Falsified CV's
Join Date: Apr 2004
Location: globally
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faking is almost everywhere and at all levels:
almost confirmed rumours has it that pilots with Air India and Korean Air faked their B-777 hours as to pass the entry requirement.
in Turkey, copilots log pilot flying time ( PF ) as PIC time and claim it is legal and in accordance with management and the authority. Then they upgrade and out of a sudden they already have 2000 hours PIC time on type... I dont know, maybe this is correct according JAR, but it just does not feel right...
and the english level proficiency test, if messured with the same standards for everyone, then over 50% of for example Turkish pilots would not be legal to fly international routes anymore. and there are even worse english speakers than the turks...
safe flights, nic
almost confirmed rumours has it that pilots with Air India and Korean Air faked their B-777 hours as to pass the entry requirement.
in Turkey, copilots log pilot flying time ( PF ) as PIC time and claim it is legal and in accordance with management and the authority. Then they upgrade and out of a sudden they already have 2000 hours PIC time on type... I dont know, maybe this is correct according JAR, but it just does not feel right...
and the english level proficiency test, if messured with the same standards for everyone, then over 50% of for example Turkish pilots would not be legal to fly international routes anymore. and there are even worse english speakers than the turks...
safe flights, nic
Not just Chinese pilots
Lets not forget that there are large numbers of Captains at Shenzhen Air that are not Chinese, and had never flown as Captains prior, who told Shenzhen Air they had. From Shenzhen's perspective they simply wanted to keep their planes flying, so if a pilot could pass whatever checks the Chinese threw at him the Chinese never did a background check. Once this rort became known many jumped on the band-wagon. An act that had been known, and perhaps facilitated by colleagues from previous airlines who were now in a position to advise the Chinese on best/safest practise.
Join Date: May 2001
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You guys talking about large hours also need to think about the pilots who did start young and have full-time jobs. I fly as little as I can at work but glide in my spare time. 
I started both at age 16 and got into present [legacy] airline at 24. [lucky
]
Currently 17500hrs+ and another 3500hrs+ gliders at aged 46. So 30 years for 21000hrs, if I go to 56 [my choice] I should have at least 28000hrs, or if 66 [like many old blokes here] 35000hrs.
Most airlines get their pound of flesh these days!
That said, I don't have a CV because I will stay here until I retire [I hope!]
I started both at age 16 and got into present [legacy] airline at 24. [lucky
]Currently 17500hrs+ and another 3500hrs+ gliders at aged 46. So 30 years for 21000hrs, if I go to 56 [my choice] I should have at least 28000hrs, or if 66 [like many old blokes here] 35000hrs.
Most airlines get their pound of flesh these days!
That said, I don't have a CV because I will stay here until I retire [I hope!]
Join Date: Apr 2008
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Perm (Russia) Boeing 735 crash 2008 - 88 killed - pilot error, spatial disorientation - would this have happened if one of the crew had 2,000 hours?
Captain Rodion Medvedev had a flight record of 3689 hours while First Officer Rustam Allaberdin had 8713. Later it was revealed that Medvedev's flight record as a captain was 452 hours and that Allaberdin's experience of Boeing 737's was just 219 hours.
It's clear that these things can be investigated after the event; records are available in places other than the crew log book. Is it not mandatory to check these thing? Is the airline/employer not culpable in a case like this?
I'm clearly a scardy cat; I'm too frightened to add even 15 mins to my ppl log book.
WP
Captain Rodion Medvedev had a flight record of 3689 hours while First Officer Rustam Allaberdin had 8713. Later it was revealed that Medvedev's flight record as a captain was 452 hours and that Allaberdin's experience of Boeing 737's was just 219 hours.
It's clear that these things can be investigated after the event; records are available in places other than the crew log book. Is it not mandatory to check these thing? Is the airline/employer not culpable in a case like this?
I'm clearly a scardy cat; I'm too frightened to add even 15 mins to my ppl log book.
WP
lots of hours possible
47 started at 17. 18,000 hours. 30 years. 600 hours a year on average. seventeen different employers. unemployed for 4 months in my career. now flying 900 a year. flying more in the last year than I have for 25 years.
Join Date: Sep 2002
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Sitting on a three legged chair in a dark closet for 8 hours with the vacuum cleaner on...for fun, let's throw in someone with you from a different culture who smells differently, can't order a coffee in English if his life depended on it and wants you to leave yesterday. Wonderful 4 years...enjoy!
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Time is an important discriminator, if actual.
The overall experience one has is extremely important.
I served 13.5 years in the military, logged 1,434 hours AND thought in my small mind I was the ace of the base. I had no clue, at that point in my career, that I was just beginning to learn. I had no clue, at that point in my career, all that would come.
It is dark, the windshield wipers cannot keep pace with the amount of rain washing the windscreen, it is gusty, you have a know-it-all, but inexperienced FO in the right seat, scared out of his wits, grabbing at the controls, making corrections opposite to what is needed and you feel in your butt, the runway lights and white painted lines are nearly indistinguishable at 30 feet, looks like landing into a blackened bathtub, the airplane will touch down, even if you TOGA, there is no other real choice or options, because the airport has TRWs on both sides, as you approached into a deep black valley of weather and at the departure end, that the funky radar didn't adequately display, the city has been experiencing its worst rain in 50 years, and you are banking on your past 30 plus years experience to ensure a successful outcome. Trust me, a lesser pilot . . . that is with lesser experience, could not do it. I wasn't proud of what I did and consider myself lucky, but I had nil choice. I put my head down and kicked mother nature in the guts.
That said, it is not just about accumulating hours. 30 years flying in circles, as you teach stalls and spins, is not the same as landing on a dirt strip in Africa nor a short gravel strip in Alaska nor making takeoffs and landings into LaPaz, at well over 13,000 feet elevation. It IS about the quality of experience and varied experience a pilot gains throughout his career.
Flying time does matter, but the right kind of time.
I served 13.5 years in the military, logged 1,434 hours AND thought in my small mind I was the ace of the base. I had no clue, at that point in my career, that I was just beginning to learn. I had no clue, at that point in my career, all that would come.
It is dark, the windshield wipers cannot keep pace with the amount of rain washing the windscreen, it is gusty, you have a know-it-all, but inexperienced FO in the right seat, scared out of his wits, grabbing at the controls, making corrections opposite to what is needed and you feel in your butt, the runway lights and white painted lines are nearly indistinguishable at 30 feet, looks like landing into a blackened bathtub, the airplane will touch down, even if you TOGA, there is no other real choice or options, because the airport has TRWs on both sides, as you approached into a deep black valley of weather and at the departure end, that the funky radar didn't adequately display, the city has been experiencing its worst rain in 50 years, and you are banking on your past 30 plus years experience to ensure a successful outcome. Trust me, a lesser pilot . . . that is with lesser experience, could not do it. I wasn't proud of what I did and consider myself lucky, but I had nil choice. I put my head down and kicked mother nature in the guts.
That said, it is not just about accumulating hours. 30 years flying in circles, as you teach stalls and spins, is not the same as landing on a dirt strip in Africa nor a short gravel strip in Alaska nor making takeoffs and landings into LaPaz, at well over 13,000 feet elevation. It IS about the quality of experience and varied experience a pilot gains throughout his career.
Flying time does matter, but the right kind of time.
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Time is an important discriminator, if actual.
The overall experience one has is extremely important.
I served 13.5 years in the military, logged 1,434 hours AND thought in my small mind I was the ace of the base. I had no clue, at that point in my career, that I was just beginning to learn. I had no clue, at that point in my career, all that would come.
It is dark, the windshield wipers cannot keep pace with the amount of rain washing the windscreen, it is gusty, you have a know-it-all, but inexperienced FO in the right seat, scared out of his wits, grabbing at the controls, making corrections opposite to what is needed and you feel in your butt, the runway lights and white painted lines are nearly indistinguishable at 30 feet, looks like landing into a blackened bathtub, the airplane will touch down, even if you TOGA, there is no other real choice or options, because the airport has TRWs on both sides, as you approached into a deep black valley of weather and at the departure end, that the funky radar didn't adequately display, the city has been experiencing its worst rain in 50 years, and you are banking on your past 30 plus years experience to ensure a successful outcome. Trust me, a lesser pilot . . . that is with lesser experience, could not do it. I wasn't proud of what I did and consider myself lucky, but I had nil choice. I put my head down and kicked mother nature in the guts.
That said, it is not just about accumulating hours. 30 years flying in circles, as you teach stalls and spins, is not the same as landing on a dirt strip in Africa nor a short gravel strip in Alaska nor making takeoffs and landings into LaPaz, at well over 13,000 feet elevation. It IS about the quality of experience and varied experience a pilot gains throughout his career.
Flying time does matter, but the right kind of time.
The overall experience one has is extremely important.
I served 13.5 years in the military, logged 1,434 hours AND thought in my small mind I was the ace of the base. I had no clue, at that point in my career, that I was just beginning to learn. I had no clue, at that point in my career, all that would come.
It is dark, the windshield wipers cannot keep pace with the amount of rain washing the windscreen, it is gusty, you have a know-it-all, but inexperienced FO in the right seat, scared out of his wits, grabbing at the controls, making corrections opposite to what is needed and you feel in your butt, the runway lights and white painted lines are nearly indistinguishable at 30 feet, looks like landing into a blackened bathtub, the airplane will touch down, even if you TOGA, there is no other real choice or options, because the airport has TRWs on both sides, as you approached into a deep black valley of weather and at the departure end, that the funky radar didn't adequately display, the city has been experiencing its worst rain in 50 years, and you are banking on your past 30 plus years experience to ensure a successful outcome. Trust me, a lesser pilot . . . that is with lesser experience, could not do it. I wasn't proud of what I did and consider myself lucky, but I had nil choice. I put my head down and kicked mother nature in the guts.
That said, it is not just about accumulating hours. 30 years flying in circles, as you teach stalls and spins, is not the same as landing on a dirt strip in Africa nor a short gravel strip in Alaska nor making takeoffs and landings into LaPaz, at well over 13,000 feet elevation. It IS about the quality of experience and varied experience a pilot gains throughout his career.
Flying time does matter, but the right kind of time.
Very true! And usually in this big discrimination falls military pilots at the end of their military commitment with less then 3000 total time. Usually they do not meet the minimum requirement but their experience go beyond the 4000 TT an Airline wants for a right seat.
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Chinese thing? You have no clue.
Quoting Load Toad: "I don't know what the falsifying was but - the Chinese authorities have caught the people concerned and they are we are told undergoing testing and retraining. And it has been reported - so - it ain't all a 'typical Chinese' type thing is it?"
Fact, the Chinese pilots are so desperate to make Captain and to earn more money that they do add time to their logbooks they did not righteously earn, such as wearing sunglasses, as we fly into the late afternoon sunshine, yet log Night time, though I a made a Day Landing and logged it as such.
IF, IF the CAAC were smart, they would compare the Captain's Pilot logbook against the First Officer's Logbook. IF, IF the CAAC were smart they would be doing unannounced "ramp checks" and burst through the doors of a random airline, every week, to check maintenance records, maintenance training records, flight records, crew duty and flight time records, pilot credentials, et al.
The biggest problem with the CAAC is there is no enforcement of the regulations. Basically, airlines, just don't give a crap. And, worse, the Chinese pilots fear for their jobs, though they have lifetime contracts. They are a lawless lot, do what the hell they want, the airlines coerce pilots to violate the CAAC Regulations, to do otherwise the airline will "punish" them.
You could be shouting at the top of your lungs that a situation is unsafe, they are violating the CAAC regulations, you do not want to take a particular aircraft or a particular flight, but the airline will break your will, one way or another. You fight the good fight, day after day, until one day, you walk out or just say "stuff it" and give in to them. Of course, there are complete spineless lackeys, whom can't get a job anywhere else, and suck up to them, regardless how deep the Chinese shove it up their arse.
I am still fighting. I WILL go down fighting. Why? Because they are 100% wrong. I live insulated within a box I built for myself. One side the Air Laws, another side the Flight Ops Manual, another side the Aircraft Limitations, another side my personal limitations, another side common sense, and always leave yourself a way out.
I ****in hate the Chinese way of thinking!
Fact, the Chinese pilots are so desperate to make Captain and to earn more money that they do add time to their logbooks they did not righteously earn, such as wearing sunglasses, as we fly into the late afternoon sunshine, yet log Night time, though I a made a Day Landing and logged it as such.
IF, IF the CAAC were smart, they would compare the Captain's Pilot logbook against the First Officer's Logbook. IF, IF the CAAC were smart they would be doing unannounced "ramp checks" and burst through the doors of a random airline, every week, to check maintenance records, maintenance training records, flight records, crew duty and flight time records, pilot credentials, et al.
The biggest problem with the CAAC is there is no enforcement of the regulations. Basically, airlines, just don't give a crap. And, worse, the Chinese pilots fear for their jobs, though they have lifetime contracts. They are a lawless lot, do what the hell they want, the airlines coerce pilots to violate the CAAC Regulations, to do otherwise the airline will "punish" them.
You could be shouting at the top of your lungs that a situation is unsafe, they are violating the CAAC regulations, you do not want to take a particular aircraft or a particular flight, but the airline will break your will, one way or another. You fight the good fight, day after day, until one day, you walk out or just say "stuff it" and give in to them. Of course, there are complete spineless lackeys, whom can't get a job anywhere else, and suck up to them, regardless how deep the Chinese shove it up their arse.
I am still fighting. I WILL go down fighting. Why? Because they are 100% wrong. I live insulated within a box I built for myself. One side the Air Laws, another side the Flight Ops Manual, another side the Aircraft Limitations, another side my personal limitations, another side common sense, and always leave yourself a way out.
I ****in hate the Chinese way of thinking!
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Military Flying
The military tend to be spiteful pricks and will take a guy off flying status, just as soon as the commander knows the pilot is about to jump ship. I know, because they tried to do it to me, but an old guy, a civilian Maintenance Officer and Maintenance Test Pilot, attached to the military, named Orville (not making it up), took me under his wing and kept me flying until I was truly done. Thanks to him, I got a bit of single pilot time and invaluable experience, in a crewed aircraft.
The military just doesn't want to see its investment flying united.
The military just doesn't want to see its investment flying united.
