Nice theory but complete bull!

One of the key things we were always grateful for was the handling. In many parts of the world (including the Channel Islands where I was based when flying these) the turboprops fly from the highlands and islands. The big jets tend to operate from nice inland or coastal flatlands where the weather is never too bad. The remote locations where these things tend to operate from are where you get 30 knot crosswinds in fog, etc and these aircraft are at best capable of Cat 2 without an autoland capability. In other words your first view of the airfield is out of the side window (because of the crosswind) seconds before touchdown (at 100′) but you must click out the autopilot and get used to the conditions in that time. Believe me, Cat3b with no decision height is 10 times easier than Cat 2 with no autoland.
The Saab always made life easier than some in these circumstances as it only used ailerons for roll control. The ATR (for example) also uses roll spoilers which are a pain in a strong crosswind as they tend to swing the nose into the crosswind at a point when you would be using the rudder to try to do the opposite. You could always tell an ATR pilot by their nervous twitch if the wind got a bit cross! The ironic thing was that a few years ago the Saabs I flew were replaced with… ATRs!

No disrespect but frankly I don’t think it would appeal to anyone with the experience levels you would like. There are hundreds of zero experience frozen ATPL’s that will bite your hand off for their big start for next to nothing but they’ll be off in 6-12 months, lured by a 2 crew turboprop or regional jet. Those with experience are generally in long term employment with good prospects, lifestyle protected by scheduling agreements and looking forward to benefitting from adequate pension packages. What you are offering gives the promise of hours that won’t suit a family man, unsupported operation, etc but worst of all these jobs have a habit of dissappearing at the owners whim a year or so down the line. I for one wouldn’t give up my warm and cosy 4 engined jet job for that risk… unless you paid me a figure I could retire on if it went pear-shaped a year down the line. I’m sorry if this sounds a bit snotty, it’s not meant that way, it’s just that anyone in an airline position is likely to see it with those eyes.

I flew them (340, not the 2000) for a couple of years a while back. Complex little bu99er. Pretty little thing with lots and lots of kit onboard. Your feet were too close to the outside skin of the aircraft and would get really cold in winter if you didn’t wear thermal socks. I used to think having the single toilet down the back was a pain until an ATP pilot told me that their toilet dumped its odours stright into the flightdeck!

Basic piloting rule of thumb for choosing aircraft types – if you can’t walk underneath it without ducking then the lifestyle and pay will suck. Has always worked for me.

Funnily enough, one of the things that can cause you to incorrectly fail a test are these mouth washes!

While on this subject, I read a very interresting article a couple of years ago in a good quality magazine saying that foods high in poppyseed content such as muffins, bagels, etc can cause a drugs test failure due to the inability of these tests to tell them apart from opium. They ran tests and had people failing on scarily low consumption levels.

Thanks Steve, that is much appreciated.

On the subject of court action, the problem with trying to nail the gutter press is that they very carefully ensured that while discrediting to the best of their ability, they never actually said a name. Unfortunately, the industry is small enough that internally many people know who was involved so this person does not enjoy professional anonymity. You can’t claim that your name has been discredited if your name wasn’t actually mentioned! So the maddening thing is that once again the press get away scot free.

…The BAC for aviation is 25% of the limit for driving. This limit was set because it is the lowest level at which reliable detection is possible. The limit was not set with reference to any perceptible degree of impairment that occurs at that BAC. Setting the limit at such a level accounts for the high number of false positives that have occurred…

20 pro mille (25% of the driving limit) was also chosen as the base line due to the fact that the body produces alcohol as part of its natural processes. Even someone who has never touched a drop of alcohol would not show a 0 blood alcohol count.

On a different note, our agreement with the company is that after any random drink or drugs test we have the option to stand down from duty regardless of the result of the test. I have never known anyone choose to operate afterwards.

Lets hope the irresponsible imbecile loses his job

Steve, I frankly don’t know what’s up with you these days. You used to make really good posts on a variety of subjects but nowadays you seem to jump to the worst conclusions based on the atrocious evidence presented by the media. If this is your true viewpoint I can only pray that you are never called for jury service or whatever the equivalent is in Australia.

Perhaps it would be a good idea to remember the last time a Virgin pilot was branded across the media as reporting for duty when drunk. I don’t suppose you bothered to find out that he was completely and utterly innocent did you Steve. He had been on a diet that causes a change to the odour in your breath, exactly the same as can happen to diabetics when suffering from over/under (can’t remember which) their normal blood sugar level. Funny that, exoneration from blame doesn’t make the headlines. In the meantime people with your witch hunt viewpoints ruin careers.

I know the individual in question and will not post certain details at the moment due to the sensitivity of the situation.

VERY ANGRY

(edited 2-11-07 to change epileptic to diabetic)