R.A.F update

I would imagine you need to be pretty experienced to even get close to one of those! I take your point about it being interesting, but I would think they’re pretty selective about qualifications and experience etc.

On a similar subject what do you think are the chances of getting a job for one of these today’s pilot/flyer/pilot magazines is? Im sure you have all seen the posts by the people from T.P about how they have tested out new aircraft, attended fly in’s and then wrote a page or two about them, I persume it must include a fair bit of office work typing up your report but then again imagne all those free flights in alll those exotic aircraft.

Really what are the chances?

Regards

R.weaver

Safe legal flying

With regards to weight limits for SEP rating on a JAR licence, I think I’m correct in saying (at least that’s how it works in Iceland) that there is no upper limit for the weight. As long as it is single engine piston, it can be 100 000 kg and a holder of JAR PPL could still fly it.

There are however other items that need careful consideration. If the aircraft has retractable undercarrige and/or constant speed prop, a differencial training is needed, and has to be signed of be a flight instructor in the logbook. The same applies if the aircraft in question is a taildragger.

Another thing that needs to be checked is whether the aircraft in question is on the JAR ‘Black List’ Some SEP types need a type rating according to the JAR, mainly because of their less than perfect safety record. One such machine that springs to mind, is the Piper Malibu. JAR PPL holder can not fly that machine unless having a Type Rating. A list of SEP types that need a Type Rating is to be found in (I think) the AMC chapter of the JAR.

Have to admitt, I have no clue about the UK NPPL rules on weight.:(

The PPL is 5750KG, you can check the details out on the CAA website or the NPPL website, as for the NPPL im quite sure it’s 2750Kg.

Regards

R.weaver

Safe legal flying

Originally posted by R.weaver
im doing the NPPL which allows a MATW: 2750KG, on single engine aircraft with upto 4.p.o.b (Including pilot)

Robert
Are you sure about these figures for the NPPL? those figures sounds like the JAR PPL, I thought the NPPL had lower values like a MTOW of 2000kg.

Correct me if Im wrong please, its 2am and I cant be bothered to troll through the CAA website hehe. 🙂

Dean.

Robert, the smallest aircraft you will tend to find at a dropzone would probably be (in my experience) a Cessna 208, thats 6 jumpers sitting on the floor. You may be very lucky and find a club that uses a C180.
As Moggy has already pointed out, economics play a big part in aircraft choice, I knew of only one club that used a C180. It’s not really economic to use a 4 seater.

Most dropzones have twin engine (BN Islander being the most popular), some of the larger centres have turbine a/c. (Russian ones usually)

C208’s tend to have wobbly props so you would also need ‘complexities’ training to allow for this.

Glidng clubs tend to use Austers, Chipmunks, Piper Pawnee’s, some use motorgliders and weightshift microlights for towing.

I suggest that you get in touch with the British Parachute Association and the British Gliding Association , both are I think still based in Leicester.

Nick

Originally posted by R.weaver
Could you all post what you think I will require in the terms of hours and single aircraft ratings. (For both glider & parachute)

R.weaver

Safe legal flying

I’m not sure what you mean by ratings.

SEP will do as long as the aircraft used aren’t multi-engined.

You will also need to be current / checked-out on the type of aircraft employed. Most of the paradrop sites I know use aircraft that carry more than three plus a pilot. I suspect this is as a matter of economics.

Moggy

I think the winching or parachute drop job would be o.k but I do wonder about how many hours would be required, remember im doing the NPPL which allows a MATW: 2750KG, on single engine aircraft with upto 4.p.o.b (Including pilot) As most parachuting clubs offer a wide selection of aircraft I don’t think this would be a problem, I do know a firm and popular aircraft for the job is the C182.

Could you all post what you think I will require in the terms of hours and single aircraft ratings. (For both glider & parachute)

I will start going to these places and showing my dedication as soon as I have got my licence, maybe I should wait and make sure I get 100hours before I do so, I have about 8hours to go before I finish so on the proposal of sleaping in a tent or bunk-house, I think I could live with that.

Regards

R.weaver

Safe legal flying

Forget the ‘WORKING FOR FREE’ thing, this can , and will backfire on you in many ways. The Para Dropping or Towing is a very good option, but go into it with a very open mind. Don’t visit these Clubs just once (every PPL has done that) but drop in again and again, show them how keen you are. Don’t exspect a red carpet, remember these guys are paying for your hours, forget that once and you will probley be shown the door.

Thanks for the imput chaps, it’s no0t that I would buck the system but I just like to know these little things, I like to have back up plan and if things go wrong I could resort to glider tugging or parachute drop, I do understand that quite a few hours can some time be required to do parachute work.

As for flying your boss round if he insists to pay you then that’s o.k, I know of people who have flown clients out on PPL’S and then be paid for the flight planning, I just can’t figure how my school teacher/supply teacher doe’s charter on a PPL for a living, I wonder how he is paid.

Regards

R.weaver

Safe legal flying

First of all Robert, well done on getting as far as you have done with the RAF. Still a long way to go.

Building your hours. As far as I know the only reasonable ways to build hours with a PPL is by flying as a tug pilot at one of the many gliding clubs, or by dropping parachutists. If you chose the meat-bombing option there are other opportunites such as packing canopies (after training) which can earn you some money, most also have a bunkhouse (£1 a night jobbie), so accomodation on-site. Good attitude and very good sense of humour are essential.

You may know of a photographer who wants some pictures taken, you can share flying costs on an equal basis as you may also do with anyone else (note: equal basis).

I’m not quite sure where you would stand if say your boss needed to get somewhere, and offered to pay personnally, or via his/her company rather than you driving them. -Someone on here will know I’m sure.

Getting paid for flying includes recieving, or benefitting, either with cash or ‘in kind’. Think about the taxman, if he’d like a chunk of what you have just acquired, then the CAA would probably want a word aswell if it had been gained by flying.

You would first need to build some hours before any club would take you on as pilot, I should imagine due to insurance. Most gliding clubs also insist on previous gliding experience. You might get somewhere to pitch a tent.

Best of luck, but don’t try bucking the system (too much). It’ll come back and get you twice as hard when you least expect it.

Nick.

Air Charter/Taxi work is still classified as a “Revenue Earning Flight” is it not? if so then regardless of whether the pilot is paid or not still constitutes the pilot needing a CPL?
It sounds like your uncle did this a long time ago if he’s ex BA? (correct me if Im wrong), Also what were to happen if you took a client somewhere and the weather closed in and you ran into IMC? not a good situation to be in, and someone correct me if Im wrong again but to do Air Charter/taxi work do you not need 700hrs PIC?
Robert, have you downloaded LAZORS from the CAA website? if not mate I would consider doing so and having a very good study, all your answers would be within although admittedly LAZORS can be a tad ambiguous at times.

Dean.

Robert

What was the position you were applying for? I don’t know you’re educational history, or whether you were considering applying for a commisssion, but have you not thought of a sixth form scholarship with the RAF?

To be honest Robert I’m not 100% sure about the legalities on this one. I would however mention that I know quite a lot of ex-Army and ex-Navy helicopters and they are all absolutely great blokes without the ‘chips on their shoulder’ approach that you can experience with a small number of RAF pilots. Much more down to earth and real life.