Other options???

Andrew1 · Post by **Andrew1** » Thu Oct 19, 2006 9:49 am

I was just wondering if there are more than the two "standard" ways to break into the industry? I am instructing right now, and really do not enjoy it. And I've spent a season on the dock, only to get screwed in the end. I would still love to go the floats route, but remain skeptical.

. ._ · Post by **. ._** » Thu Oct 19, 2006 1:09 pm

I always thought there were 3 standard options.

1. instruction
2. dock
3. ramp

I do know of one person in recent history thay bypassed these 3 by being in the right place at the right time with a multi-IFR. A rich guy just bought a twin, and wanted someone to fly with. Dude built a bunch of free multi-time, hung out at the airport, then got right seat on a 1900.

Very rare.

-istp

Clodhopper · Post by **Clodhopper** » Thu Oct 19, 2006 1:10 pm

Gotta love those "right place, right time" stories. Guy I knew ended up right seat on a Twotter with a fresh CPL, M-IFR, 200 hrs, and 25 multi. Not bad. And a decent salary to boot.

Over 40k....

Blue Side Down · Post by **Blue Side Down** » Thu Oct 19, 2006 2:59 pm

I always thought the two step was:

1. Work hard

2. Get lucky

...learn something new every day...

If you don't like where you are... do something different- you've got a lot of power when it comes to your future. If you can see the light at the end of the tunnel.. buckle down and wait it out.

Doc · Post by **Doc** » Thu Oct 19, 2006 3:05 pm

Close, it's:

1.....Know somebody.

2.....Blow somebody.

I'm sorry...I couldn't help myself!

Idriveplane · Post by **Idriveplane** » Thu Oct 19, 2006 3:42 pm

Yuppers, not what you know, but who you know or who you blow. I swear if your an attractive young lady with good bust and a tight waist, you'll get ahead in aviation so much easier, ive seen it happen many a time

SayAgain · Post by **SayAgain** » Thu Oct 19, 2006 9:07 pm

Just wondering where a twin otter FO makes over 40K?

1000 HP · Post by **1000 HP** » Fri Oct 20, 2006 5:19 pm

I tried something else. FIND SOMEBODY RICH AND STUPID WHO OWNS AN AIRPLANE but doesn't fly.

It worked for me. I must admit that i had instructor time as well as taildragger time. But Dumbo did put me on a Beaver with only 7 hours on floats.....

Cat Driver · Post by **Cat Driver** » Fri Oct 20, 2006 5:46 pm

You at least had an easy airplane to learn to fly floats on.

short bus · Post by **short bus** » Fri Oct 20, 2006 5:50 pm

Nice that you show gratitude to people who help you along in your career. Great attitude.

1000 HP · Post by **1000 HP** » Sat Oct 21, 2006 4:22 am

Yep cat driver, i admit, the Beaver is easy to fly. I really don't understand the insurance companies and outfits wanted lots of Cessna time to get a guy onto a Beaver. I think the 185 is harder to fly and has less exits in a crash.

And hey short bus, as far as gratitude, the accountant that hired me on my first job on floats really was a evil bastard. I also flew the 180 for him and after 3 engine failures on that junker, he still refused to fix the problem, so i have a right to my opinion. Also, i flew 900 hours that year, so who helped who?

wheeliedriver · Post by **wheeliedriver** » Sat Oct 21, 2006 2:28 pm

so after the 1st engine failure they figured out what the problem was - and proceeded to not fix it... and you thought it would be a good idea to keep flying an airplane that you now KNOW is going to have ANOTHER engine failure...

And then it has a 2nd engine failure due to the same KNOWN cause, and again they don't fix it... and you get in this same airplane again, knowing that there's still a problem that STILL CAUSES ENGINE FAILURES, and you get in said airplane AGAIN and fly it away again...

And so now you have a 3rd engine failure, same problem again - and this is where it gets a little foggy for me - do they fix the problem and you keep flying it, or do you get back in this broken airplane and happen to luck out and not have a 4th engine failure - leave that for the next guy to come along and fly it...

I know first flying jobs are hard to come by, but we're not talking about alternator failures, or a CHT, or a bad gyro. Engine failures are a big deal, and they do happen, but to go flying in an airplane that you KNOW is going to have one because of such and such a problem?? You're as bad as the guy pushing you out the door buddy! That's just dangerous.

please, a list of every airplane you've ever flown so I can NOT get in them

1000 HP · Post by **1000 HP** » Sat Oct 21, 2006 3:08 pm

Wasnt the engine, just the fuel tanks. Mechanics thought they had the problem fixed the first time. Who can you believe if not the mechanics? It's still out there flying on a "part-time" basis. I guess I'm not the only one with a bad attitude eh?

Finally, when they traced the problem to wrinkled fuel tanks, and the owner refused to change them, i refused to fly it. Get your facts together before you go beakin' off!

wheeliedriver · Post by **wheeliedriver** » Sun Oct 22, 2006 5:59 am

I also flew the 180 for him and after 3 engine failures on that junker, he still refused to fix the problem

read that and tell me it doesn't say that after 3 engine failures he "STILL" wouldn't fix the problem - as in it was an ongoing issue. Be careful what you write, because not all of us are mind readers..[/quote]

Brint · Post by **Brint** » Sun Oct 22, 2006 9:44 am

Highflyinpilot · Post by **Highflyinpilot** » Sun Oct 22, 2006 5:18 pm

Ha Ha, this thread has taken an odd turn, I have to agree with wheeliedriver, after one engine failure i think to myself, after 2 i say WTF, after three I think about my career choice,(that would be the scenario if it were diffrent airplane) but the same aircraft ?????????

Other options???

Other options???

Another alternative that worked for me...

Easy to Fly..

Fuel Flow problem..