of positive aspects to the flying. It is rewarding, definitely challenging and satisfying. You will fly over the most remote and extreme terrain in the most extreme wx conditions and fly into airstrips that should not be airstrips.
When do the negatives out way the positives? That my friend is a command decision that you as a pilot will have to make.
Please feel free to email me with any questions you may have as I have only really skimmed the surface in answer to your question
Regards
Jack
If a lot of these things that you guys mention are true, (as I'm sure they are), why not write a letter to OCA, and deliver it by hand to make sure it gets there. If you also have problems with the airworthiness of the aircraft, also write a letter to the airworthiness section as well. There are some people in OCA who will act, trust me ! Forget about CA 100's, go to the appropriate people who are policing the industry.
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crap
Hey Wahgi,
No offence. You must be very narrow minded or good friends with GT or both. Dont you think that OCA knows well and truely whats going on with NCA, surely they cant be that stupid or can they? Dont you think that OCA would of shut down NCA a veery long time ago. They have been doing IFR command renewals in VFR Islanders for over five years just like commonground has mentioned. They wont shut them down and never will. What will happen to all those poor village people and all that government revenue that gets pocketed.
After 10 aircraft accidents in around ten years, do you blame
NCA for these once common mishaps? Or do you blame the poorly trained pilots pressured into pleasing and doing favours for his new CP? Busting duty times, Overloading, IFR in VFR aircraft, Flying with malaria because theres no-one else to fly the plane, landing in some of the shortest strips in the world with leaking brakefluid faulty brakes, flying an Islander that will go through nearly 8 qts of oil a day in one engine etc etc etc. Either way somebody needs to get shafted, and ill bet you two dollars its always the pilots that will with NCA. Praise god somebody had the balls to stand up to the company. Hopefully others will follow too. Im no ex-MBA cadet, but from what I heard, they at least have a safety record now. No aircraft accidents since the inception of these delightful young men, who were trained to proper airline standard. Is it just me, or is it only NCA that seems to wanna do things their way. The profit making way. A very inhumane and inhospitable way. I feel for the pilots and the poor pax that have to deal with these unfortunate circumstances.Ask yourself this question Evil Lake...How desperate are you? Risking your life to the benifit of your logbook. There is certainly only so much one can take. Like others have mentioned, there are alot better operators in PNG. All the pilots I know say that the flying is invaluble and I couldnt agree more. Its because they have all learnt the true value of living. Ask them if they will ever go back and im sure you will hear some interesting answers. If you really feel the urge to take on an adventure, I suggest think carefully on what you choose. I hear Africa is great this time of year!!
Goodluck!!!!!!!!
Hey Wahgi,
No offence. You must be very narrow minded or good friends with GT or both. Dont you think that OCA knows well and truely whats going on with NCA, surely they cant be that stupid or can they? Dont you think that OCA would of shut down NCA a veery long time ago. They have been doing IFR command renewals in VFR Islanders for over five years just like commonground has mentioned. They wont shut them down and never will. What will happen to all those poor village people and all that government revenue that gets pocketed.
After 10 aircraft accidents in around ten years, do you blame
NCA for these once common mishaps? Or do you blame the poorly trained pilots pressured into pleasing and doing favours for his new CP? Busting duty times, Overloading, IFR in VFR aircraft, Flying with malaria because theres no-one else to fly the plane, landing in some of the shortest strips in the world with leaking brakefluid faulty brakes, flying an Islander that will go through nearly 8 qts of oil a day in one engine etc etc etc. Either way somebody needs to get shafted, and ill bet you two dollars its always the pilots that will with NCA. Praise god somebody had the balls to stand up to the company. Hopefully others will follow too. Im no ex-MBA cadet, but from what I heard, they at least have a safety record now. No aircraft accidents since the inception of these delightful young men, who were trained to proper airline standard. Is it just me, or is it only NCA that seems to wanna do things their way. The profit making way. A very inhumane and inhospitable way. I feel for the pilots and the poor pax that have to deal with these unfortunate circumstances.Ask yourself this question Evil Lake...How desperate are you? Risking your life to the benifit of your logbook. There is certainly only so much one can take. Like others have mentioned, there are alot better operators in PNG. All the pilots I know say that the flying is invaluble and I couldnt agree more. Its because they have all learnt the true value of living. Ask them if they will ever go back and im sure you will hear some interesting answers. If you really feel the urge to take on an adventure, I suggest think carefully on what you choose. I hear Africa is great this time of year!!
Goodluck!!!!!!!!
Last edited by 1hitwonder; 21st Oct 2002 at 14:28.
Grandpa Aerotart
WW
And who would that be?
PNG DCA/CAA/OCA or whatever they are called at the moment have NEVER EVER lifted a finger to enforce ANYF**KING thing in PNG....EVER!!!!
Well in the last 20 years anyway.
The only difference between now and pre 95 is that in those days we self monitored VERY well.
We were NOT perfect but in Talair we had generally good maintenance, excellent training/checking and good sops.
Chief Pilots of the caliber of Tony Skelton and Rod Marsland, while very practical, also maintained high standards through experience C&T Captains.
Autopilots, that worked, were rare on Bn2s(COD had a new Collins IFR suite including AP when I flew her in 1987/88), 402s and Otters but all the Bandits had them and they usually worked.
A/Ps are not essential equipment in Bongos/Otters anyway...sectors too short and 3000 hours handflying never hurt anyone...quite the contrary.
In Airlink we had serviceable A/Ps in all the 402s/404s/Twotters and Bandits, general maintenance was FANTASTIC pre eruption and Training budgets VERY generous....bordering on 'no expence spared'.
It's so sad the way PNG GA has gone in the last 8 years!
Not surprising unfortunately....just truly sad!
Chuck.
And who would that be?
PNG DCA/CAA/OCA or whatever they are called at the moment have NEVER EVER lifted a finger to enforce ANYF**KING thing in PNG....EVER!!!!
Well in the last 20 years anyway.
The only difference between now and pre 95 is that in those days we self monitored VERY well.
We were NOT perfect but in Talair we had generally good maintenance, excellent training/checking and good sops.
Chief Pilots of the caliber of Tony Skelton and Rod Marsland, while very practical, also maintained high standards through experience C&T Captains.
Autopilots, that worked, were rare on Bn2s(COD had a new Collins IFR suite including AP when I flew her in 1987/88), 402s and Otters but all the Bandits had them and they usually worked.
A/Ps are not essential equipment in Bongos/Otters anyway...sectors too short and 3000 hours handflying never hurt anyone...quite the contrary.
In Airlink we had serviceable A/Ps in all the 402s/404s/Twotters and Bandits, general maintenance was FANTASTIC pre eruption and Training budgets VERY generous....bordering on 'no expence spared'.
It's so sad the way PNG GA has gone in the last 8 years!
Not surprising unfortunately....just truly sad!
Chuck.
Last edited by Chimbu chuckles; 21st Oct 2002 at 14:28.
What an interesting thread!
Sounds exactly the same as PNG aviation in the 1950's, 1960's, 1970's and 1980's.
With GT and BP even the participants are the same. Are they still operating the same ex TAL aircraft?
Sounds exactly the same as PNG aviation in the 1950's, 1960's, 1970's and 1980's.
With GT and BP even the participants are the same. Are they still operating the same ex TAL aircraft?
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Hey Waghi
How very perceptive.
Correct me if I'm wrong..(actually..don't! Your post haven't been remotely helpful to anyone anyway).. but didn't Lake Evil ask for a contact or ANY OTHER INFORMATION on NCA?
Johhny Utah has provided plenty of "other information".
If I were considering a position with NCA, I want to hear from those in the company, those out of the company, those who love it, and especially those who don't. I'm sure you'll agree JU has provided food for thought for anyone interested in NCA.
Sausage.
p.s. Lake Evil,.......... Commondog is spot on the mark.
What you've got to remember, that NCA is an entry level company, not Qantas.
Anyone thinking about going to NCA to work, just ignore little Johnies negative post, as this forum is not here to sledge people, or organisations.
Johhny Utah has provided plenty of "other information".
If I were considering a position with NCA, I want to hear from those in the company, those out of the company, those who love it, and especially those who don't. I'm sure you'll agree JU has provided food for thought for anyone interested in NCA.
Sausage.
p.s. Lake Evil,.......... Commondog is spot on the mark.
Grandpa Aerotart
My starting wage in 1986 was PNGK16000.00 +accom+leave fare. In those days PNG16K equalled Aus24K.
In those days 24% was held back and given to you at the end of your contract at 2% tax. Good system...even then I think I was netting about PNGK200/wk...AUS$300 odd although the comparison is not that valid because the cost of living was a little higher in PNG...not a lot though.
But I was also saving PNGK3800+/year...>AUS$5700...and that is what it was worth because that money was spent in Aus.
So here we are 16 years later talking about a country that is very much more demanding to live in, where you are flying the same aircraft...and I mean the same ones(less those we crashed) not just the same types...for a lot less money. Tax is also much higher now in PNG than it was back then.
And they always ask for PNG experience when advertising for pilots...who do they think they're kidding besides themselves!!
Chuck.
In those days 24% was held back and given to you at the end of your contract at 2% tax. Good system...even then I think I was netting about PNGK200/wk...AUS$300 odd although the comparison is not that valid because the cost of living was a little higher in PNG...not a lot though.
But I was also saving PNGK3800+/year...>AUS$5700...and that is what it was worth because that money was spent in Aus.
So here we are 16 years later talking about a country that is very much more demanding to live in, where you are flying the same aircraft...and I mean the same ones(less those we crashed
) not just the same types...for a lot less money. Tax is also much higher now in PNG than it was back then.And they always ask for PNG experience when advertising for pilots...who do they think they're kidding besides themselves!!
Chuck.
Join Date: May 2002
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Chimbu I know where you are coming from I started in 1996 with Air Manubada on K9500 per year and the company held back K50 every fortnight as a bond and gave it back at the end of the 2 year contract ,Iwas flying 206's in the jungles,drinking SP at the aero club ,old yaght club,firehouse,areanas and a few other places that don't matter any more.
They paid for our house ,car and electricity I was allways broke but I had a ball and made the most of it because at the end of the day I was a 700 hr vfr pilot who needed a job to get that experience as I didnt have $90 000 (or whatever)to spend on a pilot course to sit in the right seat of an Otter.
Lake evil my advise to you wuold be if you are interested in NCA go up and have a look if you like what you see and think you could do it for a couple of years take it if its offered but if you don't like it then don't take it because there is nothing worse than listing to a pilot bitch and winge about a job that is only intended to give them a start anyway...
Beware of the Lae PO
They paid for our house ,car and electricity I was allways broke but I had a ball and made the most of it because at the end of the day I was a 700 hr vfr pilot who needed a job to get that experience as I didnt have $90 000 (or whatever)to spend on a pilot course to sit in the right seat of an Otter.
Lake evil my advise to you wuold be if you are interested in NCA go up and have a look if you like what you see and think you could do it for a couple of years take it if its offered but if you don't like it then don't take it because there is nothing worse than listing to a pilot bitch and winge about a job that is only intended to give them a start anyway...
Beware of the Lae PO