Flight Express

Last I heard, they can't find enough qualified applicants. If you meet 135 mins and are instrument proficient, give them a call. I don't know when the next class is.

As far as where you'll go, we have stuff popping up all over the place. Grapevine says a couple of guys just quit in NE, we have stuff in Columbus, OH, TEB, a run or two in SoCal (although turnover on that one isn't high), and of course, St. Louis and Kansas City, and Florida. Where you'll end up is anyone's guess. When FLX tells you they don't know what runs are going to be open, they mean it. When I went through class, they told us on Tuesday what runs were available, on Wednesday, we took the final and bid runs, but before we bid, they changed the list again because a run had come open while we were taking our final.
 
squeezemylemon said:
How much they pay?
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Min pay starts at $12/duty hr, 7.5 hrs per day, 5 days per week. Once you include some pay that's a per duty period thing that starts at 6 months, it's about $24K. Roughly. You can make up to like $50K, but I think most people are making around $30-35K.
 
Columbus, OH...getting closer. Just out of curiosity, what kind of equipment are the 210's working with? standard 6 pack, 430, 530, G1000, 496, seeing eye dog?
 
ocdflyboy said:
Columbus, OH...getting closer. Just out of curiosity, what kind of equipment are the 210's working with? standard 6 pack, 430, 530, G1000, 496, seeing eye dog?
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Just the first and last things on your list.....

They're very clear in their hiring process and training that you get to get it done /A.

I guess my thought is they're always going to have trouble finding applicants if said applicants could go somewhere else with very little multi time and get into a Navajo.
 
ocdflyboy said:
Columbus, OH...getting closer. Just out of curiosity, what kind of equipment are the 210's working with? standard 6 pack, 430, 530, G1000, 496, seeing eye dog?
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Mostly the seeing eye dog part. ;)

TallFlyer said:
Just the first and last things on your list.....

They're very clear in their hiring process and training that you get to get it done /A.
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They're actually training you to be able to get it done in /U. /A is a luxury here.
 
Inverted25 said:
how many of you guys flying for FLX use hand held aviation gps for situational awareness?
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I did for the first few days on the route. After that you do the same route day in day out its really not needed. Some guys do have Handhelds just for XM weather though.


Sent from my iPhone
 
Just saw the AD. Soooo...how many of those 210's have over 10k hours?

"Currently, there is no FAA-approved modification for a cracked wing lower main spar cap. If cracks are found during the inspections required by this AD, further flight is prohibited until an FAA- approved modification is incorporated or the cracked wing lower main spar cap is replaced with a serviceable spar cap, wing spar, or wing (as applicable) if one is available."
 
jeflies said:
A low time 210 would be 12-15k hours for them. I think the highest TT 210 I flew there was 24k.


Sent from my iPhone
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I flew one that had like 9,800 on it. Of course, that was over a year ago, so I'm sure it's well over 10K by now.
 
From what I hear, the cracking thing is very, very rare. The CPA (granted they have some bias) seems to think the FAA overreacted on this one. However, I'm sure there will be a much better picture once the data from the AD inspections rolls in.
 
Roger Roger said:
From what I hear, the cracking thing is very, very rare. The CPA (granted they have some bias) seems to think the FAA overreacted on this one. However, I'm sure there will be a much better picture once the data from the AD inspections rolls in.
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So what you're saying is, for the most part, Cessna trying to sell Spar Caps?
 
KSCessnaDriver said:
So what you're saying is, for the most part, Cessna trying to sell Spar Caps?
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Since they're not requiring the inspection to be done by a Cessna service center, I would say that may be overstated. Maybe not untrue, but certainly not the only reason. You have a cantilever wing with known issues with the spar caps cracking, and people are fussing that they're having to have it inspected? The inspection only costs $250-500. And you only have to do the inspection if you have over 5,000 total time on the airframe. I'm not seeing this as excessive, although making it an emergency AD and grounding a portion of the fleet with the rarity of the problem might be an overreaction.
 
KSCessnaDriver said:
So what you're saying is, for the most part, Cessna trying to sell Spar Caps?
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That is not quite how I would put it. For one thing, I don't know that many people will buy spar caps as a result of this AD. I'd guess that in most cases for a high hour 210, the cost of replacing the cap exceeds the value of the airplane. For another, I think the big driver is liability. Also, Cessna is actually very conscientious about monitoring their legacy fleet for fatigue wear out issues. Now most owners see it as being excessively cautious, but from what I can gather Cessna takes a "how can we keep these aircraft flying safely for ANOTHER 30 years" approach to looking at things like this. Finally, this AD really only mandates things that good inspectors should have already been doing. I mean if you have an airplane with a cantilever wing, you best be inspecting that spar well. And it's not like the AD requires pulling skins or adding access holes, in fact as I understand it can be done in many aircraft with a mirror and flashlight and in all with a borescope, which is a common aviation shop tool. So probably it will be much ado about nothing, and only a few high-time aircraft with damage history, or in a certain serial number block, will actually be found to have problems.
 
I think the bigger issue with this whole deal, while not specifically Flight Express related is the "Mandatory" service bulletin that's coming for all the 100 series Cessna's. Like they have done for the 400, 300 and 200 series to date. Could be a lot of airplanes that all the sudden are junk.
 
KSCessnaDriver said:
I think the bigger issue with this whole deal, while not specifically Flight Express related is the "Mandatory" service bulletin that's coming for all the 100 series Cessna's. Like they have done for the 400, 300 and 200 series to date. Could be a lot of airplanes that all the sudden are junk.
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I've seen a briefing on some of the issues in there. It's serious stuff. And it isn't mandatory for any 91 operators in the US. The planes aren't getting any younger.
 
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