Hooters Air Minnimums
04-01-2006, 10:33 AM
#21
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 6,008
Alas... tis true tis pity tis pit tis true... Hooters has sagged and is no longer... the went the way of Trans Meridan, and Planet Airways... nobill paying possum breath bums... oh well... such as life
04-01-2006, 11:05 AM
#22
Line Holder
Joined APC: Mar 2006
Position: CRJ 200
Posts: 45
Talked to a buddy of mine yesterday , he said all flight operations were coming to a hault by monday and that all the aircraft that pace had leased with the hooters name were not to fly b/c of complications in the contract. My friend is an F/O over there and they sent him to the house empty handed so I dont recommend PACE @ all. I know of a corporate attorney for Exxon Mobile here in New Orleans who has a Private 757 hangared @ MSY he flies his clients around in it constantly. The interior was just redone by Aircraft Custom Fabrication INC in New recently.
04-13-2006, 08:18 PM
#24
Guest
Posts: n/a
Its very hard to believe the privately owned 757s; however, the attitude of this guy makes me believe that maybe he is just a little snobby switch***** thats tired of getting stepped on by management and turned down by the females.
"does anyone know what they're minnimums are?"
I swear if I run across another thread with people using there and they're instead of THEIR, Im going to cancel my account. Who cares what they are minnnnimums are??
"does anyone know what they're minnimums are?"
I swear if I run across another thread with people using there and they're instead of THEIR, Im going to cancel my account. Who cares what they are minnnnimums are??
Last edited by VanillaGorilla; 04-13-2006 at 08:25 PM.
[/QUOTE]
05-05-2006, 09:41 PM
#26
Line Holder
Joined APC: Mar 2006
Position: Boeing, Right
Posts: 85
Originally Posted by Bengalsfan
who has a private 757? why would you leave that job?
http://channels.lockergnome.com/tech...vate_jet.phtml
05-06-2006, 03:47 PM
#28
Gets Weekends Off
Joined APC: Apr 2006
Position: B767A[ret.]
Posts: 593
U.S. pilots fly to better pay in Asia, Middle East
By Susan Carey, Bruce Stanley and John Larkin
The Wall Street Journal
Nearly two years ago, at age 51, Brian Murray took early retirement from US Airways. The pilot was outraged by the airline's termination of his pension plan and worried about his future with a carrier sliding toward bankruptcy court for the second time.
But Capt. Murray's flying career was far from over. Today he lives in Dubai and flies wide-body Airbus A330s for fast-growing Emirates airline, winging to destinations in Europe, Africa and Asia. He is home more than he ever was at US Airways, and his total compensation package -- including health care, housing allowance, retirement plan and vacation -- is superior. He says his wife and children enjoy living in the United Arab Emirates, and "from a professional standpoint, it couldn't be better."
In a new twist on global outsourcing, a flock of U.S. pilots is fleeing the depressed North American airline industry to work in far reaches of the world where aviation is booming. After the 2001 terrorist attacks stifled air travel and sent the U.S. industry into its deepest decline ever, more than 10,000 U.S. pilots were laid off, and many more took early retirement. Despite subsequent hiring by a few healthy carriers, including Southwest Airlines, thousands haven't been able to find new flying jobs at their old pay grades.
At the same time, the industry is expanding rapidly in China, India, Southeast Asia and the Middle East. As these regions have grown more affluent and loosened aviation restrictions, travel demand has soared. New airlines have started up, existing carriers are adding routes, and hundreds of new jets are on order.
So, like British and Australian pilots who long have plied their trade wherever they find work, Yanks are taking their skills offshore. They are doing so despite trepidations about moving families, flying on short-term contracts, and sometimes giving up union rights to be called back to work by U.S. carriers according to seniority.
U.S. pilots are working as far afield as Bolivia, China, Qatar and Vietnam. Cathay Pacific Airways, of Hong Kong, and Singapore Airlines are hiring more Americans, as are carriers in Taiwan, South Korea and increasingly, in India.
The diaspora is one symptom of a growing global shortage of well-trained commercial pilots. Aerospace giant Boeing Co. estimates the global jet fleet will grow to more than 35,000 airplanes in 2024, from fewer than 17,000 in 2004. Boeing pegs demand for new pilots at nearly 18,000 a year through 2024. China alone will need more than 35,000 new pilots over 20 years, and Asia will need 56,500, the company estimates. Many countries are currently unable to train enough pilots at home.
The result: a global bazaar where experienced pilots go to the highest bidder. Norwegians and Venezuelans are flying in China, Egyptians and Russians in India, Jamaicans and Iranians for a Japanese carrier. Four out of five pilots at Qatar Airways are foreign. More than 70 Philippine Airlines pilots have quit since 2003 for better-paying jobs elsewhere. Etihad Airways, a new airline based in Abu Dhabi, says its No. 1 source of pilots is Malaysia. India's fleet of startup carriers was so plagued by pilot poaching that the government last year began requiring pilots to serve at least six months at one carrier before moving on.
G.R. Gopinath, managing director for Air Deccan, a two-year-old budget airline in India, says he has been recruiting a dozen pilots a month from overseas. "If Indian software engineers can work in the U.S., their pilots can come and work here," he says. "It's reverse body-shopping." Pilot job fairs in the U.S. have begun attracting recruiters for Chinese and Indian startups, according to Kit Darby, president of Air Inc., a placement firm.
The hiring frenzy has led to some safety concerns. English is the industry's world-wide language. Putting two pilots who speak different native languages in the same cockpit, where they might have to interact with an air-traffic controller whose native tongue is different still, can lead to problems, especially in emergencies, contends Dennis Dolan, a retired Delta Air Lines captain and president of the U.K.-based International Federation of Air Line Pilots' Associations, which represents pilot unions and associations in 95 countries.
The International Civil Aviation Organization, an agency of the United Nations, intends to begin testing international pilots and air-traffic controllers for English proficiency in 2008. India proposed that measure after the flight crew of a Kazakh Airways jet misunderstood an Indian controller's instructions, leading to a 1996 midair collision with a Saudi Arabian Airlines plane near New Delhi. India also cited miscommunications between a Colombian controller and a U.S. crew as one factor leading to a 1995 crash of an American Airlines jet near Cali, Colombia.
Jim Burin, director of technical programs for the Flight Safety Foundation, an international nonprofit group based in Alexandria, Virginia, points to several other safety concerns. "In some cultures, it's not the place of the second-in-command to question the first-in-command," he notes. That could interfere with the co-pilot's role as a check on the captain, who commands the flight.
One pilot who moved from a U.S. airline to a small carrier in Southeast Asia says informational updates on safety at his new employer are slow or nonexistent, and that little attention is paid to punctuality or how many hours pilots work. "Training for the most part is far from the quality I was used to in the U.S.," says the 55-year-old captain. He adds that he likes the lifestyle and finds the job "relatively easy."
Capt. Murray, who flies out of Dubai, says safety standards are high at Emirates, and its 1,350 pilots from 70 nations speak fluent English. He says pilots are "treated with respect in this part of the world. We're driven to work. We're put in four- and five-star hotels, on the concierge floors. Captains are treated as vice presidents of the organization."
By Susan Carey, Bruce Stanley and John Larkin
The Wall Street Journal
Nearly two years ago, at age 51, Brian Murray took early retirement from US Airways. The pilot was outraged by the airline's termination of his pension plan and worried about his future with a carrier sliding toward bankruptcy court for the second time.
But Capt. Murray's flying career was far from over. Today he lives in Dubai and flies wide-body Airbus A330s for fast-growing Emirates airline, winging to destinations in Europe, Africa and Asia. He is home more than he ever was at US Airways, and his total compensation package -- including health care, housing allowance, retirement plan and vacation -- is superior. He says his wife and children enjoy living in the United Arab Emirates, and "from a professional standpoint, it couldn't be better."
In a new twist on global outsourcing, a flock of U.S. pilots is fleeing the depressed North American airline industry to work in far reaches of the world where aviation is booming. After the 2001 terrorist attacks stifled air travel and sent the U.S. industry into its deepest decline ever, more than 10,000 U.S. pilots were laid off, and many more took early retirement. Despite subsequent hiring by a few healthy carriers, including Southwest Airlines, thousands haven't been able to find new flying jobs at their old pay grades.
At the same time, the industry is expanding rapidly in China, India, Southeast Asia and the Middle East. As these regions have grown more affluent and loosened aviation restrictions, travel demand has soared. New airlines have started up, existing carriers are adding routes, and hundreds of new jets are on order.
So, like British and Australian pilots who long have plied their trade wherever they find work, Yanks are taking their skills offshore. They are doing so despite trepidations about moving families, flying on short-term contracts, and sometimes giving up union rights to be called back to work by U.S. carriers according to seniority.
U.S. pilots are working as far afield as Bolivia, China, Qatar and Vietnam. Cathay Pacific Airways, of Hong Kong, and Singapore Airlines are hiring more Americans, as are carriers in Taiwan, South Korea and increasingly, in India.
The diaspora is one symptom of a growing global shortage of well-trained commercial pilots. Aerospace giant Boeing Co. estimates the global jet fleet will grow to more than 35,000 airplanes in 2024, from fewer than 17,000 in 2004. Boeing pegs demand for new pilots at nearly 18,000 a year through 2024. China alone will need more than 35,000 new pilots over 20 years, and Asia will need 56,500, the company estimates. Many countries are currently unable to train enough pilots at home.
The result: a global bazaar where experienced pilots go to the highest bidder. Norwegians and Venezuelans are flying in China, Egyptians and Russians in India, Jamaicans and Iranians for a Japanese carrier. Four out of five pilots at Qatar Airways are foreign. More than 70 Philippine Airlines pilots have quit since 2003 for better-paying jobs elsewhere. Etihad Airways, a new airline based in Abu Dhabi, says its No. 1 source of pilots is Malaysia. India's fleet of startup carriers was so plagued by pilot poaching that the government last year began requiring pilots to serve at least six months at one carrier before moving on.
G.R. Gopinath, managing director for Air Deccan, a two-year-old budget airline in India, says he has been recruiting a dozen pilots a month from overseas. "If Indian software engineers can work in the U.S., their pilots can come and work here," he says. "It's reverse body-shopping." Pilot job fairs in the U.S. have begun attracting recruiters for Chinese and Indian startups, according to Kit Darby, president of Air Inc., a placement firm.
The hiring frenzy has led to some safety concerns. English is the industry's world-wide language. Putting two pilots who speak different native languages in the same cockpit, where they might have to interact with an air-traffic controller whose native tongue is different still, can lead to problems, especially in emergencies, contends Dennis Dolan, a retired Delta Air Lines captain and president of the U.K.-based International Federation of Air Line Pilots' Associations, which represents pilot unions and associations in 95 countries.
The International Civil Aviation Organization, an agency of the United Nations, intends to begin testing international pilots and air-traffic controllers for English proficiency in 2008. India proposed that measure after the flight crew of a Kazakh Airways jet misunderstood an Indian controller's instructions, leading to a 1996 midair collision with a Saudi Arabian Airlines plane near New Delhi. India also cited miscommunications between a Colombian controller and a U.S. crew as one factor leading to a 1995 crash of an American Airlines jet near Cali, Colombia.
Jim Burin, director of technical programs for the Flight Safety Foundation, an international nonprofit group based in Alexandria, Virginia, points to several other safety concerns. "In some cultures, it's not the place of the second-in-command to question the first-in-command," he notes. That could interfere with the co-pilot's role as a check on the captain, who commands the flight.
One pilot who moved from a U.S. airline to a small carrier in Southeast Asia says informational updates on safety at his new employer are slow or nonexistent, and that little attention is paid to punctuality or how many hours pilots work. "Training for the most part is far from the quality I was used to in the U.S.," says the 55-year-old captain. He adds that he likes the lifestyle and finds the job "relatively easy."
Capt. Murray, who flies out of Dubai, says safety standards are high at Emirates, and its 1,350 pilots from 70 nations speak fluent English. He says pilots are "treated with respect in this part of the world. We're driven to work. We're put in four- and five-star hotels, on the concierge floors. Captains are treated as vice presidents of the organization."
11-01-2006, 06:36 PM
#29
Snakes & Nape
Joined APC: Nov 2006
Position: B-767 Captain
Posts: 775
Bye-bye Hooter Girls
For what it's worth, Hooters Air officially ceased operations on April 17, 2006. Take it from one who knows, you didn't want to work there.....even with the Hooters Girls onboard.
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