Salary to commence upon successful completion of PPC ride and working comprehension of WinAir program. (Training to be provided). There is a training bond of $2500, in the form of a promissory note and prorated over 12 months.
Ok, I worked here and did have alot of fun but when I read this I wondered what the hell.
My question is this, what are you paying said individual before the PPC ride and comprehension of the WinAir program.
The way that I read that is cause it doesn't say that you are there for the first bit at what, nothing?
WinAir is a maintenance parts tracking program designed to help with TBOs, serial numbers, tracking, cost etc.
As for the 15 hour Duty day it is legal, its an Opspec, but there are limitations.
The pay is based on just being available so if you miss the phone call/page because you are away from the airport you miss the money. On 15 hour days, the pay is poor but on days you don't have to fly (which are few and far between in the summer) its a pretty good wage.
I'm also going to go ahead and guess that the PRM duties are included in that $150/day as he specified that you are to devote 1 hour per day to said duties.
As for the whole bond there Saucer, its a promissary note its not cash up front.
Feel free to correct me Anonymous1 if I missed anything.
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I'm never played as the villian in the stories I've told.
Why would anyone be the TC fall guy as PRM for no extra pay, assuming that to be the case.
The position of PRM is really a mine field of responsibility and a company can not operate without a PRM, therefore it should be a high paying position.
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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.
WinAire is just the maintenance tracking program. Poor choice of wording - it has nothing to do with the training and would be done after the PPC ride. Salary could commence on initial date of hire if the candidate had sufficient prior IFR experience and could be put on line fairly quickly.
Only very occasionally would a 15 hour duty day be required. Over a full year, the wage would be far higher than $10 per hour as you may only fly 12 days per month in the off season but be paid for every day you were available for duty (i.e. not inebriated and can be reached by cellphone.) Pretty simple really.
$150/day for PRM and line pilot is garbage...I'm reminded of the old PWA days. If they want a person with maintenance experience and want to keep them interested in the job, the money has to be there. If something goes wrong, the PRM is one of the first people TC goes after.
Then Superior wants to throw a 12mo-$2500 promissory note on top to fly single pilot IFR while you're not pouring over the books, tech records, CARS, ordering parts and talking with maintenance. Add to it some 15hr duty days....not a chance.
Oh yeah...and you get the distinct pleasure of living in Red Lake.
$250/day...I might consider it.
Please understand that I am in complete sympathy with Superior Airways as far as ability to pay goes.
The overhead caused by paper compliance on top of all the other operating expenses makes operating a small charter company almost impossible.
The requirement for PRM is just another nail in the coffin for operators, put in place for no other reason than to off load acountability and responsibility from TC.
Anyhow that is the way things are now in aviation and pilots are at the bottom of the barrel as far as importance goes in aviation as is evident from the pay they can be had for.
I have no idea what the answer is because once TC gets something into the pipe line it is very unlikely they will recind the requirement.
One thing I am sure of is any small company who loses their PRM is living on a short time frame OC wise.
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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.
Thanks for all your input. The position has now been updated and should clarify the issues posted here. The wage is posted for what can be supported by the given client base. I apologize if it is too low but that is the nature of private air carriers when competing against airlines who can set rates offset by government hand-outs. Unfortunately the training bond is required due to the present industry movement and will be removed as soon as the airlines cease hiring.
Oh for sure Cat. I agree. Planes fly on paper these days. And your correct it removes accountability and responsibility off TC and off the AMO as well.
It's tough for small operators to make a go at it in this market. My post was moreso commenting on the duties and responsibilities along with poor schedule and low wage. With the job as posted, it would be difficult to attract anyone with any experience in PRM or MIFR flying either.
I too am in sympathy of Superior and any other operators in a similar position. Esp. in todays pilot market. Many ppl they would like to hire are already driving a turbine.
Few people in aviation realize that the PRM position is who you blow in TC, not what you know.
It was the inability to get a PRM approved that finally bankrupted me, they turned down three candates over a period of a year and a half and when I tried to get approval myself it was denied. This despite the fact that I had held the position in two previous companies.
So how do you account for the fact I have been working as a airplane mechanic for decades and am a partner in a warbird restoration business in Europe that restores airplanes all over the planet?
Yet there are literally dozens of small operators with PRM's approved who wouldn't know a bolt from a nut.
The whole thing is a farse and a power trip for TC.
I am coming to the opinion that it is better to just operate without their approval.
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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.
Cat, The TC inspectors that look after Superior are surprisingly good guy's. If you can pass the written/oral evaluations and you're not a complete retard, than you will get the job. I am only speaking on behalf of a select few at TC in that region though. Move south 800 miles and you are surrounded by a bunch self serving paper pushers.
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Pierre Maguire should have his larnyx ripped out! IDIOT!
The problem with the PRM position is that it is a no brainer when it comes to applying and being accepted. It is an interview and simple test. The problem happens when small companies struggling to survive, have someone fill the position who doesn't have a strong background in maintenance and CARs
It is one thing to fill the position, yet another to understand the liabilities and responsibilities of the position you are undertaking.
Exactly. If a vendor makes an error in trace certification on the 8130, its the PRM on the hook. Yet the interview just asks...can you use untraceable parts? They don't go into detail until the audits and then its too late. Its not a hard job now that its all set up but you're absolutely right; it needs attention to detail and some experience to do the job competently.
Flyinghigh...Quest still on schedule for '07 with 5000 fpm off the deck from a 500' groundroll. How's the Dash treating ya?
tsgas wrote:sounds a lot like slave labour to me. Maybe the owner should consider in investing in a Tim Hortons or Robin Donuts where the real money is.
If you think a job with an honest operator paying what they can on a good aircraft, building great time for your resume, not asking you for a dime upfront is slave labour, you need to open your eyes and look around the industry. 2 Years ago I would have killed to work for this guy.
I know of a guy named Ravi maybe you'd rather work for ?
-=0=LiR=0=-
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Sometimes I think it's a shame when I get feelin' better when I'm feelin no pain.
Sounds like you're an underachiever. Look up look forward and never sell yourself short.
When you stop believing in yourself ,your doomed, to a low life /low cost operation.
Having worked with B-z-k-r. I can't see him trying to take advantage of you. maybe he's had to introduce a bond because some putz/es didn't honour their word. Yes getting on a bigger a/c asap is important, however living up to your word is more important. Are the wages low probably, but it is what that particular market will bear. How long is the bond for? any money up front, held in trust etc.... If you don't like it don't take the job. But then Honour your word.
Something a lot of pilots don't see is the time you invest in a new pilot in their first IFR job. This sort of sets the stage for their entire career and there is an incredible amount of training that has to occur in the first year of an IFR career. What all small operators lack most is time. To fly with a new hire for 3 months and try and relate some of your experience to him so he can be safe and successful is 3 months of dedicated time taken away from other work. Some operators just release you day 1 and are very familiar with the whole insurance claim thing. The alternative is to put the effort in for a safe operation and a bond may discourage other operators from stealing your pilots until you have had some repayment in terms of training time. The gas and oil isn't what a bond is about for a lot of small operators. Its the fact that you are bottom of the food chain and as soon as the pilot is up and trained, every turbine operator out there wants a crack at him.
