Nah, wastes the time that could be used having fun. In any case it only makes them feel good if they are opressed.

Good point – hadn’t thought of that. 😀 🙂

Waaaaahhhhh! Don’t understand all this dollar/pound discussion!
I was always under the impression that the Yanks paid much less than us for fuel whether it is for cars or aeroplanes. I also thought that it was because in America any government who put the prices up would be out on their ear – a bit like the gun laws. The Americans seem to have these political no-go areas that we don’t. Can any Americans on here let me know if I’m right or if I’m talking crap again?! 😀

I like the French – wouldn’t say that Brits in general have anything against them. It’s only ignorant fools who dislike a whole nation.

But bear in mind the nature of the job. A lot of Atlantic’s work is ad hoc charter. You’ll be sitting at home, the phone rings and within ah hour you are on your way to some airfield in Norway to pick up oilfield parts.

Moggy

Problem solved – I could never do that job. Wouldn’t be able to be ready quick enough – would need at least an hour’s notice to get my makeup on and pack my bag!!!

Yes.

You’d get a first rate training. Earn your twin rating and IR on a Cessna 310 – nice ship, and then go on to train on Electra, one of the most beautiful large aircraft flying today. And get paid for doing it.

Even if you eventually quit and went back to whatever it is you are doing at the moment to earn a living that is so much better, you will at least have had the experience. They can’t take that away from you.

Anyway, Atlantic’s freight charter work and pollution spraying (if they still have the contract) must be about the most interesting commercial flying thats available today.

Does look like you need a PPL to qualify though 🙁

Moggy

Thanks for the replies Moggy, Steve and AF but you’ve just made me feel worse!!! Thing is, I like flying and all but never really fancied commercial flying. I’m training to be a lawyer 😮 😮 😮 😮
Hope I don’t regret it when I’m middle aged!!!

Having reviewed my observation that turning back from 1,000 feet is no problem, I still feel it should be no problem, assuming you are not flying a Space Shuttle, or anything returning to earth with similar velocity.

As this is GA forum, if we consider very much average types such as Cessna 150/PA-28 they will descend in a glide at about 750 ft per minute on thereabouts (going from memory a bit ) if flown at best glide speed. Surely, in excess of a minute is sufficient time to execute a 180 degree change a heading – in a Cub I can do that in well under 10 seconds, probably 5-6 if really well-motivated.

Whether you climbed out steep, shallow or inverted doesn’t make a busting lot of difference- the fact is, you are there, close to the airfield boundary, at 1,000 feet, and I can think of no good reason not to turn around, at a good safe speed and nicely balanced, and return to the airfield with all the emergency facilities which are there if required. I would usually prefer a downwind/crosswind landing on an airfield than into wind ‘out in the rough’, unless it is somewhere nutty like Nayland, on a hill.

Of course if the airfield is beyond gliding range, there may not be much point in turning back, so if you happen to be flying a Bleriot, and it has taken you five miles to reach 1,000 feet, it is not an option anyway.

As FC stated, there are indeed many variables. Whichever way you go, the main thing is to still be in controlled flight when you return to earth.

Glad we cleared that one up 😉

Great book – shame about his personality 😉

I went last year and was quite impressed although I haven’t bothered this year. In fairness this is partly due to lack of spare time but I don’t feel like I am missing out hugely to be honest. Glad it seems to have been successful though.