What are possible first paid flying jobs?
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Personally I am more concerned about the type of A/C we tend to find in the Air Taxi business.
I mean as WWW puts it, performance limited twins pistons are the norm. I m probably lucky to fly one in pretty good condtions but it remains an underpowered A/C with a limited de-icing capability and a pair of engines that doesn't like shock cooling much.
Although a serviceable A/P is a requirement for single pilot IFR, this is not always the case amonsgt some operators but sure as hell, it is not a luxury.
I have been lucky enough to operate a Grand Caravan (Pretty much brand new) around Europe in similar weather and conditions I encounter in my present job and I can tell you in which A/C I feel safer (or felt). Yep gimme a single PT6 with an up to date avionic, a proper A/P and sh*t loads of power when I need it and I would be much happier to see the winter coming.
Never had to do that job in a seneca but there are guys out there I don't envy.
Aeroplane aside, Air Taxi is great fun because very often you really get involved in the operation which can be quite rewarding specially when you do transplant flights (my favorites).
IMHO, those flights really make you feel as if you had done something useful that day. Sad to think how what you carry in ended up in the cool box you have to deliver but great feeling to think someone is going to live because of it (I never think they won't).
Also with Air Taxi, you don't really know when and where you will be going next. A bit difficult at times but quite thrilling when it all begins to happen- usually as you are getting the BBQ going-.60 minutes from the call to airborne, including all the things you have to do before a flight such as:
- occasionally determine the most suitable airport to go (the client doesn't necessarily know best)
- Plan the flight (usually 3 sectors)
- Get ready and uniformed
-Drive to the Airport
- File the FP
-Get the Wx
- Pre flight the A/C (get it fuelled if required, sign the paperwork, do the weight&B,...)
- Taxi and phew at last get airborne
So much hurrying usually to find out that once you have landed and readied yourself to collect the box during flash turn around, the box hasn't arrived yet.
Then the waiting begins with new problems like delaying the FP, keeping an eye on your Max allowable Duty, Airport closing times, etc...
Really I enjoy it but I can't wait to sit in a 75 too
(That's now that potential chief pilots are supposed to send me an email with a job offer by the way 
)
I mean as WWW puts it, performance limited twins pistons are the norm. I m probably lucky to fly one in pretty good condtions but it remains an underpowered A/C with a limited de-icing capability and a pair of engines that doesn't like shock cooling much.
Although a serviceable A/P is a requirement for single pilot IFR, this is not always the case amonsgt some operators but sure as hell, it is not a luxury.
I have been lucky enough to operate a Grand Caravan (Pretty much brand new) around Europe in similar weather and conditions I encounter in my present job and I can tell you in which A/C I feel safer (or felt). Yep gimme a single PT6 with an up to date avionic, a proper A/P and sh*t loads of power when I need it and I would be much happier to see the winter coming.
Never had to do that job in a seneca but there are guys out there I don't envy.
Aeroplane aside, Air Taxi is great fun because very often you really get involved in the operation which can be quite rewarding specially when you do transplant flights (my favorites).
IMHO, those flights really make you feel as if you had done something useful that day. Sad to think how what you carry in ended up in the cool box you have to deliver but great feeling to think someone is going to live because of it (I never think they won't).
Also with Air Taxi, you don't really know when and where you will be going next. A bit difficult at times but quite thrilling when it all begins to happen- usually as you are getting the BBQ going-.60 minutes from the call to airborne, including all the things you have to do before a flight such as:
- occasionally determine the most suitable airport to go (the client doesn't necessarily know best)
- Plan the flight (usually 3 sectors)
- Get ready and uniformed
-Drive to the Airport
- File the FP
-Get the Wx
- Pre flight the A/C (get it fuelled if required, sign the paperwork, do the weight&B,...)
- Taxi and phew at last get airborne
So much hurrying usually to find out that once you have landed and readied yourself to collect the box during flash turn around, the box hasn't arrived yet.
Then the waiting begins with new problems like delaying the FP, keeping an eye on your Max allowable Duty, Airport closing times, etc...
Really I enjoy it but I can't wait to sit in a 75 too
(That's now that potential chief pilots are supposed to send me an email with a job offer by the way )
Join Date: Apr 1999
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Following in the steps of Reddo here is my story of the pursuit of that elusive first job. I hope it provides some inspiration for all you guys/gals who are looking to pursue this career, are pursuing it or are stuck in that all too familiar job rut.
Please bear in my mind that I am not an exceptional pilot, Einstein nor the offspring of a 'chief pilot'. Just a regular Joe who perhaps drinks too much. My original plans included instructing or working in a parachute club but sometimes the dice rolls your way.
5 yrs ago after a working a summer in the UK I returned with enough pounds to finance my PPL in my home country, Oz. By now I was hooked.
I returned to the UK and proceeded to work 2 jobs in a 6month work/1 month fly cycle. Hour building stateside and studying the ATPL correspondence. I am modular trained at schools you probably have never heard of. I worked and studied my butt off and my missus was supporting but none too happy!
It took the best part of 4 years to complete 'everything' barring MCC. Completely self financed and less than 300hrs to my name. Sound familar? Date MAY 2001. Well imagine my surprise when within 5 weeks after passing sim rides and interviews I find myself signing a contract to fly 757's, start date Oct. 2001. Too good to be true? EXACTLY. Moving onto Sept. 11 and the course is cancelled and offer of employment retracted.
So I start the cv bombardment again but this time I add the words 'prepared the work in operations to gain experience within your company'. 2 days later the phone rings, small interview and Im employed within the aviation environment for a small corporate jet company. Date: Nov. 2001.
Well the pay is rubbish but the experience is invaluable. Completing flight plans, plogs, pilot briefs, organising ambulance flights and 'good ol' night call. Time passes on, my IR lapses etc etc. I am not earning enough to stay current. Roll on July 2002. The company takes on, out of the blue, a new a/c and need four new pilots. Who gets the call up? Me. Right place, right time.
So now I find myself F/O flying business jets with a great company, plenty of time off and the missus is happy. At the same time I have met many great guys/gals within the GA environment who deserve a break a lot more than me. They all hang in there and thats what impresses future employers. RESILIENCE!
MAX
Please bear in my mind that I am not an exceptional pilot, Einstein nor the offspring of a 'chief pilot'. Just a regular Joe who perhaps drinks too much.
My original plans included instructing or working in a parachute club but sometimes the dice rolls your way. 5 yrs ago after a working a summer in the UK I returned with enough pounds to finance my PPL in my home country, Oz. By now I was hooked.
I returned to the UK and proceeded to work 2 jobs in a 6month work/1 month fly cycle. Hour building stateside and studying the ATPL correspondence. I am modular trained at schools you probably have never heard of. I worked and studied my butt off and my missus was supporting but none too happy!
It took the best part of 4 years to complete 'everything' barring MCC. Completely self financed and less than 300hrs to my name. Sound familar? Date MAY 2001. Well imagine my surprise when within 5 weeks after passing sim rides and interviews I find myself signing a contract to fly 757's, start date Oct. 2001. Too good to be true? EXACTLY. Moving onto Sept. 11 and the course is cancelled and offer of employment retracted.
So I start the cv bombardment again but this time I add the words 'prepared the work in operations to gain experience within your company'. 2 days later the phone rings, small interview and Im employed within the aviation environment for a small corporate jet company. Date: Nov. 2001.
Well the pay is rubbish but the experience is invaluable. Completing flight plans, plogs, pilot briefs, organising ambulance flights and 'good ol' night call. Time passes on, my IR lapses etc etc. I am not earning enough to stay current. Roll on July 2002. The company takes on, out of the blue, a new a/c and need four new pilots. Who gets the call up? Me. Right place, right time.
So now I find myself F/O flying business jets with a great company, plenty of time off and the missus is happy.
At the same time I have met many great guys/gals within the GA environment who deserve a break a lot more than me. They all hang in there and thats what impresses future employers. RESILIENCE!MAX
