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Professional Pilots, Flight Attendants & Maintenance Personnel


Caribex Inc. has been providing professional aviation personnel for 25 years. We have resumes from current and qualified pilots on almost every type of aircraft from the B-747-400's, A-320's to turbo props and smaller jets. When we receive a requirement for flight crew, we thoroughly vet each potential candidate and schedule personal evaluations and simulator checks.


We run detailed background investigations and determine, on a one to one basis, each candidate to ensure his suitability and experience for the particular client. Whenever possible we try to locate crew members who have compatible language capabilities and experience in the local and regional area.  In general, the crews we supply are senior personnel with not less than 10,000 hours TT and rated and current in the desired equipment.


Professional Maintenance staff: We also supply specialized maintenance professionals. We are able to send FAA or EASA qualified and licensed personnel with extensive backgrounds in MX planning, inspections, manual modification ( tech writing) and every area of maintenance.


Contract Personnel: The personnel we provide are available via a contract between the end-user and Caribex Inc. The personnel we supply can be replaced at any time. Typically contracts are set for a period of time between 6 and 12 months. Please contact us for additional information specifying the number of personnel required and specific aircraft



Caribex Inc. has been providing ground school, simulator and flight training for 25 years. We have available instructors for every type of commercial and private aircraft. We contract with existing training facilities for classrooms and training devices as needed. We can also provide current and qualified personnel  for temp or long term flight or ground assignments.


We have transported complete ground schools to distant locations and provided full 120 hour commercial aircraft programs. We can provide this training in a variety of languages. we have taught aircraft schools in Spanish , French and Russian. Caribex Instructors are all highly experienced with years of commercial flying experience.

We are current on all the latest training techniques and can provide a professional curriculum tailored to the express needs of each individual client.


We have, in digital format, a complete set of US 121 and 135 airline manuals and can tailor these to the needs of any client.




When The Big Blue Screens Go Dark


Caribex Air has developed a detailed remedial pilot training curriculum that needs be introduced and included in every air carriers training program ASAP-like now, before another disaster occurs!  We ask that you read the following and, if you agree, contact the carriers and private companies you insure and ask that they considerer retaining our services. We will meet with their training cadre and help them build our basic flying skills program into their TRAINING curriculum.


As the owner and chief instructor of Caribex, you should know that I have flown 27,000 hrs and spent years as an air carrier flight, simulator and ground instructor. That background gives me the knowledge and authority to make the following observations and offer a reasonable solution.


The rationale: The automated systems installed in modern aircraft are highly reliable but the crew's reliance on these systems is demonstrably far too high. In July 2013, the pilots of an Asiana Boeing 777 did not recognize their airspeed was far too slow when hand flying the aircraft into SFO. That crew was not competent to fly a visual approach without the autopilot, auto-throtles /FADEC and an electronic glide path. They could not hand-fly the aircraft solely by reference to basic seat of the pants visual references and the ship's "steam gauges" (airspeed, altitude, rate of climb, etc.) which all private pilots can and do in their Cessna 172's on every landing a million times a year across the world.


We know today that there are more of automation dependant pilots flying than should be. There have been at least five preventable accidents since 2009 where the major factor was the failure of the crew to properly monitor airspeed and attitude. The Koran Air 747 loss of attitude awareness and resultant loss of control resulting in dive almost into the sea tearing the gear doors off is an example.


There is a lot of double talk in NTSB reports on automation, but the degrading of  of basic flying skills of overly automated systems dependent pilots is beginning to make an impression on the FAA, NTSB, insurance companies and other civil aviation authorities.


The AF flight 447 that crashed in the south Atlantic is another case in point. The pitot static system become impacted with unusual high altitude icing causing a loss of raw data into the ADC's resulting in a series of cockpit alarms and the failure of the AP. The crew failed to recognize and respond to the situation


inadvertently causing the aircraft to enter a stall. For some reason the crew kept applying back pressure increasing the loss of airspeed and altitude resulting in a fatal crash into the sea. Had they used the stand- by instruments and been trained to fly referencing them, they might have nosed the aircraft over regained airspeed and successfully recovered.


The basic rule of flying is: aviate, navigate and communicate.  It has always been and it will always be, "FLY THE AIRPLANE FIRST." The other two prime directives follow. Autopilot dependent pilots too often don't monitor important parameters during approach allowing the aircraft to do whatever the computers decide it should be doing.  They are not pilots, they are simply sitting there allowing the automation to do their thinking and flying for them and too often, with the autopilot off they are not properly trained to fly basic instruments.


As mentioned above with Air France 447, all the crew had to do was reference the stand- by instrumentation, maintain the previously set cruise attitude and the power setting that was already established for Mach 80.  In the recovery, they might have gotten a little off heading, or a little off altitude, but they would not have lost control of the aircraft! (and 228 passengers and crew would still be alive)

On a routine flight to Cancun Mexico at FL 360, I once experienced the loss of airspeed indication in a 707-300 (classic, steam gauge aircraft). All we did was maintain power and pitch, keep it level until we figured out the problem. We declared an emergency, turned back and descended to a safe landing at the Atlanta's Hartsfield airport with 189 safe but disappointed passengers.  In another case, in a Boeing 727, the autopilot did not like the fact that the airspeed was gone (iced up because the F/E had been testing the ship's systems on the ground and burned up the heating elements.)  An FAA inspector was catching a ride with us when that happened. Because I had flown 20,000 hours in aircraft that had only round instruments this was not a big deal. We again turned around, descended and landed in a snow storm using power settings and attitude to control airspeed. (No sweat!)


The automation of today's third gen jet aircraft is so complex that during initial and transition training pilots are schooled on all the intricacies of the automation, excluding much of how to actually fly the aircraft and more importantly, what to do when the automation quits.


The allotted simulated hours to learn to fly one of these aircraft is the same hours used when the aircraft were much simpler and basic and you actually had to fly them. The problem is that no one wants to require extra simulator periods because they cost money and lengthen the time the pilot spends in training and not earning money for the company. As a result many of the new (younger) pilots sitting in the crew seats have no idea what to do when the automation fails and the big blue screens go dark. 


There is a great deal of pressure to get a pilot through the course in minimum time. Instructors and the students know this so everyone in the training and testing structure is focused on how the pilot handles the automation- not how, or even if, he can hand-fly the aircraft solely by reference to the "stand-by" instrumentation. When I learned to fly, these so called "stand by" instruments were in fact our primarily instruments. We had stand- by instrumentation but they were just smaller identical instruments to the primary ones.


To fix this problem, save lives and huge amounts of money, the insurance companies and regulatory agencies should insist that each pilot be required to fly a periods of additional training while simulating selective failures of the  automated systems. This program, the Caribex Air Remedial Training Curriculum RTC, is carefully and professionally crafted to "teach," absent any insinuation of a lacking of a pilot's abilities and entirely without intimidation. Our background, and that of all my instructor pilots, is focused on transferring knowledge in a very positive atmosphere. This is not a pass / fail curriculum. Learning ceases to be effective and is vastly diminished when one fears the instructor or the ouitcome. Our program bolsters the pilot's confidence in himself and strengthens his abilities to handle his aircraft in any situation and will absolutely save lives and treasure. No one cares more about the costs of accidents than the insurance companies (underwriting syndicates) who provide coverage to the world's air carriers and private operators and the air carriers who stand to loose ridership.


Included in our program is a requirement that during line operations, every 30 days, every pilot be required to disconnect the autopilot at FL 180 and hand- fly the aircraft to a landing without engaging the automated systems. The program also trains the crews to hand fly the aircraft from altitude (below RVSM) to a visual approach while maintaining airspeed within five knots and making good the descent, approach and landing. (this we accomplish in the simulator) Our program also introduces recognition and recovery from a full stall which is obviously a vital skill. Stated plainly, any pilot unable to perform those simple tasks does not belong in a cockpit and, perhaps more importantly, you don't want to be a passenger aboard his aircraft. 


Allowing young pilots with 650 hours into the right seat of a modern airliner such as the Germanwings pilot is not a good idea. Of course, in his case this was a individual with severe mental problems.  All carriers train pilots to handle engine failures but, as mentioned, they too often don't train them to handle the aircraft when the automation fails. That process was probably ok when the older pilots, (those who spent years flying round instruments who actually knew how to fly), were present throughout the industry but today, most of these guys have retired or soon will. Now we have to train the new pilots how to fly the aircraft instead of merely pushing buttons and monitoring the autopilot.  If we don't, we will see more of the Air France and Air Asia type of accidents.


As part of the Caribex Air Remedial Training Program  (RTC) we also, require regular line air crew to participate in functional test flights where actual stalls (not in the simulator) are performed. This is to drive home an understanding of how a stall really feels and how far down the nose must be pushed in a swept wing aircraft to recover from an actual full stall. We know that few, if any, of the world's current airline pilots have any idea what this entails. As the test pilot for Winglets


Systems, flying a Delta Airlines 727 aircraft, we routinely stalled the big aircraft at altitude and even I was surprised at the difference in real recovery vs. a simulated one in the training device.


Please give us a call or send an email if you have any questions. Our program is reasonably priced and can be worked into any carriers training syllabus in a few days. It positively will save lives and money. We are highly motivated to get this program into the industry and so should you be.  If you agree that this is important, call us!


Caribex, Inc 2011
email | tel USA office 561.852.3989 | fax 561.852.2767
tel UK Office