Two years flying in Indonesia
Join Date: Jan 2008
Location: Portugal / UK
Age: 51
Posts: 27
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YOU GOT WHAT YOU DESERVE!
Donīt think you will be hire in Europe as soon the recession ends. All major Flight Operations Managers and Chief Pilots from western airlines are alert!
First will be the true aviators, who are doing aerial work on SEP/MEP, instructing, droping paras, towing gliders/banners...
YOU OVERRIDE YOUR COLLEAGUES AND THE NORMAL AWAY OF BEEN A AIRLINE PILOT!
GUYS LIKE YOU MAKES ME VOMIT AND DONīT DESERVE TO BE ON THIS INDUSTRY!
Donīt think you will be hire in Europe as soon the recession ends. All major Flight Operations Managers and Chief Pilots from western airlines are alert!
First will be the true aviators, who are doing aerial work on SEP/MEP, instructing, droping paras, towing gliders/banners...
YOU OVERRIDE YOUR COLLEAGUES AND THE NORMAL AWAY OF BEEN A AIRLINE PILOT!
GUYS LIKE YOU MAKES ME VOMIT AND DONīT DESERVE TO BE ON THIS INDUSTRY!
Join Date: Jun 2009
Location: Tunisia
Age: 71
Posts: 146
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You've dug yourself quite a hole here with this bunch.
Let me start by saying that the experienced aviators know that when flying in that part of Asia and in Africa, parts of SA, one must raise his game to a higher level.
But how can you raise your personal game when you lack the experience that is gained by flight instruction, air taxi, air ambulance, corporate, commuter, night freight, etc.? This is where your basic instrument skill level is developed, either good or bad. You've done yourself no favor in trying to start at the top of the ladder.
I was in the training dept more years than I care to remember, not tooting my horn just is what it is, here's a short synopsis on what a new cadet (0 jet time) on the A-300 had to look forward to....
1. 200 hours split between 2 instructors
2. 2 oral checks
3. pre final check simulator
4. pre final check on a 4 leg flight
5. oral with mgmt
6. final check- after all this, conditional release with the knowledge all regular captains would be providing feedback.
IMO, this is the only way a new pilot can be put in the r/s of a transport catagory aircraft. And by the way, the guy in the left seat DESERVES this, after all it's his ATP on the line!
You've dug yourself quite a hole here with this bunch.
Let me start by saying that the experienced aviators know that when flying in that part of Asia and in Africa, parts of SA, one must raise his game to a higher level.
But how can you raise your personal game when you lack the experience that is gained by flight instruction, air taxi, air ambulance, corporate, commuter, night freight, etc.? This is where your basic instrument skill level is developed, either good or bad. You've done yourself no favor in trying to start at the top of the ladder.
I was in the training dept more years than I care to remember, not tooting my horn just is what it is, here's a short synopsis on what a new cadet (0 jet time) on the A-300 had to look forward to....
1. 200 hours split between 2 instructors
2. 2 oral checks
3. pre final check simulator
4. pre final check on a 4 leg flight
5. oral with mgmt
6. final check- after all this, conditional release with the knowledge all regular captains would be providing feedback.
IMO, this is the only way a new pilot can be put in the r/s of a transport catagory aircraft. And by the way, the guy in the left seat DESERVES this, after all it's his ATP on the line!
