Oldtimer, just cause those Keystone boys have a habit of landing near cywg, if not necessarily at the airport or on any of its runways, well thats no reason to slander a perfectly shoddy operator...
PADED log books ?
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Regruntled
- Rank 2
- Posts: 75
- Joined: Mon Feb 16, 2004 2:20 pm
What would most of you do in the following situation (the one in which I find myself) ?
Before I started working for the company I'm at now, I had the following jobs:
1. Ultralight Instructor (day only)
2. Traffic Watch pilot (day/night local)
3. Islander pilot (day VFR only)
As you can see, none of these jobs offered the opportunity to (legitimately) log Night X-Country PIC, of which you need 25 for your ATPL. I have managed to scrounge up 18 of these hours but still need another 7 to get my A licence signed off, which I need to be upgraded where I'm currently employed. I've done 250 hours total night time, much of that under pretty challenging conditions up north, but copilot time doesn't count. All of the other time requirements I exceed by a good margin.
I am one phone call away from putting the rest of those hours in my logbook. All I have to say is:
"Dad, please write in 7 hours of night time in your JL for me so I can get my ATPL and I'll give you lots of passes when AC hires me, I promise!!!"
He doesn't understand why I haven't asked him to do that. Sometimes, neither do I. But when I do get where I want to be in my career I want to be able to say I did so with integrity. As a result, I may find myself buzzing around the sky in a rented 172 pretty soon. I'd rather gargle bleach (because I'm cheap, I'm not trashing 172's) but what else can I do? Needless to say, I sure wouldn't look too kindly on anyone I knew who cheated the system that way.
Before I started working for the company I'm at now, I had the following jobs:
1. Ultralight Instructor (day only)
2. Traffic Watch pilot (day/night local)
3. Islander pilot (day VFR only)
As you can see, none of these jobs offered the opportunity to (legitimately) log Night X-Country PIC, of which you need 25 for your ATPL. I have managed to scrounge up 18 of these hours but still need another 7 to get my A licence signed off, which I need to be upgraded where I'm currently employed. I've done 250 hours total night time, much of that under pretty challenging conditions up north, but copilot time doesn't count. All of the other time requirements I exceed by a good margin.
I am one phone call away from putting the rest of those hours in my logbook. All I have to say is:
"Dad, please write in 7 hours of night time in your JL for me so I can get my ATPL and I'll give you lots of passes when AC hires me, I promise!!!"
He doesn't understand why I haven't asked him to do that. Sometimes, neither do I. But when I do get where I want to be in my career I want to be able to say I did so with integrity. As a result, I may find myself buzzing around the sky in a rented 172 pretty soon. I'd rather gargle bleach (because I'm cheap, I'm not trashing 172's) but what else can I do? Needless to say, I sure wouldn't look too kindly on anyone I knew who cheated the system that way.
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Cat Driver
- Top Poster
- Posts: 18921
- Joined: Sun Feb 15, 2004 8:31 pm
Regrunteled :
The very last thing you should do is falisfy any legal document, especially a log book to qualify for a higher license.
However it might be a good idea to write to the Director General, Civil Aviation and let him know that I have advised you not to be dishonest, unlike several of his top level managers here in the Pacific Region who the Director General sees nothing wrong with their being dishonest..... ( He will recognize my name, that I can guarantee you. )
I just couldn't resist that little dig at the system.
But seriously, never falisfy records, you may someday live to regret it.
At least this way you have integrity, which is more than can be said for some of those in TC who enforce these rules. Don't wallow in the slime with the swine.
. E.
The very last thing you should do is falisfy any legal document, especially a log book to qualify for a higher license.
However it might be a good idea to write to the Director General, Civil Aviation and let him know that I have advised you not to be dishonest, unlike several of his top level managers here in the Pacific Region who the Director General sees nothing wrong with their being dishonest..... ( He will recognize my name, that I can guarantee you. )
I just couldn't resist that little dig at the system.
But seriously, never falisfy records, you may someday live to regret it.
At least this way you have integrity, which is more than can be said for some of those in TC who enforce these rules. Don't wallow in the slime with the swine.
. E.
Last edited by Cat Driver on Sun Apr 04, 2004 5:05 pm, edited 1 time in total.
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.
After over a half a century of flying no one ever died because of my decision not to fly.
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Regruntled
- Rank 2
- Posts: 75
- Joined: Mon Feb 16, 2004 2:20 pm
I'm afraid I've already squeezed out every 0.1 of x-country time I legitimately can, and still come out short. Also, I hope everyone understands from my previous post that under no circumstances will I EVER log ANY time I don't actually fly.
I just hope I don't come across anybody who pads their logbook, after I end up renting an A/C after over 2000 hours of flying in order to be legit.
Cheers,
R.
I just hope I don't come across anybody who pads their logbook, after I end up renting an A/C after over 2000 hours of flying in order to be legit.
Cheers,
R.
SPLITs - I wonder if that fiasco was the product of a poorly trained pilot, a product of a shoddy operation, bad luck, bad judgement on the part of the pilot, poor supervision and training by the ops manager or chief pilot, pressure from the owners, pressure from the lodge, pressure from the customers and would things have been different if the pilot had a co-pilot. or would a co-pilot just put them another 182 lbs over gross. Would you, as a co-pilot sitting in the right seat, have said anything? Would you as a captain with a co-pilot have stood up to pressure. Is there strength in numbers or are you just 182 lbs heavier. I am not trying to be fecetious or anything. I am just curious as to the effect of a second pilot. I have read about pilots doing really stupid things and I wonder what a affect a second pilot would have. I read about a pilot of a Corvette, a French jet like a Lear, in Portland ORE. could not get one engine started so he attempted a single-engine take-off and an airstart of the second engine. Unfortunatly, he did not make it and about 6 people died. I also read about an American businessman on vacation with his wife in a Cessna 421. Going home, WX crapped out and he didn't have an instrument rating so he took off and planned to fly formation with his friend in a Beech 90 who had an instrument rating. Last they saw of him, he fluttered out of the bottom of a cloud missing a wing. Would pressure from a second pilot or support from a second pilot make a difference?
The average pilot, despite the somewhat swaggering exterior, is very much capable of such feelings as love, affection, intimacy and caring.
These feelings just don't involve anyone else.
These feelings just don't involve anyone else.
Here's one The new journey log books do not have a row for flight time just air time. That means since the pilot logs air time and the journey log has air time there is going to be a difference in times.
I wonder when TC asks to see the Journey Log how they're going to recincile the difference.
I wonder when TC asks to see the Journey Log how they're going to recincile the difference.
I wish I could spell
Sadly, you probably will. One can only control what they themselves do. At the end of the day those with integrity rise above most of the 'cheaters'. IMHORegruntled wrote: ...
I just hope I don't come across anybody who pads their logbook, after I end up renting an A/C after over 2000 hours of flying in order to be legit.
Cheers,
R.
Good on ya for staying true to yourself. Hang in there it will pay off.
Oldtimer,
I believe one accident was a training flight and the other a Metro. The training flight accident killed a friend of a coworker of mine, she went to the funeral. IFR training in IMC (theres another thread on this) with the idea thrown out of probable flight into wake turbulence on approach in IMC. I trained there on my initial. Same sh*t, different location. Not better nor worse than anywhere else.
As for the 182lbs in the right seat - I dont know. Been left seat/right seat and as Im sure you know it all depends on the personalities involved.
Good stories about dumbasses doing dumbass stuff though oldtimer!
SplitS
I believe one accident was a training flight and the other a Metro. The training flight accident killed a friend of a coworker of mine, she went to the funeral. IFR training in IMC (theres another thread on this) with the idea thrown out of probable flight into wake turbulence on approach in IMC. I trained there on my initial. Same sh*t, different location. Not better nor worse than anywhere else.
As for the 182lbs in the right seat - I dont know. Been left seat/right seat and as Im sure you know it all depends on the personalities involved.
Good stories about dumbasses doing dumbass stuff though oldtimer!
SplitS
Keep flying till the noise stops.
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Northern Flyer
- Rank 6
- Posts: 437
- Joined: Sun Feb 15, 2004 8:40 pm
A resume being different than your logbook can be tailored to suit the job you are pusuing. The resume is a tool to get an interview. During the interview you can impress them with your desire to spend your career there.SkyDog wrote:What about dumbing down your resume?
If I have all the bells and whistles and 10000 hours but because of the way this industry is I wanna get a float job in the north should my resume only show a float rating and my float time?
Would anyone hold the atpl against a person?
