Is anyone interested these days in BN2 time
Thread Starter
Is anyone interested these days in BN2 time
BN2 time, usefull or not?
I am flying in Australia and I have the EU passport, I am not enquiring about conversion, simply the likelihood of a job in some real weather?
QANTAS is one of the safest airlines in the world and they deserve 100% their reputation, they have also one of the best climates to operate in domestically which has been very much a decided advantage.
I am approaching 1600 hours total time and I am currently flying the lovely Britten Norman Islander, only 200 multi so far. I am aware of a couple of operators in the UK in particular, that fly these beautiful noise munufacturers.
Would this assist in giving me a foot in the door and if so, would it be realistic to expect a shot at some real IMC, not just IFR?
Also a the age of 29 would I still stand a chance at getting in with a jet operator of any sort from one of these companies?
Lot of questions I know, I would appreciate a response from anyone who might have BN2 experience in the UK especially.
I am flying in Australia and I have the EU passport, I am not enquiring about conversion, simply the likelihood of a job in some real weather?
QANTAS is one of the safest airlines in the world and they deserve 100% their reputation, they have also one of the best climates to operate in domestically which has been very much a decided advantage.
I am approaching 1600 hours total time and I am currently flying the lovely Britten Norman Islander, only 200 multi so far. I am aware of a couple of operators in the UK in particular, that fly these beautiful noise munufacturers.
Would this assist in giving me a foot in the door and if so, would it be realistic to expect a shot at some real IMC, not just IFR?
Also a the age of 29 would I still stand a chance at getting in with a jet operator of any sort from one of these companies?
Lot of questions I know, I would appreciate a response from anyone who might have BN2 experience in the UK especially.
PPRuNe Handmaiden
Loganair operate BN2's up in the Shetlands. They experience winter 10 out of the 12 months that is available. Min hours is 2000TT I believe and time on type is very useful.
Ask Tinstaafl for more info.
Ask Tinstaafl for more info.
Loganair have BN2 bases in Shetland, Orkney & Glasgow.
Crewing requirements are a bit screwy at the moment due to the imminent removal of the last remaining SD360. Currently there are shortages of BN2 pilots BUT the company must allow for crews that will be released once the Shed goes.
It's compounded by trying to match appropriate experience levels & crew desires to fleet requirements.
Over the next 6 months or so there will probably be a couple of BN2 vacancies in Shetland. At least one of these likely to be filled internally. The other may be but who knows? Depends on the crews released from the Shed when it goes...
Currently 2000hrs TT is the minimum required although there may be some leeway down to ~1500 since that has been the historical minimum. Depends on appropriate experience I suppose.
Crewing requirements are a bit screwy at the moment due to the imminent removal of the last remaining SD360. Currently there are shortages of BN2 pilots BUT the company must allow for crews that will be released once the Shed goes.
It's compounded by trying to match appropriate experience levels & crew desires to fleet requirements.
Over the next 6 months or so there will probably be a couple of BN2 vacancies in Shetland. At least one of these likely to be filled internally. The other may be but who knows? Depends on the crews released from the Shed when it goes...
Currently 2000hrs TT is the minimum required although there may be some leeway down to ~1500 since that has been the historical minimum. Depends on appropriate experience I suppose.
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Minimum hours for a BN2 Captain with Yogie (Loganair to those in the know
) was 2500hrs total time with no minimum twin hours. The reason for these hours was because it was a 'dual rated' job, Captain on both the BN2 & DHC6. I believe it might have changed, its a while since I was there. The hours were similiar for a Northern Isles posting although the above was for the more demanding Glasgow based air ambulance. However, do not underestimate the difference in the flying from your current job. It is a very demanding working environment and you have to be able to make crunch decisions quickly and peoples lives may depend on it. The aircraft are very well maintained but also very 'tired' which makes it interesting in icing conditions and the west coast of Scotland gets some of the worst icing conditions anywhere in the world. All that moist gulf stream air, check out your met books!
I have met many, many people over the years who started their careers on the Islander at Yogie and they all look back fondly on it, but would never return to it! Some guys in the company do stay forever, but most realise BN2 time has its limitations. If you can get into the left chair on the twotter it will help, but it is below 5700kg and not real multi crew so again severly limited, its turbine time, but not as we know it Jim... (in the proper airlines).
Your biggest hurdle will be getting the JAR licence, and once you get over that massive hurdle you will want more than Loganair can offer, its a very limited company, with management to match!
As a way into airline operations, SOP's etc, it might be worth it, but keep your options open. Good Luck.
) was 2500hrs total time with no minimum twin hours. The reason for these hours was because it was a 'dual rated' job, Captain on both the BN2 & DHC6. I believe it might have changed, its a while since I was there. The hours were similiar for a Northern Isles posting although the above was for the more demanding Glasgow based air ambulance. However, do not underestimate the difference in the flying from your current job. It is a very demanding working environment and you have to be able to make crunch decisions quickly and peoples lives may depend on it. The aircraft are very well maintained but also very 'tired' which makes it interesting in icing conditions and the west coast of Scotland gets some of the worst icing conditions anywhere in the world. All that moist gulf stream air, check out your met books! I have met many, many people over the years who started their careers on the Islander at Yogie and they all look back fondly on it, but would never return to it! Some guys in the company do stay forever, but most realise BN2 time has its limitations. If you can get into the left chair on the twotter it will help, but it is below 5700kg and not real multi crew so again severly limited, its turbine time, but not as we know it Jim... (in the proper airlines).
Your biggest hurdle will be getting the JAR licence, and once you get over that massive hurdle you will want more than Loganair can offer, its a very limited company, with management to match!
As a way into airline operations, SOP's etc, it might be worth it, but keep your options open. Good Luck.
Thread Starter
Thanks for that guys,
I was not aware that they operated turbine BN2s at Loganair, unfortunately my experience is limited to the carburetted 0-540 BN2B-20/26 (the 260hp/side version) and while they are IFR approved they are certainly not approved for flight into icing conditions as the context envirnoment has no call for this. I would imagine this might change the recognition of my TOT.
My interest is aimed specifically at the real IMC setup. So that sounds exactly the shot for what I would like to get involved in, albeit after conversion (not this topic) I will look at getting in contact with someone behind the ops desk, if anyone would no a name that would be greatly appreciated, o'wise thanks again.
Wille
There is nothing quite as useless as a meaningless maxim.
I was not aware that they operated turbine BN2s at Loganair, unfortunately my experience is limited to the carburetted 0-540 BN2B-20/26 (the 260hp/side version) and while they are IFR approved they are certainly not approved for flight into icing conditions as the context envirnoment has no call for this. I would imagine this might change the recognition of my TOT.
My interest is aimed specifically at the real IMC setup. So that sounds exactly the shot for what I would like to get involved in, albeit after conversion (not this topic) I will look at getting in contact with someone behind the ops desk, if anyone would no a name that would be greatly appreciated, o'wise thanks again.
Wille
There is nothing quite as useless as a meaningless maxim.
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Willie, LC do not have turbine islanders, they are all piston engined BN2B's. You could contact them but without the JAR licence in your hand it is rather pointless. Also, you only need a CPL to fly the Islander.
If you want the name of the fleet manager, providing he has not changed in the last several years, e-mail me.
If you want the name of the fleet manager, providing he has not changed in the last several years, e-mail me.
