Now is the time for float drivers to ask for a raise!

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ragbagflyer
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Post by ragbagflyer »

I agree with you fatso. That's what I've meant when I was talking about higher wages. They should be based on experience AND skill. A seasoned pro on a 206 should make a lot more then a green driver on a beaver. Obviouely in the machines with higher hourly rates there can be more available for wages. A operator can afford to pay a proven bush pilot a higher wage because the pilot saves the company cash in other areas. Good engine managment, and smooth flying save money down the road in maintance. Just think what a few cracked jugs can cost to fix. Customers are also more likely to return if the feel safe flying with a certain pilot, especially in the conditions encountered in the bush. I dont see a problem with a rookie 180 driver making 2500 a month, but I also think there is a lot of room for improvement at the top end of bush flying. It'll keep the best pilots in this line of work instead of bailing for the airlines after toping out at 5 to 6 k month of very seasonal work.
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fatso
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Post by fatso »

I agree,2,500 if he has to pay for lodging,2,000 if lodging is supplied.You got to remember that the boss or higher time driver will have to do trips for the guy starting out.There will be bad weather days,small lakes that the newbie will not be able to go into.A bonus could be paid at the end of the season if he did not ding the floats,damage the plane,scare the passengers,kept the plane clean,tec,etc.An extra 500-1000 per month would go along way to making the pilot look after equipment.
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Cat Driver
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Post by Cat Driver »

The bonus system is the greatest motivator for pilots to look after the airplane.

But the bonus has to be a real carrot to motivate them.

In the end a pilot who is a throttle jockey or just has a poor attitude towards equipment will generally cost an operator far more than a bonus will.
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The hardest thing about flying is knowing when to say no


After over a half a century of flying no one ever died because of my decision not to fly.
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B18rules
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Post by B18rules »

ragbag and fatso have hit this one over the fence! we should close the post now. Finally someone who knows what they are talking about.
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shimmydampner
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Post by shimmydampner »

ragbagflyer wrote: A seasoned pro on a 206 should make a lot more then a green driver on a beaver.
So where's his motivation to move to a Beaver if he has to take a pay cut? That just doesn't make any sense.
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ragbagflyer
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Post by ragbagflyer »

So where's his motivation to move to a Beaver if he has to take a pay cut? That just doesn't make any sense.
Ah, clarification is in order. When I said seasoned I had, say 10000 hours. When I talked of the green beaver driver I had in mind a 1000 hours pilot flying tourists around. Yeah how what I said could be read a couple ways. Obviously a 10000 hour pilot who starts flying a beaver shouldnt take a pay cut, assuming he's staying within the same company.
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Cat Driver
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Post by Cat Driver »

" Exactly my position. 5000 hrs plus float time with turbine experience, making 50-60K. With no ifr or multi time, hardly anyone will even take me right seat, and I'll have to swallow a 30k pay cut. Would a company really rather have a 500 hr pilot with 200 multi over the experience of a 5000 hr driver? The logic baffles me. "
There is no logic in it.

Flying has to be the most ass backwards career anyone could ever work at.

Multi IFR is dog nuts easy compared to flying floats.

Ever thought of getting a lobotomy so you could understand these stupid policies?

Maybe the chief pilots in these IFR multi jobs are afraid you might be a far superior pilot?
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The hardest thing about flying is knowing when to say no


After over a half a century of flying no one ever died because of my decision not to fly.
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