I will have to look into them. Do you have any specfics on what is competitve to get a job there? I imagine that they require that magic alaska time which I heard is hard to get if your not from up there to start with. Also what is the cost of living in that area? How much you make isnt what really matters its the buying power of your dollar in the region you live.
Don't really need alaska time for them, also, the cost of living in anchorage isn't really that bad, probably about the same as oregon, with housing being cheaper than portland, but fruits and vegetables being a little more expensive. They are probably full of captains right now, but chances are you could work your way in.
Where are the Captains going right now that are causing the quick upgrade? High attrition? Or are they just adding several aircraft & routes exponentially and have a dire need for pilots and CA's?
Bob
Both, growth is huge, and they're always busy, there is high attrition because many people show up expecting a 50-60hr per month flying job in easy conditions, which it is decidedly not. It will burn you up to be an FO there for the first 6 months (I know I worked there, but can't upgrade cuz I'm 20) just because of scheduling and the sheer amount of work involved (unloading 5000lbs of useful load in 15minutes, then loading 5000lbs of king crab takes its toll). Further, the approaches you are flying in actually dangerous conditions down to mins everyday takes a heavy toll on you. It is freight flying in Alaska, what do you expect, weeeellllllll, if you think scud running at 500AGL and 2 miles in a multi turbine airplane after canceling IFR ontop and finding a hole to get into a 3500' gravel strip with no weather/approaches/etc. is terrifying, stupid, or dangerous, then this is probably not the place for you, though most of the flying is fairly benign, the flying in south east AK, the flying to Dutch Harbor, and the scud running into bush strips is demanding and nerve racking. Schedule wise, in my last month there, before I finally found out that I couldn't upgrade and might as well move on, I had every flight I wanted (every one) the schedule I wanted (3 days on, 1 day of reserve, 3 days off) and the best part, at ACE you're home every night (100% of the time, barring a mechanical). The maintenance is excellent, with some of the mechanics being there or at MarkAir Express for over 20 years, the crews are great, and the management is decent. Also, the chrismas party was unbelievable. Open Bar + Free Cab Rides to All Employees = Wild Night.
In addition to carrying fish/freight/booze/etc. They are working on a Charter side, which occasionally carries pax, however, charter freight is their bread and butter. The training even for FOs is crazy, I felt like I was damn near qual'd for a type rating when I finished the FO ground in terms of how in depth the CP was in systems, and procedures. They make the airplane so easy to understand, and have years of experience to make things make sense. The type ride for captains (as my buddies who have recently upgraded will attest) is intense. The flying, btw, is all hand flying, with Autopilot in only one airplane, and its not very good anyway. The insides are fairly warm though in the winter, as the bleed heat works really well. FOs have to fuel the airplane (sucks I know) but no real work is required once you become a CA.
The outstations where the freight is unloaded are primitive at best sometimes, but you're not really there long enough for it to matter. All in all 8.5/10 in terms of how I rate it as a job in aviation, beats the hell out of making 18,000 your first year in the right seat of an RJ. There's no guarantee or union, however, when you fly 100-130hrs /mo there's no real need for a guarantee.
EDIT: By the way, I forgot, upgrade mins are 2000TT/1000 in type (B1900C) or 3000TT/500 in type. No direct entry, so you'd need to spend a couple months in the right seat even if you were a 3000/500 kind of guy/gal.