Going north

A lot of the flying positions are seasonal, during the dry season, which is the southern winter, and there are usually more budding pilots seeking positions than there are positions to be had.

This column has covered the subject before but given that new pilots come and go it is worthwhile revisiting the topic again.

The following will cover a few items to consider in preparation for a going-north venture.

In going north a pilot has to travel, seek that job, hopefully have the skills required and to find a vacancy. All require work.

Use a check-list for ‘stuff to do’ and kit to take, or not to take.

Travelling. Is the intended vehicle suitable? Car, wagon, ute. A common type, not a rare city breed, spares and servicing being considerations. Take a sixth wheel and tyre. Have the vehicle serviced before the trip. Carry spares, oil, and a jerry can plus a tool set, useful for both the vehicle and hangar work on aircraft.

Get a dental check up before you go. Have your av medical with plenty of time to run or get a new one. Take your licence and current medical.

Take your super details, your tax file number and maybe your past year tax records in case you need to do a tax return while up-country. Take your passport, if you have one, for ID purposes. Don’t forget your ASIC. Charter ops require a dangerous goods certificate. A spare headset, sunnies and watch can be good back-up items in case the originals get broken or lost. A baseball cap is a must. It gets sunny up north.

You – do you have Cessna 100 and 200 experience? It can help. PA32 and GA8 experience can also be good. CSU and retract is almost a must. Up north aircraft are still analogue so if you trained on glass get some round instrument time. HF radio experience is worth while. Flight watch still exists on HF.

Do review the trip route. There can be long distances between fuel stops. Accom. Are you stopping at motels, tenting or using a caravan park? Have a sleeping bag.

Have adequate funds or access to same to finance the trip.

Do you have a mobile phone, tablet etc to check messages? Carry chargers and cables in a small plastic box. Take a camera to record your adventure.

Know how to use GPS. Have current charts of the areas that you intend chasing a job in. Have you done any aircraft maintenance? Do a first aid course. A first aid and

Getting that first job can be a hard gig – the second comes easier.

survival kit in the travel vehicle might also be useful in the aircraft. When I fly in a remote area I carry an ELT on my belt plus a cigarette lighter and a knife as my personal survival kit, in case I come down in the scrub.

Operators – draw up a list of known operators. This is a must. Obtain details of name, location, aircraft types operated, the names of the people who hire new starts, phone numbers, contact names, email addresses, fax numbers. A simple exercise book will do the job. Your log book must be up to date, neat and tidy. Stamps and instructor signatures help make it look real.

Have a CV or resume to hand out. Put some time into getting this right and include the things that an operator wants to know. Total time and hours on types. Round off times. Twin time? Good. Maybe you can use that after the first year and the guys ahead of you on the progress ladder move on.

Presentation – when you arrive at an operator seeking a position you need to look professional. Look like you can fit in with the operation. Neat and tidy is the go. Forget the board shorts and thongs. The operator will look at you and be thinking how will my charter customers see this guy? How will he fit in with the operation? Have the makings of a uniform with you. Is it jeans and a pilot shirt or blue pants and a company logo shirt? Do not wear epaulettes or wings until told to do so. Suitable footwear includes boots or heavy duty lace-ups.

It is unfortunate to record that some new commercial pilots almost need to be re-trained to be useful in a real commercial operation. Sure you rolled up to the flight school at 10am but in a real charter op you may need to be up before dawn in order to pick up the customers to take to the airport and get flying before the turbulence springs up. Have an alarm clock.

Getting that first flying position can be a hard gig. It is not impossible but some planning will make it easier. After the first job obtaining the second comes easier.

Good luck.