CAA Flight Ops Inspectors
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CAA Flight Ops Inspectors
Being a current TRE with a reasonable sizable Airline, I'm considering applying for one of the above jobs in Flight Int. Does anyone have any knowledge of the Interview Questions, of the job itself, of how secure it is, of how much current peoples enjoy it?
All the usual questions, but I know a couple of good guys doing it at present, and it looks much more secure than the Airline business!
All the usual questions, but I know a couple of good guys doing it at present, and it looks much more secure than the Airline business!
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Money and conditions are far better than previously; I have a friend who reckons it is the best move he ever made. Every weekend off, leave whenever you like, flying once a week or so to keep your hand in, and of course being involved in making the whole industry safer. If I had the necessary I would have applied a long time ago.
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Some take to it and stay. Some find it not to their taste and return to the airlines, usually in a management position. You need to be able to handle committee work and endless meetings.
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Yes its a position I intend to take up when I feel the time is right.
The vast experience I can bring from my Air Force days will benefit many airlines and not just BA, as at present.
LF
The vast experience I can bring from my Air Force days will benefit many airlines and not just BA, as at present.
LF
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Great galloping brals.
Rider, if you are who I think you are, and you go for it, you will be the third recruit from our bunch to the CAA this year, and about the tenth I can think of personally over the history of Loganair, Manx, BRAL and BACX! It either says a lot for our Company, a lot for our standard of Trainers, or something peculiar about what the CAA is looking for - nothing personal you understand, just wish I had the ratings to get out of this half-horse outfit.
Rider, if you are who I think you are, and you go for it, you will be the third recruit from our bunch to the CAA this year, and about the tenth I can think of personally over the history of Loganair, Manx, BRAL and BACX! It either says a lot for our Company, a lot for our standard of Trainers, or something peculiar about what the CAA is looking for - nothing personal you understand, just wish I had the ratings to get out of this half-horse outfit.
You do realize that CAA stands for campaign against aviation
and something a lot worse,but there maybe ladies reading this.
Of course being ex airforce stands for many good things,being unaccountable to anyone, not having the faintest idea on what makes a business run,and being able to charge like wounded bulls for a non existent service.You also have the whole of august off.Oh and by the way start rolling up your trouser leg now!
and something a lot worse,but there maybe ladies reading this.
Of course being ex airforce stands for many good things,being unaccountable to anyone, not having the faintest idea on what makes a business run,and being able to charge like wounded bulls for a non existent service.You also have the whole of august off.Oh and by the way start rolling up your trouser leg now!
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No disrespect meant to anybody....but I do wonder if they attract the best people for the job with the money that they are offering. Surely the best guys will stay put in their respective airlines?
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I just wonder if one would feel like that if one were a Training Captain with My Travel, particularly a Boeing man. Of course, I suppose the Authority would be wanting more than just a quality of scuttling off a sinking ship!
(No offence intended to MyT, it could apply to a lot of operators these days!)
(No offence intended to MyT, it could apply to a lot of operators these days!)
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3 reasons to join the CAA as a Flight Ops Inspector:
1. It gets you off the roster permanently.
2. You continue to fly but with a senior company pilot who takes responsibility for commercial decisions.
3. The financial package.
3 reasons NOT to join the CAA as a Flight Ops Inspector:
1. You don't like cliquey ex military types in management.
2. You lack an invitation from the local Lodge.
3. You want to take a position on a critical flight safety issue and expect the management to back you up.
1. It gets you off the roster permanently.
2. You continue to fly but with a senior company pilot who takes responsibility for commercial decisions.
3. The financial package.
3 reasons NOT to join the CAA as a Flight Ops Inspector:
1. You don't like cliquey ex military types in management.
2. You lack an invitation from the local Lodge.
3. You want to take a position on a critical flight safety issue and expect the management to back you up.
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Compass Rose,
You forgot....
4. Attempting to impress your civvie colleagues with endless war stories over lunch about your time on *Lightning/Phantom/VC-10/C-130/Wessex/Puma/Chinook (*Delete where applicable). Or Bulldog if you only made it to UAS and still wish to appear as a Steely-eyed ex-forces ace.
5. Having absoloutely no idea about civil aviation, yet making some important decisions concerning......
3 reasons NOT to join the CAA as a Flight Ops Inspector:
1. You don't like cliquey ex military types in management.
2. You lack an invitation from the local Lodge.
3. You want to take a position on a critical flight safety issue and expect the management to back you up.
1. You don't like cliquey ex military types in management.
2. You lack an invitation from the local Lodge.
3. You want to take a position on a critical flight safety issue and expect the management to back you up.
You forgot....
4. Attempting to impress your civvie colleagues with endless war stories over lunch about your time on *Lightning/Phantom/VC-10/C-130/Wessex/Puma/Chinook (*Delete where applicable). Or Bulldog if you only made it to UAS and still wish to appear as a Steely-eyed ex-forces ace.
5. Having absoloutely no idea about civil aviation, yet making some important decisions concerning......
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Ah
Two more bitter civilians. Whats the matter did a nasty ex Air Force trainer have a go at you you undoubtable failings?
Truth hurts I suppose.
Never mind. You have people with my level of training to help you out.
LF
Two more bitter civilians. Whats the matter did a nasty ex Air Force trainer have a go at you you undoubtable failings?
Truth hurts I suppose.
Never mind. You have people with my level of training to help you out.
LF
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Flash,
Thank you for reinforcing my point!
I can get on just fine in the industry without a military flying career to 'impress' people over lunch.....and without, of course, endlessly reminding myself how good I am. Some of us just don't need to shout about it...............zzzzzzzzzzzzzzzz
Thank you for reinforcing my point!
I can get on just fine in the industry without a military flying career to 'impress' people over lunch.....and without, of course, endlessly reminding myself how good I am. Some of us just don't need to shout about it...............zzzzzzzzzzzzzzzz
In the subtle, political world of senior aviation management, the advertised salary for the CAA Flight Ops position sends out a particular message.
I would argue that many of the ills that pilots debate on Pprune arise from the weakness of the work culture at Aviation House. Safety regulation needs to be just that - regulation. The Authority should established a safety position and then ensure compliance by the airlines. Active, and prescriptive regulation is what we need. However, In the UK a grey area exists in the soft relationship between senior Flight Ops staff and their airline counterparts.
For a pilot weary of life on the roster the CAA lifestyle offers a welcome respite. Furthermore, there is the opportunity to make contacts in the industry and progress to the much more lucrative position of Flt Ops Director of an airline. A canny (and ambitious) inspector would do well to nurture his industry relationships as the advert suggests: .
Perhaps being too tough with the airline on costly safety issues might not go down too well. Perhaps, even, granting them a useful alleviation from some inconvenient flight time limitation would help gain their patronage.
Tough, of course, for the pilot colleagues left behind flying the line who find themselves with an exhausting schedule.
Nice, of course, for the Ops Inspector, who gets offered the job as boss of the new low cost airline.
I would further argue that these types of characters actually let down everyone except themselves and airline commercial management. So why are there recruited in the first place?
Well, it has been a long time since there was a major air disaster in the UK. It must be tougher to make a safety case for this and that. So why not make a case for relaxing things a little and help the airlines out? The trouble is that the holes in the 'Swiss Cheese' model are more likely to line up and cause an accident if people keep nibbling away at them.
Back to the inflated salary.
Current market basic salaries:
AAIB inspector: 56k.
Line Captain 62k
CAA Inspector 85k
So who is worth the most?
The line Captain is worth every penny because, as we all know, he /she takes active responsibility 100 hours a month, day and night, for the safety and welfare of all those people.
The AAIB Inspector has an interesting and crucial role. Rigorous with the truth and fully understanding all the safety conditions he is likely to be highly committed to the job. Rather less likely to be sought by the airlines however.
The Ops inspector? Interesting. As long as he / she plays the game with all the others and lets the airline get its way life might be sweet. Comfortable perhaps. Even lucrative. Rock the boat a little to much and say 'Well, hey, this should stop!' and the office doors (on both sides of the industry) will remain smartly closed.
Back to the inflated salary. For those not cherry picked there must be a reward to stay put and sell your erstwhile flying colleagues down the line.
85k rising 92 k + ? Well I guess we all have our price.
I would argue that many of the ills that pilots debate on Pprune arise from the weakness of the work culture at Aviation House. Safety regulation needs to be just that - regulation. The Authority should established a safety position and then ensure compliance by the airlines. Active, and prescriptive regulation is what we need. However, In the UK a grey area exists in the soft relationship between senior Flight Ops staff and their airline counterparts.
For a pilot weary of life on the roster the CAA lifestyle offers a welcome respite. Furthermore, there is the opportunity to make contacts in the industry and progress to the much more lucrative position of Flt Ops Director of an airline. A canny (and ambitious) inspector would do well to nurture his industry relationships as the advert suggests: .
'Your personality and ability will gain you the respect of your assigned operators'
Tough, of course, for the pilot colleagues left behind flying the line who find themselves with an exhausting schedule.
Nice, of course, for the Ops Inspector, who gets offered the job as boss of the new low cost airline.
I would further argue that these types of characters actually let down everyone except themselves and airline commercial management. So why are there recruited in the first place?
Well, it has been a long time since there was a major air disaster in the UK. It must be tougher to make a safety case for this and that. So why not make a case for relaxing things a little and help the airlines out? The trouble is that the holes in the 'Swiss Cheese' model are more likely to line up and cause an accident if people keep nibbling away at them.
Back to the inflated salary.
Current market basic salaries:
AAIB inspector: 56k.
Line Captain 62k
CAA Inspector 85k
So who is worth the most?
The line Captain is worth every penny because, as we all know, he /she takes active responsibility 100 hours a month, day and night, for the safety and welfare of all those people.
The AAIB Inspector has an interesting and crucial role. Rigorous with the truth and fully understanding all the safety conditions he is likely to be highly committed to the job. Rather less likely to be sought by the airlines however.
The Ops inspector? Interesting. As long as he / she plays the game with all the others and lets the airline get its way life might be sweet. Comfortable perhaps. Even lucrative. Rock the boat a little to much and say 'Well, hey, this should stop!' and the office doors (on both sides of the industry) will remain smartly closed.
Back to the inflated salary. For those not cherry picked there must be a reward to stay put and sell your erstwhile flying colleagues down the line.
85k rising 92 k + ? Well I guess we all have our price.
