Flying job on Long Island NY!!!!

[Machdog1]

The following are WEAK!!!!!!!!!
1. Rice
2. Cheesedick

That is all
Thank you

 

[fu69atacafyeah]

Check!!!

 

[pilot1704]

is it you gregg

hey is it you gregg!

 

[Machdog1]

I cannot confirm or deny that.

 

[Machdog1]

who are you pilot1704??

 

[NYCPilot]

Machdog

what ever happened to AirEast at FRG. They used to have a 135 going on but had an accident and got their cert. yanked a couple yrs ago. Are they still flying?

 

[Cpt Splash]

Air East had their cert. yanked and now operate under the name Ventura. I believe the son applied for the Certificate and they are operating the Lears with Ventura as the name, but as far as I know, it is still the same place. Don't know if that is a good or bad thing

 

[landlover]

Air East had their cert. yanked and now operate under the name Ventura. I believe the son applied for the Certificate and they are operating the Lears with Ventura as the name, but as far as I know, it is still the same place. Don't know if that is a good or bad thing

I heard it was originally yanked in early 04 for pencil whipping MX.

 

[J.Otto]

I heard it was originally yanked in early 04 for pencil whipping MX.

What kind of operation is that place. Anyone have details on the accident. Amazing they can have their son reopen a shady operation and change the name. Same folks diff. name.

 

[groundpointsix]

Was Air East the company that put a jet into the river near GON?

 

[Cpt Splash]

Was Air East the company that put a jet into the river near GON?

Yeah, It was Air East's Lear 35 that crashed in GON. If you read the NTSB CVR transcript on that accident you'll find that the accident had nothing to do with msintenance on the aircraft, but rather lack of proper CRM techniques and POOR SOPs. Crew should have never been there in the first place.

 

[Steve]

About 5 miles west of the airport, the flightcrew advised the approach controller that they had visual contact with the airport, canceled their IFR clearance, and proceeded under visual flight rules. A witness heard the airplane approach from the east, and observed the airplane at a height consistent with the approach minimums for the VOR approach. The airplane continued over the runway, and entered a "tight" downwind. The witness lost visual contact with the airplane due to it "skimming" into or behind clouds. The airplane reappeared from the clouds at an altitude of about 200 feet above the ground on a base leg. As it overshot the extended centerline for the runway, the bank angle increased to about 90-degrees. The airplane then descended out of view. The witness described the weather to the north and northeast of the airport, as poor visibility with "scuddy" clouds. According to CVR and FDR data, about 1.5 miles from the runway with the first officer at the controls, and south of the extended runway centerline, the airplane turned left, and then back toward the right. During that portion of the flight, the first officer stated, "what happens if we break out, pray tell." The captain replied, "uh, I don't see it on the left side it's gonna be a problem." When the airplane was about 1/8-mile south of the runway threshold, the first officer relinquished the controls to the captain. The captain then made an approximate 60-degree heading change to the right back toward the runway. The airplane crossed over the runway at an altitude of 200 feet, and began a left turn towards the center of the airport. During the turn, the first officer set the flaps to 20 degrees. The airplane reentered a left downwind, about 1,100 feet south of the runway, at an altitude of 400 feet. As the airplane turned onto the base leg, the captain called for "flaps twenty," and the first officer replied, "flaps twenty coming in." The CVR recorded the sound of a click, followed by the sound of a trim-in-motion clicker. The trim-in-motion audio clicker system would not sound if the flaps were positioned beyond 3 degrees. About 31 seconds later, the CVR recorded a sound similar to a stick pusher stall warning tone. The airplane impacted a rooftop of a residential home about 1/4-mile northeast of the approach end of the runway, struck trees, a second residential home, a second line of trees, a third residential home, and came to rest in a river. Examination of the wreckage revealed the captain's airspeed indicator reference bug was set to 144 knots, and the first officer's was set to 124 knots. The flap selector switch was observed in the "UP" position. A review of the Airplane Flight Manual revealed the stall speeds for flap positions of 0 and 8 degrees, and a bank angle of 60 degrees, were 164 and 148 knots respectfully. There were no charts available to calculate stall speeds for level coordinated turns in excess of 60 degrees. The flightcrew was trained to apply procedures set forth by the airplane's Technical Manual, which stated, "…The PF (Pilot Flying) will call for flap and gear extension and retraction. The PNF (Pilot not flying) will normally actuate the landing gear. The PNF will respond by checking appropriate airspeed, repeating the flap or gear setting called for, and placing the lever in the requested position... The PNF should always verify that the requested setting is reasonable and appropriate for the phase of flighty and speed/weight combination." The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The first officer's inadvertent retraction of the flaps during the low altitude maneuvering, which resulted in the inadvertent stall and subsequent in-flight collision with a residential home. Factors in the accident were the captain's decision to perform a low altitude maneuver using excessive bank angle, the flight crews inadequate coordination, and low clouds surrounding the airport.

 

[Machdog1]

How the hell did this thread turn into a post about the NTSB's report on a aireast crash. This is supposed to be about Talon Air and pilot positions there. People!!!!

 

[Heavy Set]

How the hell did this thread turn into a post about the NTSB's report on a aireast crash. This is supposed to be about Talon Air and pilot positions there. People!!!!

Machdog1,

Thanks for bringing these opportunities to our attention. Sounds like a great opportunity with some fantastic equipment. Are newhires allocated to seats on specific aircraft as pilots upgrade or are they allocated based upon their experience (hours or in type)? For example, would positions on the Hawker 800XPs be reserved for company Beechjet pilots who want to move up to that aircraft? Or can people be hired directly into Hawker or Gulfstream aircraft based upon experience, etc.?

Also, do most pilots fly multiple aircraft types at Talonair (i.e., King Air and Beechjet or Hawker)? Lastly, do most pilots live in the area or close to Farmingdale? How far away from Farmingdale do some pilots live?

Thanks again for the heads up.

Heavy

 

[Heavy Set]

.......

 

[a319stud]

Which AC are you hiring into? What would someone in that starting position make? Whats the average salary there? Is it all on demand charter? Whats the schedule like? Many overnights?

 

[crashmbern]

anybody apply and hear anything??

 

[Machdog1]

Most pilots fly 2 A/C and yes you can get hired into any A/C dependant on your time as well as move up internally in the company. We have most of our guys living on LI but 1 or 2 guys live upstate. We are hiring I believe in all A/C, but mainly in the beechjet and kingair.

 

[737guy]

If anybody is looking for work, the name of the company is Talon Air. We operate out of FRG with 2 brand new hawer 800xpi's, 3 beechjet 400a's, 1 G4 with a new G450 on the way, a brand new King Air 200 with Proline 21 and duel FMS, and a Brand new baron. Lots of growth!! Also we are getting another hawker 800xpi. If interested call (631)753-8881 or go to our website www.talonair.net .

Good Luck!!

Four Beechjets to be exact! is that right? and not to forget about a brand new hangar facility too, and paperless cockpit. almost!!!!!