Anyone else have trouble..
#21
Layover Master
Joined APC: Jan 2013
Position: Seated
Posts: 4,309
I disagree. His fear of being away from home seemed to be related to the aerial survey job and nothing more. No need to extrapolate.
#22
Gets Weekends Off
Thread Starter
Joined APC: Aug 2011
Posts: 271
It's a pity that in other countries there is little to no time buillding jobs. A Commercial Multi certificate and 250 hours will get you an interview. It's all about training. Why not have ride along programs where fresh Commercial Pilots can gain experience relative to the operation they wish to fly? Why is this industry set up this way? They do no trust the FAA?
#23
It's a pity that in other countries there is little to no time buillding jobs. A Commercial Multi certificate and 250 hours will get you an interview. It's all about training. Why not have ride along programs where fresh Commercial Pilots can gain experience relative to the operation they wish to fly? Why is this industry set up this way? They do no trust the FAA?
Re-read JohnBurkes post. It's clear that you glossed right over it...
#24
Gets Weekends Off
Joined APC: Jul 2013
Posts: 176
1500 hours is a fair number , it allows the pilots that really want to be here to make it and the ones that don't want to commit to build the time , obtain different jobs in the industry and LEARN along the way to just bail out . Is it easy? No but If you were to ask me if I have learned anything from 250-1500 and I answer no well then I wouldn't be telling the truth .
#25
New Hire
Joined APC: Mar 2016
Posts: 6
I flew for a company out of Myrtle Beach , S.C for two summers and built about 1500 hours. The company is Barnstormers Aerial Advertising. Great guys and had a great time. If you want to build about 600-800 hours in a summer then they are the one. I talked to just about all the other companies and got best feeling with David at Barnstormers.
#26
On Reserve
Joined APC: Sep 2015
Posts: 13
Also based on your original post, maybe aviation is not for you then. Cause you are going to have to make sacrifices.
#27
Gets Weekends Off
Thread Starter
Joined APC: Aug 2011
Posts: 271
Hate to break it to ya, but flying for one of the FedEx feeders is not for you if you think banner towing is "wild and dangerous." I've heard too many stories from those guys.
Also based on your original post, maybe aviation is not for you then. Cause you are going to have to make sacrifices.
Also based on your original post, maybe aviation is not for you then. Cause you are going to have to make sacrifices.
What kind of stories? Banner Towing has a awkward way of picking up the banners. That's why it seems wild to me. Feeder flying is "normal flying" as in flying IFR and such. Not really dismissing banner towing forever however.
#28
Hate to break it to ya, but flying for one of the FedEx feeders is not for you if you think banner towing is "wild and dangerous." I've heard too many stories from those guys.
Also based on your original post, maybe aviation is not for you then. Cause you are going to have to make sacrifices.
Also based on your original post, maybe aviation is not for you then. Cause you are going to have to make sacrifices.
It's a long shot but do you work for air America in Daytona, Florida?
#29
Disinterested Third Party
Joined APC: Jun 2012
Posts: 5,926
What's awkward about it? Fly over the banner, snag the loop, tow. Drop. Fly slowly, Fly back and forth. Wild and dangerous? If that's wild and dangerous, then we'll all live a very, very long time.
#30
Instructing effectively goes way beyond just sitting next to (or behind) a student and pointing out errors. Almost any pilot can do that. Really teaching someone starts with knowing how to clearly describe each maneuver and action in detail before you ever get to the aircraft. When you’re on an instructional flight, there are times when it will really help the student to correct an error on the spot with some inflight instruction. There are just as many other times where you need to leave the guy alone (obviously there are limits) to hopefully recognize the error on his own because when he does that it’s all him. He’ll be far less likely to repeat that error because he figured it out without your little bird voice in his ear prompting him.
Finally, when you’re back on the ground talking about the flight, ask questions – determine the guy’s thought process, why he made the choices he did and then you’ll know what type of techniques or instruction to offer.
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