Re: Bearskin, Thunder Air, Wasaya
Posted: Fri Sep 24, 2010 5:34 pm
Let me dig out my grade 9 social studies text... I think that is when we first learn of supply vs demand.
http://www.avcanada.ca/forums2/
to be completely honest the best pilots to fly with were the ones with 250 hours when they started and not the people that came in with experience because they didn't have any bad habits and could be taught how to fly the metro right from the beginning. I believe one of the hardest people to train at the company was a guy that came in with 5000 hours, not because he wasn't experienced because he was but he just had a hell of a time adapting to a completely different plane.scopiton wrote:it's not bad in itself to get a ground job while finishing your IFR/ME/CPL/IATRA thing.
the problem is, when you do this to get a right seat, you're distorting the hiring game for the other guys next to you.
ramp people get hired after few months/years on the ramp but they have close to none flight experience and half of it is with an instructor.
so what does really qualify them for a right seat in such company than any other pilot sending his resume with five times more experience who doesn't get hired ?
then what are the real requirements for the position ? Fight experience or ramp experience ? how do we count that ?
will we have to work on the ramp with a valid ATPL to obtain this seat within a good company ?
what is more valuable : a guy who towed aircraft on the ramp, or flight experience in sometimes adverse weather, approach to mins, severe icing enroute ?
it's not even a question of work ethic, but working on the ramp to get a flying job is the best mean to minimize the value of flight experience toward employers.
you guys are burning the bridge who could help you reach the other shore one day.
Bingo!dab81 wrote:I've also got a problem with that ramp work=apprenticeship for new pilots argument. Sure, lawyers article and doctors reside and mechanics apprentice. I'd say the closest a pilot would come to such a comparison would be the right seat. That's where they'll learn the trade while paying their dues(FO pay and schedule). Of course it's a weak comparison as it doesn't account for single pilot/piston ops.
Nothing wrong with flying with a guy with 250 hours. But two or three years kissing ass on a ramp often leads to a bitter pilot. Personally, I like the guys with around 1500 hours. It's not quite flight school, but they still have something to learn (Don't we all?) and they know it. I suspect the problem you have with a 5000 hour pilot is, that he may just have something to teach you, and you just don't want to admit it. BTW, I'm real curious. Just WTF is a "completely different" airplane?fish4life wrote:to be completely honest the best pilots to fly with were the ones with 250 hours when they started and not the people that came in with experience because they didn't have any bad habits and could be taught how to fly the metro right from the beginning. I believe one of the hardest people to train at the company was a guy that came in with 5000 hours, not because he wasn't experienced because he was but he just had a hell of a time adapting to a completely different plane.scopiton wrote:it's not bad in itself to get a ground job while finishing your IFR/ME/CPL/IATRA thing.
the problem is, when you do this to get a right seat, you're distorting the hiring game for the other guys next to you.
ramp people get hired after few months/years on the ramp but they have close to none flight experience and half of it is with an instructor.
so what does really qualify them for a right seat in such company than any other pilot sending his resume with five times more experience who doesn't get hired ?
then what are the real requirements for the position ? Fight experience or ramp experience ? how do we count that ?
will we have to work on the ramp with a valid ATPL to obtain this seat within a good company ?
what is more valuable : a guy who towed aircraft on the ramp, or flight experience in sometimes adverse weather, approach to mins, severe icing enroute ?
it's not even a question of work ethic, but working on the ramp to get a flying job is the best mean to minimize the value of flight experience toward employers.
you guys are burning the bridge who could help you reach the other shore one day.
That's easy....an MU2Just WTF is a "completely different" airplane?