I think that “ageism” is an issue in any high capital business and it is natural for companies to look for age and experience when filling senior posts or committing to large funding – especially for start-up businesses.

To draw an analogy, do you think young people would fare any better if they tried to raise big funding to launch from scratch, say, a serious motor racing team ? – they might be the most promising racing driver in the world, but the banks and backers would push for a mature and experienced principal to head up the new outfit, or have someone experienced controlling the purse-strings.

The big difference here (and i am not trying to be clever) is that the real Branson had already launched Virgin Music on a shoestring (selling records by mail order) and then over the next 15 years expanded the business into an international major record label BEFORE getting into anything as costly and risky as an airline.

So he had age and experience of big business by then.

You guys who are studying as pilots or getting airline management degrees are inevitably going to meet a “so what?” attitude when you present yourselves and your qualifications to prospective employers – its the same in any high risk / high capital business.

You are going to meet the Alan Sugers of this world who have earned their money the hard way and arnt going to entrust it to anyone who doesnt seriously impress them !!

Excellent shots – v good indeed.

Think I have to agree with you on this. I honestly thought that AlphaOne would succeed, just goes to show how wrong I was. Mr H seems of taken all my luck I gave him in previous posts and thrown it back in my face…lol! :diablo:

I actually think he probobly could still succeed at an airline business, given the admirable drive and self-belief that he shows and coupled with the experience he must have now gained (however painfully that experience was gained…).

I do think it would require A1 being written off or at the very least a change of name to give a fresh start / fresh reputation.

If he had put more effort into planning and preparation and less into basking in self-glory, then i am quite sure that A1 would be succesfully crossing the skies now and making money.

Its the rule of the 6 P’s.

Michael

you have to have a licence to flay scale models, when i flew models there was a guy with a lancaster bomber it had a 12ft wingspan and he had to have a licence.

I used to fly r/c models extensively “as a lad” and recall you were always covered by specific CAA regulations which govern where and when you can fly model aircraft of any size.

In practice, it broke down into 2 sets of regulations – simple ones for small models meant observing some fairly common sense CAA regulations about avoiding people and property and of course avoiding any restricted airspace.

Model aircraft clubs and flyers at regular sites would involve the local ATC to let them know where and when they flew and would usually be given a blanket clearance to fly there at any time. The ATC would, in turn, notify low-flying “real” pilots to avoid these areas above flying clubs by routing them above the agreed ceiling for model aircraft, which i think was 500ft (which is a heck of a lot for a small model plane – it would be well out of sight by then).

I do know that model flying clubs have in the past succesfully gotten real pilots disciplined by the CAA for invading the models clubs airspace !!

more complex regulations involving ATC clearance for model planes above a certain weight (which i think was about 20 pounds in weight) – this meant the same regulations as above, plus the model had to have a failsafe system -usually this meant on-board electronics which could detect loss of signal from the transmitter and would command the plane to fly lazy circles until the fuel ran out.

Very large models above a certain weight (50 pounds i think) were treated exactly the same as real aircraft and needed all sorts of certification from the CAA which involved detailed reports of how it was built, of what materials and what safety and backup systems are aboard. For instance, very heavy models are often required to have a safety parachute which can be deployed
remotely if loss of engines / control is experienced and also dual radio systems was sometimes a requirement.

I do know that the model flying governing bodies work closely with the CAA to determine standards and guidance to make all this as painless as possible for the builder of large models.

From experience it can take anything upto 90 minutes to transit through LHR.

Never have understood why i queue at MAN to get airside, fly to LHR and then queue again to get from airside to airside to continue the journey.

I suppose it is the old English passtime standing politely in a line again.

Lee

all very true.

My experience has always been about 45mins for the flight from engine start to engine shutdown -15mins climbout, then 15mins level flight, then 15 mins descent 🙂

MAN to GLA is almost exactly the same.

ahemm…MEANWHILE, BACK ON-TOPIC…. i am very biased and have not been to many other airports (other than as a passenger – then i’ve been to lots n lots:)

…but i love the Southside at MAN alongside 24L – you can get incredibly close to the aircraft and get taxi and rotation shots or move a short distance and get them coming in on either 06 L or R.

I do agree with the comments about the sun in your eyes at the MAN AVP tho.

Well Guys and Girls, I’m thinking of taking Mrs Pierre to Las Vegas for a few days to see her favourite singer as she is in much need of a holiday and a break for current day life.
I understand that BMI fly this route direct, anyone flown it?

Cheers Paul

/are you a Manilow widower too ?? – my wife is potty about him and has travelled all over the world to watch him.

I just dont get it – not for the life of me. However, i have noted his Vegas residency, which might make for an interesting holiday.

Michael