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Air Cabin Crew
If you've not read any of my other reviews, I best tell you this now. I LOVE FLYING. Its so inspirational and amazing. Or does that just sound cheesy? Well, no matter how it sounds, it's true. Something about the way an aircraft works, then takes off into the clouds, the sunrise, the sunset, the sea of dazzling stars or simply into the ... shining sun makes me shiver with excitement. Flying is a beautiful thing, and I would be sad to hear anyone disagree. I wanted to become a flight attendant at a very young age. Being able to fly everyday, and being paid to do so? That's a dream job to me. However, as I grew older and started to think more about the future, I decided I wanted to become an Airline Pilot. Its a very difficult job to achieve, then even once you have achieved it, its a difficult career to move forward in. So to give my future a safety net, I decided to make a plan B. This is to become a flight attendant!
Short haul flight attendants don't see very much of different countries. They are, basicly, seeing the airports. Long haul flight attendants, however, are usually given accommodation by their airline in the country they depart in. They are definitely privileged. The countries they get to see are amazing. You may be thinking, anyone can travel, why be a flight attendant? Well, working in the air is a great experience too. The cleaning and waitressing part, not too appealing, but the fact you get to fly every day of your life? Well, that's something to me anyway! Let me show you the life of a flight attendant.
Day in the life of a flight attendant
-Boarding your flight, greeting your Cabin Crew, getting to know them if you don't already.
-Getting a flight briefing from your Cabin Manager or Pilot.
-Cleaning the aircraft, checking safety equipment and stock.
-Helping to seat unaccompanied minors, elderly or disabled, pregnant women or parents with very young children.
-Greeting other passengers and showing them to their seats.
-Helping anyone struggling with baggage or bulky items.
-Seatbelt rota check, helping people with children on their lap safely buckle their children, if a parent is struggling with unsettled children, you may have to help settle them.
-Making cabin annocements and last minute safety checks.
Closing the doors, this is important for reasons you may know why.
-Whilst the aircraft is taxing, you may have to perform cabin safety demonstration, if your aircraft has a supplied video, you may have to play the video, then make final checks.
-Your captain will inform you on seating. Perhaps, yourself if the cabin manager is to busy, will confirm the cabin is clear for take-off.
-You will be doing nothing for the next 15 minutes, although, its important you keep an eye out for any passengers you need immediate attending to.
-Your pilot will inform you of when you have to start service. This may start by serving food or drinks.
-Afterwards, you will have to concentrate on buzzers, attending to anyone who needs personal assistance.
-This may also include the pilot. If the pilot calls for assistance in the flight deck, the person closest to the flight deck must attend. Even if you are in the rear cabin, always check someone is attending the pilot, if you do not see anyone do so, go yourself. This is very important.
-This routine will go on for a good remainder of the flight, making regular annocements to the passengers.
You will then have to serve meals, provide drinks with them, and clear up afterwards.
-If this is a night time flight, this will probably the time when the lights are dimmed. Depending on aircraft size, only a few cabin crew many need to work, meaning this is a chance for some cabin crew to get a rest. Going to sleep may not be a good idea, as if the passengers aren't resting and are needing a lot of assistance, you may have to attend your collogues.
-Your next step will be duty free, good salesmen skills help here, as you may have to talk passengers into buying your products. If passengers are sleeping/do not look interested, you are best to leave them alone.
-After duty free, you may have to serve more passengers, do another trolley-round, or if your lucky, you have have another breather.
-On a short haul flight, this would be landing time. You have to do several spot-checks, seat belt checks, cleaning up, and safety checks.
-One your Cabin Manager feels the Cabin is okay for landing, he/she will inform the pilot.
-Then, if the pilot has not told you to be seated, you can get a sneaky start on cabin cleaning, or attend to passengers who need last minute assistance.
-Once the aircraft has landed, this may be a very stressful part f the flight. You now have to deal with the hassle of getting the passengers of the aircraft in an orderly manner, helping passengers get there baggage down from the overhead lockers, get everyone of the aircraft safely, thank everyone for flying with your airline, and say goodbye to passengers individually as they come of the aircraft with a dazzling smile, no matter how tired you are.
-Now, its preparation time for your next flight, you are given a certain time to clean and organize the cabin before passengers start boarding. You will be pushed for time and perhaps very stressed.
-Then you have to smarten yourself up, put on a smile and start it all over again. Doesn't it sound like great fun?
Nope it certainly not over yet, here are a few extra things you may have to do on your flight.
-Attended to nervous or sick passengers.
-Deal with complaints with passengers, this may include seat moving.
-Discipline drunk or disorderly passengers.
-Passing on information from the pilot.
-Seating and assisting to anyone in situations like strong turbulence, cabin oxygen loss or emergencies.
-If it is a long haul flight, you will need to do extra tasks than stated above, like serving ice cream to children, changing movies over or handing out blankets or pillows.
-It can be noisy, stuffy, and cramped on a plane
-70% of the time, you are on your feet
-You may be assigned to long shifts on short notice
-It is likely you will be working weekends or on public holidays.
-You may have to a lot of time in airports
-You have to wear a uniform
-You may suffer jet-lag at times
Qualifications and requirements
Here are the requirements for an average international airline
-A good general education with 3 Scottish GCSEs at level 3 or above, or England level C or above. These must include Maths and English.
-Ability to swim
-There are normally height and weight restrictions, and your weight should be in proportion to your height.
-Perfect heath settings, good hearing, good eyesight
-You often need previous experience of working with people.
Airlines may prefer you to have at least one year's experience in a field such as customer service, retail or travel agency work.
-A second language is preferred.
What airlines look for
- Well groomed and smart appearance.
- Tolerant and calm
- Someone who's good at coping in a crisis or stressful situations.
- To be able to appropriately deal with difficult passengers
- good communication skills
- Pleasant and helpful manner
There are many courses you can take to help you get a better chance on an airline. They will be stated at the bottom of the review. It is not necessary to provide your own training as airlines usually do this already. Training by airlines will usually cover 4-6 weeks. You will go over subjects such as safety and first aid; customer care; immigration, customs and security rules; preparing and serving food; pre- and post-flight checks, sales and report writing. This will be followed by in-flight work which will be evaluated by your Cabin Manager. Training is very difficult and demanding, you will go over safety drills, in a large flight simulator. You will have to role play a whole emergency on a simulator with real passengers and get them off the aircraft. One course will need to you get passengers off an aircraft, down a slide, into a large pool, onto a raft and out to land. Other ones will
be things like a smoke filled cabin, drilling alarms, pretend fires and emergency landings. These drills are sometimes played by other airline trainee's or on more sophisticated airlines, good actors. Airlines ensure all drills are realistic as possible, so, if you do overcome an emergency one day on a blue moon, you will have experienced it before. Other courses on flight simulators are not as alarming and serious. These may be situations like demanding or drunk passengers, providing first aid or simply safety demonstration. It is hard but nothing to worry about. All training is done in teams so you will probably enjoy yourself whilst learning! Then if your lucky, you may be on the same flight as some of your training buddies one day!
Pay & Advantages
Woo, the part everyone wants to know about. Well, its nothing special to be honest, you probably earn the same as any waitressing job does, but have a look anyway ;)
The pay depends on what airline you work on, the routes you do, and the demand for the job.
- Starting salaries are around £11,000 a year. This is on a short haul, international airline.
-Then may rise to £15,000 to £25,000.
-If you are promoted to cabin manager, this may increase.
-If you then leave as cabin manager for a major airline, this will increase more.
-If you leave as a cabin manager for a major airline and start long-haul you may be talking about a salary worth £50,000. This is only if you bold your career well and get good promotions.
You also receive great advantages, such as
- Free travel for yourself and immediate family.
- Great travelling advantages
- Major airlines may book you into 4/5 star hotels for your stay.
- Airport discounts.
I would love to become Cabin Crew if I failed to become an airline pilot. The job sounds tiring, but fun. The places you see and advantages you receive are mazing and it sounds like such a great job altogether. Here's some courses and websites you can visit for more information
Note: GoSkills is the Sector Skills Council for the passenger transport industries.
Website: http://www.raes.org.uk/ Note: The website of the Royal Aeronautical Society has a Careers section which provides a wide range of information on careers in the aeronautical industry.
Hope this review was a help to you all.
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Think of your hobby. If you could chose one thing to do at the moment (except sleep) what would you do? Now imagine you could do that everyday of your life! And get paid to do it! Well I guessed I just briefly explained why I want to become an airline pilot! - My story. 1999 flying from Glasgow Intl to Rues Airport ... (Spain). I guess I was too young to understand anything about Aircrafts or Aviation. All I knew was I was going onto a big Aeroplane in the sky. Amazing everything about the Aeroplane amazed me! Not how the aircraft worked or flew, but how inside the aeroplane, everything was organised and set out. The routine of the cabin crew and their safety precautions it was nothing like I expected. They way life was so normal inside the Aeroplane and everything just worked calmly, what the hell? We were about to go above the clouds and everything is just normal? Needless to say I thoroughly enjoyed the flight, it was the best part of my whole holiday. As I came of the aeroplane the first thing I said was "Mummy, when I grow up I want to work on an aeroplane".
For about 3 years I still wanted to "work on an aeroplane". I wasn't sure what I was going to do on an aeroplane until I took another flight from Glasgow Intl to Dalaman (Turkey). As I was squirming up and down waiting for the aeroplane to take flight a beautiful, smart, and nice lady came over to me and rubbed my cheek then smiled. She came over to me and started talking to my teddy bear, "has he got a passport?" She asked. "No, but please don't tell the pilot" I replied. She laughed and whispered "The secrets all ours". She was such a lovely person, always smiling at me and patting my head or rubbing my cheek. And after that flight you never guessed what I said to 'Mummy'. "When I grow older I wanna be an Air hostess".
So, you may be wondering, why do I want to be an Airline Pilot? Well suppose I grew older and realised I seriously lacked in people skills and but had great strengths in Maths and Physics and how much more Pilots earn than Cabin Crew. Also what sounds more professional "Oh, I'm an Air hostess" Or "Oh, I'm an Airline Pilot". Well they both sound very high-classed jobs but I think the Airline Pilot wins, don't you? Still Don't be thinking I want to be a Pilot just for the pay and image, It is my every dream to fly everyday, and to be responsible for hundreds of people. A responsibility I would take extremely seriously, indeed.
- Job Description
An airline pilot is responsible for the safe operation of the aircraft. The captain has full responsibility for the safety of the aircraft and its passengers. Pilots command the crew, including the co-pilots and cabin crew. Aircraft are usually operated by two, three or four pilots, depending on the type of aircraft and length of journey.
Pilots are employed in one of four areas:
- passenger scheduled services
- passenger charter services
- freight services
- business aviation (general aviation).
- Typical Work
Airlines pilots have what some would call a 'dream job'. However, alto of people have an unrealistic idea of what it is really like. Some think the job baisicly is jumping on an aircraft and taking off, however, there is a hell of alot more to it than that.
Here are some of the Typical activities that an airline pilot may encounter:
- working out a flight plan, including the route and flying altitude;
- calculating take off and landing weights and working out how much fuel to take;
- supervising the loading and fuelling of the aircraft
- briefing the cabin crew before the flight
- carrying out pre-flight checks on the navigation and operating systems
- communicating with air traffic control prior to take-off and during flight and landing
- making sure noise regulations are followed during take off and landing
- understanding and interpreting data from instruments and controls
- making regular checks on the aircraft's technical performance and position, and on weather conditions and air
traffic during flight
- communicating with passengers using the public address system
- liaising with cabin staff through the cabin services manager;
- reacting quickly and appropriately to environmental changes and emergencies
- updating the aircraft logbook and/or writing a report at the end of the flight noting any incidents or problems with the aircraft.
- Work Conditions
Salaries vary according to the type of aircraft you are flying and your experience. Pilots and first officers are paid more for flying jet aircraft than for flying turboprop planes. A fully qualified captain can expect a salary of £73,000 for a short haul airline. A first offer can expect £36,000 on the same haul & airline. Salaries may rise depending on airline and haul. However, if you join an airline without commercial multi-crew jet experience, your salary will be much lower initially. Many airlines will expect you either to pay for your own 'type training' to qualify you to fly a certain type of aircraft, or to pay the airline a bond of £15,000 - £30,000 to cover part of your training. Your bond will be repaid to you over
a period of several years if you continue to fly with that airline. Pilots can expect many benefits including discounted travel. Usually, on all but the smallest aircraft, pilots work in pairs: a captain with a first officer, who is usually a less experienced pilot (with an fATPL) learning the ropes and training to be a captain. On some long-haul flights - some are over 12 hours' duration - there might be four pilots. Most of a pilot's working time is spent sitting in the cockpit of the aircraft, and the majority of cockpits are designed
with comfort in mind. Long-haul pilots may suffer tiredness, particularly if they are flying either eastwards or
westwards through different time zones. On long-haul flights, there are often bunks on the aircraft where you can take a short nap.
Airlines used to give full sponsorship to trainee pilots to allow them to fly. Now, airlines only take on people who have a CPL (commercial pilots licence) or have served in the armed forces. Entry is very competitive and a degree or HND holder may be preferred. However, airlines are keen to take people from a wide range of backgrounds so not having a degree/HND should not be seen as a barrier.
Pilot training schools set their own entry standards. In most cases you need to have a minimum of five GCSEs Grade A-C in English, maths and a science, such as physics. At least two A-levels or Scottish Highers are required, preferably in maths and physics. Candidates with a scientific or aeronautical engineering background may have a particular advantage. Airlines such as British Airwaysmay insist on higher qualifications.
In order to establish your visual acuity and level of physical fitness, you will have to take a pre-entry Class 1 medical at the Civil Aviation Authority (CAA) medical centre at Gatwick. The use of corrective lenses presents no problem if the corrected vision is ok. Information on all other medical requirements can be found on the CAA website. It is recommended that you pass the medical test prior to starting your pilot training with a training organisation. In addition to a medical, you will have to take an aptitude test before you begin.
Here are some important Airline requirements:
- good educational qualifications
- good communication skills
- stay calm and act quickly in emergencies
- the ability to do rapid mental calculations
- logical problem-solving
- self-confidence and a clear speaking voice
- a disciplined outlook and responsible attitude
- good co-ordination and physical fitness
- the ability to motivate and the capacity for teamwork.
In order to become a co-pilot with an airline you must complete the following stages:
- Airline Transport Pilot's Licence (ATPL). This requires a minimum of 750 hours of structured instruction in
aviation subjects such as navigation, meteorology and aviation law, plus 150 hours of flying training in light
piston-engined aircraft. Once you are done, you take a series of flying tests. This leads to a commercial pilot's licence (CPL) and an instrument rating (IR). This training normally takes 12 to 14 months to complete.
- Multi-Crew Operation Certificate. This programme introduces pilots to the concept of team working and familiarises them with the handling characteristics of modern, high-performance, commercial aircraft.
- Type-Rating training. This is a conversion course, typically taking two months, which focuses on the plane you will be flying. The cost of training escalates dramatically and so this stage is usually completed only after having successfully secured a job with an airline. The airline will usually pay for the training and you will then be bonded to them for a specific period of time.
Having completed the above, training continues with the airline and involves flying real passengers on real revenue
After you have done the following training continues with a real airline flying passengers under a Captains supervision. You can enter to the course by the following:
- enrol for a course at a Civil Aviation Authority approved training school
- apply to an airline offering sponsored training at such a school;
- enlist as a pilot in the Royal Air Force (RAF) , the Fleet Air Arm branch of the Royal Navy
, or the Air Corps in the Army and undertake a conversion course at a later stage. (Many direct entry airline pilots have trained in this way.);
- as a 'self improver' - typically getting a Private Pilot's Licence (PPL) by building up flying hours, then qualifying as an assistant flying instructor to amass sufficient experience before applying as a direct entry candidate.
Training is expensive with fees ranging from £35,000 to £55,000 for the course leading to a CPL. A few organisations, such as The Air League , offer scholarships to cover part of this cost. A number of airlines also offer partial sponsorship for training but places are very limited. Check via The British Air Line Pilots Association (BALPA) and the Royal Aeronautical Society (RAES) for vacancies, sponsorship, and
conferences which give direct contact with potential employers.
- Career Development
Careers in airline susualy go from first officer to Captain. Promotion to captaincy might occur more quickly in a fast-growing budget airline than in a larger organisation. Pilot training is ongoing with regular assessments as careers develop. Pilots in possession of an airline transport pilot's licence (ATPL) have to undergo conversion courses (type rating training) whenever they are required to fly a new type of aircraft. Annual fitness checks are a requirement, and over-40s need them every six months, although this regulation
may be changed shortly. The airline business, and therefore recruitment, tends to be highly cyclical; many pilots will move several times during their career, either for better pay, or to make the step to captain, or a move may even be forced by airline closure. However, it is common to lose seniority when changing employers. Aviation regulations are mostly harmonised across the European Union, and now allow airline pilots to work until the age of 65.
Some captains take on training or examining roles as:
* line training captains;
* type rating instructors;
* type rating examiners;
* airborne base instructors.
Others move into management roles. A small number move into senior positions within the wider industry as flight
operations inspectors for the Civil Aviation Authority (CAA), or become specialised air accident
investigators. Opportunities to rise to the very highest levels within the aviation industry depend largely on the determination and personality of the individuals who pursue them.
- Typical Employers
There are over 200 companies employing pilots in the UK, the biggest of which is British Airways
. Others include:
- scheduled airlines
- chartered airlines
- freight airlines
General aviation is the largest sector and includes flying schools, companies operating their own aircraft, and air taxi operators. Many airlines would expect to recruit fully fledged pilots with an airline transport pilot's licence (ATPL). Only a minority currently offer partial sponsored training programmes.
National airlines tend to limit their sponsored training schemes to nationals of the company's home country.
If you have benefited from sponsored training with an airline, it is usual to stay with that airline for several years - often at a reduced salary - in order to pay back the cost of the training.
The forecast for passenger travel is for a steady increase in the future, perhaps the next three decades. On the other hand, tight cost control and increasing automation may gradually erode the role of the pilot; energy efficiency and environmental considerations may contribute further to alter the proportion of travel undertaken by air.
- Discrimination Today
Stereotypically a pilot is male job. If you are ever speaking about a 'pilot' you will find you may automatically use 'he' to address them. Why do people do this? Is a woman less capable of flying an aircraft? If you knew a female was flying an aircraft how would that make you feel? Would you doubt her ability?
Women pilots are becoming more and more popular over time. Airlines are starting to accept female pilot, but are females secretly being rejected as pilots by airlines because of their sex? Well, I should think so. It is probably considered 'smarter' to see men flying aircrafts and women serving in the cabin, however, this is the 21st century, hasn't anyone learnt anything from history? In the past more complicated and hard jobs were to be done by men, hospitality were to be done by women. Are airlines still using the method today? So what has to be done about this? Should women start flying aircrafts better? Or should airlines start 'growing up' ?
- Personal Conclusion
I think becoming an Airline takes a lot of enthusiasm, determination and patience. If one take the role of becoming an Airline Pilot seriously, then one shall succeed. Even though you have to invest a lot of money into the career, you will certainly be financially rewarded in the future. I hope my review has inspired you to become an Airline Pilot, and has given you a clearer image of the job itself.
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Fork Lift Truck Driver
I am proud to be a professional lorry driver. It is much more than a mere career or profession but a way of life, I consider myself a Highway Knight, and that is not something to take lightly as a man cannot merely punch out with a time clock and go home, but it is the way one lives and carries himself 24-7-365. I haul over ... the road freight. I have hauled steel, I have hauled Autos, and I have hauled jars of pickles. A real trucker has seen it all and hauled it all. I am proud to be a trucker and I am damn proud to belong to the Teamsters Trade Union, a proud member of the AFL-CIO, and America's largest union.
I have worked for brokers, I have driven for companies and I have been an owner operator. I have spent 31 years behind the wheel of that big 18 wheeler. Right now I haul Autos for Honda out of Marysville Ohio to Buffalo New York. It is the best job in the industry and it pays $1.10 per mile. Although working for this firm I can not forge my log books and drive 36 hours straight as I prefer and I am subject to numerous intrusive drug screenings that greatly interfere with my personal life and recreation, I still love it.
So what do I do? What are my qualifications? See driving that great big 18 wheeler, it ain't like driving no car. You think that handling 110,000 pounds is like, oops you limeys are into that Metric micrometers and stuff, you think handling 50,000 Kg is like putting around town in your Vauxhall, its not. You gotta be alert and aware the whole time, you have to watch for pigs and for other drivers who don't know the rules of the road. I have to be able to look at a car and tell right away if it is an old person who may be blind and apt to go slow, or if it is some young kid who may be reckless, or some aggressive yuppie trying to talk on two cell phones and shave at the same time. All these people working for the automobile companies doing demographic research ought to just ask me who drives what kin d of car because I can tell who is any car from 500 metres away. I perservere through heat waves and sleet and snow, I don't break stride for rain or thunderstorms or even tornados. The freight gets there on time.
Don't get me wrong, I am old school, I am a Knight of the road, if I see a stranded motorist I at the least call the pigs on my cell phone, but usually I am in contact on my Citizens band Radio with like minded KotR and let the guy behind me know what is coming and he can pull over. I change ten tyres a week for people, and not just the hot men and women that I would like to accept a gratuity from in the sleeper portion of my cab, I help everyone.
Truckers get a bad rap and I do my best to dispell the notions and misconceptions about us. When I am working as an owner operator I pick up hitch hikers and I don't always tell them "Gas, grass or ass, nobody rides for free" I help people with directions as I can get you anywheres in America without looking at an atlas. I have my cell phone number airbrushed on my cab and it says, "Need help call me". The public misunderstands truckers. We get blamed for a lot of accidents and stuff and it isn't right. The police single us out and try to trap us. Now we have onboard computers that keep track of our speed, time and even RPMs and they have a hard time giving us tickets but they try. One time for instance I was making a delivery and asked on the CB if anybody knew how to get to the plant I was headed to and a guy came on a gave me instructions and when I followed them I ended up on a small road and a cruiser was waiting for me, with a $14,000 ticket for being over weight for that road.
That is a lot of money. It is hard to say what a typical trucker makes. A lot of guys start out with a company making anywheres from 21 cents to 20 cents per mile and can go up to 42 cents per mile, you don't get rich driving for someone else. To make money y ou need to own your own rig which will set you back at least $70,000 upwards to $150,000 but you'll get two million miles out of it if you keep paying $370 for oil cahnges and $400 tyres. So a busy driver makes around $40,000 to $140,000 per year. I did better than that one year but I was hauling marijuana wine from Arkansas to New Jersey so that doesn't count.
I tell you what, the industry is going to hell. It used to be that a man would not turn a wheel for less than $1.50 per mile gross, now you go into the truck stop and watch the broker board (it is like the screens at the airport but it shows consignments nationwide and where the load originates, goes and what it pays) and you see people offering 75 cents a mile. It is terrible. What has happened is a bunch of illiterate immigrants have got into the industry. It is common to get out at a truck stop and see a paki family living in a rig, seriously, a guy with a wife and three kids living in a truck travelling the country. They come over here and work as indentured help for a truck owner getting 25% of the gross and they will undercut all of us. I ask you this, who do you want driving a huge truck in the mountains while you are out there a good family man like myself who has two years of high school and went to one of the best truck driving academies in america or some guy who can't read and write and has to contend with a wife and eight kids yelling at him in his rig?
I don't just do this job because I like riding my truck across this great country. I do it because the trucker lifestyle always appealed to me. I am able to play family man but I am always on the road and can live as I please. For instance, on the road, like 80% of the other truckers I am openly gay. It is lik eour own world that belongs to us. It is so nice that in our lifestyle that I can openly assume that my colleagues are openly gay. Anywhere else I worked it took a long time to figure out who else was in the family, but on the road you just know that everybody is in the scene. It saves a lot of money too. For instance some lines will mostly make you sleep in your cab but like every 3rd night they pay for a hotel. Now say I am driving 600 miles a day do you think it is hard to find a guy that gets a room that night to bunk with? I also like the showers at the truck stops. It used to be that most truck stops had private stalls. Now there are just wide open shower galleries and if they do have private stalls the proprietors usually have cut holes in the walls although to brag a bit I'll tell you they don't know me when they use that small drill bit they all use.
I eat like a king every day too. If you want to find good eatins in America go to a place where you see abunch of trucks parked. Unlike most you pukes a trucker doesn't need to get on dooyoo to get an opinion from a peer, if some place gives me a stale bun with my triple decker bacon burger I tell everyone about it, I mean what else do you have to do but play on the radio. And if I need to eat I get on teh CB and ask, "Any body know a good place to eat near Abilene" and then I follow the concensus.
Another aspect of the road life is lot lizards. Lots of troubled women mistakenly believe us truckers will want to pay them money for sex and hang out at truck stops offering their bodies for rides and money. They don't catch on to what us boys really like but if a guy had the congenital tragedy of being born straight he can buy a cheap broad. The cops seem to harass them too much, y'know the drill shaking them down to get a freebie.
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Transport / Distribution Profession / Occupation
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Profession / Occupation / On air traffic profession. Collate information and broadcast reports.
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Profession / Occupation / Write here only if you have personal experience of working as an airline pilot. Why did you decide to become one? What are your qualifications? What are the ups and downs of the profession?
Profession / Occupation / Write here only if you have personal experience of working as a warehouse manager. Why did you decide to become one? What are your qualifications? What are the ups and downs of the profession?
Profession / Occupation / Write here only if you have personal experience of working as a freight forwarder. Why did you decide to become one? What are your qualifications? What are the ups and downs of the profession?
Profession / Occupation / Write here only if you have personal experience of working as a fast freighting company manager. Why did you decide to become one? What are your qualifications? What are the ups and downs of the profession?
Profession / Occupation / Write here only if you have personal experience of working as a distribution manager. Why did you decide to become one? What are your qualifications? What are the ups and downs of the profession?
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Profession / Occupation / Write here only if you have personal experience of working as a rail operations manager. Why did you decide to become one? What are your qualifications? What are the ups and downs of the profession?
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