USA Jet Airlines...

mojo6911 said:
You'll get used to doing the DME arc to the ILS into Saltillo.
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YUP...it's the same airports over and over again. MMIO MMTO MMHO MMLO MMMX

Can just about shoot ILS DME 2 RWY 17 in my sleep.

LRD NLD UJ40 LIDAK join the 12 mile SLW ARC to the join the final.. gets even more fun if you have to shoot that to circle and land on 35 with a 9000-10000 foot mountain not that far to the east.



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Bandit_Driver said:
YUP...it's the same airports over and over again. MMIO MMTO MMHO MMLO MMMX

Can just about shoot ILS DME 2 RWY 17 in my sleep.

LRD NLD UJ40 LIDAK join the 12 mile SLW ARC to the join the final.. gets even more fun if you have to shoot that to circle and land on 35 with a 9000-10000 foot mountain not that far to the east.



.
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I love Mexican visual approaches. 2 miles from the airport and 5000+ above field elevation.
 
Bandit_Driver said:
YUP...it's the same airports over and over again. MMIO MMTO MMHO MMLO MMMX

Can just about shoot ILS DME 2 RWY 17 in my sleep.

LRD NLD UJ40 LIDAK join the 12 mile SLW ARC to the join the final.. gets even more fun if you have to shoot that to circle and land on 35 with a 9000-10000 foot mountain not that far to the east.



.
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MMHO is the worst airport in the world but thinking about those 5+ hour freight delays on almost every trip in MMIO or MMTO is enough to give you PTSD.
 
TWP said:
I've put in an app, and heard the following through the grape vine:

34k base, 1.70$ per diem, 150$ incentive pay every time you take off. This makes first year on the DA-20 around 40-45k. The e-mail sold it as "if you do 6 trips a month in the falcon, that makes your first year total 45k". I'm not sure if anyone is doing 6 trips a month in the falcon. You get first year DC-9 pay on the falcon if you have atp mins, which is ~55k. 24/7 on call. 11 days off a month. You will be loading the plane in the snow at 3 am for no additional compensation. You can bid the DC-9 after 6 months in the falcon.

There was a dangling carrot included in an e-mail I saw, which read something like "we have a program in the works to get captains 6 figure pay in 6 years". That statement has a lot of wiggle room in it but who knows.

The starting pay is definitely better than the regionals and I can't help but think that after flying hard IFR, in the michigan winters, with no gps, that flying for a major after you get the time would seem like a vacation. Definitely seems like a stepping stone in which you trade total flight time for pay, the usual trade off for 135 stuff.
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Huh? Do they even advertise it like that?
 
TWP said:
Yeah, most freight outfits do this even though it's not in line with the regs. It's sort of just accepted I guess.
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Ya, but a 121 outfit? Even if it is supplemental, you'd think there'd be more oversight than a mom and pop 135.
How would you go to work every day knowingly and willfully breaking the regs?
 
z987k said:
Ya, but a 121 outfit? Even if it is supplemental, you'd think there'd be more oversight than a mom and pop 135.
How would you go to work every day knowingly and willfully breaking the regs?
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I had a better opportunity come up so I turned down the interview. I heard from a little freight birdy that there is a route to report this stuff but most pilots don't, because if the feds move in and shut things down they don't have a job anymore. It's a damned if you do damned if you don't situation. Seems to be a joe pesci casino type situation.
 
I'm shying away from this place the more I talk to pilots on property and learn about it. I don't think I would have ANY qol commuting out of JAX and the schedules sound kinda brutal. The only plus for me would be the potential to earn 2 types in a year... One of those being a DC-9 which is just cool.
 
z987k said:
Ya, but a 121 outfit? Even if it is supplemental, you'd think there'd be more oversight than a mom and pop 135.
How would you go to work every day knowingly and willfully breaking the regs?
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Welcome to 121 Supplemental and its legal. Why do you think FedEx, UPS, ALPA are pushing so hard for the one level of safety. We fly the same planes over the same route and cities but because we have boxes we don't need rest in the eyes of the FAA. A 121 Supplemental International flight has NO DUTY DAY LIMIT. Fatigue is Fatigue it doesn't matter if I have box or pax behind the door.

The FAA continues to use the same flawed thinking over and over again. IIRC back in the Mid 90's freighters weren't required to have TCAS but Pax planes were. Guess what it led to a mid air and the FAA then decided all the planes should have TCAS.... It sadly will take someone dropping a 747 or A300 into a heavily populated area and Fatigue being the clear cause before the FAA makes changes.

On flip side what changes do you make to cargo? 117 possible could work with scheduled freight (e.g. UPS/FEDEX) but how do you handle the unscheduled freight? 117 would cripple if not shutdown most on-demand freight companies. You never know what two airports your be flying between so crews cannot be pre-positions or based.
 
Bandit_Driver said:
Welcome to 121 Supplemental and its legal. Why do you think FedEx, UPS, ALPA are pushing so hard for the one level of safety. We fly the same planes over the same route and cities but because we have boxes we don't need rest in the eyes of the FAA. A 121 Supplemental International flight has NO DUTY DAY LIMIT. Fatigue is Fatigue it doesn't matter if I have box or pax behind the door.

The FAA continues to use the same flawed thinking over and over again. IIRC back in the Mid 90's freighters weren't required to have TCAS but Pax planes were. Guess what it led to a mid air and the FAA then decided all the planes should have TCAS.... It sadly will take someone dropping a 747 or A300 into a heavily populated area and Fatigue being the clear cause before the FAA makes changes.

On flip side what changes do you make to cargo? 117 possible could work with scheduled freight (e.g. UPS/FEDEX) but how do you handle the unscheduled freight? 117 would cripple if not shutdown most on-demand freight companies. You never know what two airports your be flying between so crews cannot be pre-positions or based.
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At the very least, for 2 pilot crews go with the 135 regs.
 
Bandit_Driver said:
Welcome to 121 Supplemental and its legal. Why do you think FedEx, UPS, ALPA are pushing so hard for the one level of safety. We fly the same planes over the same route and cities but because we have boxes we don't need rest in the eyes of the FAA. A 121 Supplemental International flight has NO DUTY DAY LIMIT. Fatigue is Fatigue it doesn't matter if I have box or pax behind the door.

The FAA continues to use the same flawed thinking over and over again. IIRC back in the Mid 90's freighters weren't required to have TCAS but Pax planes were. Guess what it led to a mid air and the FAA then decided all the planes should have TCAS.... It sadly will take someone dropping a 747 or A300 into a heavily populated area and Fatigue being the clear cause before the FAA makes changes.

On flip side what changes do you make to cargo? 117 possible could work with scheduled freight (e.g. UPS/FEDEX) but how do you handle the unscheduled freight? 117 would cripple if not shutdown most on-demand freight companies. You never know what two airports your be flying between so crews cannot be pre-positions or based.
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Sure you do. Put some crews in YIP, SHV, ELP, LRD and down in Mexico and you'd be covered for the majority of your flying.
 
unclassified said:
Sure you do. Put some crews in YIP, SHV, ELP, LRD and down in Mexico and you'd be covered for the majority of your flying.
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Companies don't want that because it would cost money. That being said, as much as we complain about it, we're still the ones to blame for the most part. When faced with a 12 hour trip that ends in a hotel on the border for days, or an additional 8 hours for another trip that ends at home, I'll usually choose home.
 
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Bandit_Driver said:
On flip side what changes do you make to cargo? 117 possible could work with scheduled freight (e.g. UPS/FEDEX) but how do you handle the unscheduled freight? 117 would cripple if not shutdown most on-demand freight companies. You never know what two airports your be flying between so crews cannot be pre-positions or based.
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Either adapt or disappear. Either works so long as safety is improved.
The people doing the contracting will either have to pay more to the contractors or go to the scheduled guys and deal with their timelines.
 
Bandit_Driver said:
It sadly will take someone dropping a 747 or A300 into a heavily populated area and Fatigue being the clear cause before the FAA makes changes.
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Good thing Birmingham cleared the houses off of the approach to 18 back in the late 90s or UPS would have done just that.
 
ctab5060X said:
Good thing Birmingham cleared the houses off of the approach to 18 back in the late 90s or UPS would have done just that.
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Yup...They (FAA) got lucky again. 117 would kill the on-demand business and Brown, Purple, and the Clown would never touch the freight that on-demand moves nightly. However, common sense changes could easily be made to allow freight to move safely and put us one level of safety.
 
Bandit_Driver said:
Yup...They (FAA) got lucky again. 117 would kill the on-demand business and Brown, Purple, and the Clown would never touch the freight that on-demand moves nightly. However, common sense changes could easily be made to allow freight to move safely and put us one level of safety.
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Agreed.
 
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