Is it even worth mentioning?

These are good responses you're getting Ian. Seriously, my response to you would be that the 135 regulations need to be reworked and rewritten. Providing barriers to entry and more oversight (more Govt oversight, am I really saying this?) will weed out the Mom and Pop companies that stigmatize the legitimate operators in this industry as unprofessional and unsafe. They probably could also implement SIC minimum flight time requirements for 121 button pushers and you would see people flock to Ameriflight and Airnet.
 
Quote: As for insights into becoming a freight pilot - what would you like to know?

Well, say I became a CFI and started teaching. On the side I get my ME rating but kept on teaching. What is my chance of flying an ME at a freight company?. Do I have to build time as a single engine pilot or can I just become a FO (if it is called that in the freight world) on a ME airplane. Like I said my goal is to become an airline pilot (at least now) but I am in no rush to get there. I like flying and I'd like to experience most of it. So having said that, lets say I'm a CFI with 400 hrs by this time next year. What would you recommend me doing? ie: build more time and apply? or try going in with a small freight company? I hope I was able to explain myself.

Thanks
 
mikecweb said:
As far as the original question. We've been holding classes of 12 with a majority being PICs. Either they are slipping something in their drink at lunch during the interview or people want to fly here. The Flight Dept. proposes we'll be fully staffed by April 1st. Once that happens a little butterfly told me we'll see alot of new things on the horizon.
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So I should chew up all of the overtime scheduling will give me while I still can?

That's perfect...it'll end right at the start of golf season. Doesn't get much better than that.

-mini
 
Ian J said:
So is it really worth plugging?
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Probably not unless someone asks about it. I've pretty much given up. Every time I used to bring it up, some "expert" would me how it really is, so what's the point? 500 hour wonders telling me that I would never be competitive anywhere without glass time, my turbine PIC is worthless, nobody goes from 135 freight to majors, blah blah blah. My blood pressure went way down when I just stopped caring about offering a different perspective and defending my ideas and opinions. The fact of the matter is Jetcareers is very (almost exclusively) airline-oriented, there isn't much interest in anything else. On the flip side, JC is only a tiny percentage of the pilots and wannabes out there, as evidenced by freight haulers still filling classes.
 
I usually don't plug Freight flying in the regional threads because it usually leads to the epic "freight vs. regionals" arguements. When I hear some of the regionals pilots complain about some of the things they hate about there jobs, I really want to give them a good smack in the back of the head. And then maybe they could consider that they are into the wrong type of flying..... That freight may be a better fit for them.:rolleyes:

The old stigma that freight pilot don't get hired by the big boys is another misconception out there. Plenty of our pilots get picked by the majors. It just happens in smaller numbers. The only reason for that is because, I don't know about Airnet, but Amflight's pilot group is only 200 strong.

As someone else mentioned, the few sucky companies that don't have a real training program, pushy management, and poorly maintained aircraft gives all other quality operators a bad name.
 
My dream job: UPT through the Guard and work for Uncle Sam part time, be cruising around at night by myself in the middle of nowhere with a bunch of boxes in back the rest of the time. I really don't think this would be my goal if not for subtle freight dawg promos dropping every once in a while in the other forums.
 
BuickCFI said:
all slots filled by April 1st? i better make my mind up quick as to what i want to do!
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April 1st was the goal to get back to "normal" levels. We've been short as much as 20 pilots out of 170ish since October. We've spent millions chartering runs that could be flown if we only had the pilots. That being said Airnet still loses about 7 pilots a month no matter what.
minitour said:
So I should chew up all of the overtime scheduling will give me while I still can?
-mini
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Yeah get it while the getting is good. The open time is already starting to dry up for the jet guys.
 
SaberFlyer said:
Well, say I became a CFI and started teaching. On the side I get my ME rating but kept on teaching. What is my chance of flying an ME at a freight company?
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That's how most people do it. CFI until they can get hired. Some do other work such as aerial survey or jumpers, but with CFI-ing you'll keep your head in the books more. Teaching instruments would help a lot as well.

As of now, there's no minimum ME time at my company, and probably not at others as well. However, if our staffing gets better one might expect our mins to go up. I was hired with 33 fixed-wing ME.



Do I have to build time as a single engine pilot or can I just become a FO (if it is called that in the freight world) on a ME airplane.
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At my company they are called "SICs," but some do call them FOs, and you can go that route. No matter what, you'll need 1200 hours to act as a PIC.

Like I said my goal is to become an airline pilot (at least now) but I am in no rush to get there. I like flying and I'd like to experience most of it.
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That's a great attitude. Make sure it is something you really want to do though. It would suck if 6 months into your freight gig you realized you're losing out on a bunch of airline seniority. What if the airlines aren't hiring when your contract is up? Will you be satisfied sticking around in the freight business?

So having said that, lets say I'm a CFI with 400 hrs by this time next year. What would you recommend me doing? ie: build more time and apply? or try going in with a small freight company?
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400 hours isn't a lot. And if my company's staffing issues get fixed, you most likely won't see 400 hour SIC's anymore. It used to be they required 1050 to come to class, and it might go back that way again. Who knows.

I'd recommend building your time - become a CFI, CFII, and MEI. Concentrate heavily on basic instrument flying, perfecting your scan, and flying instruments without glass or a GPS. (Do get some GPS skills though - we do have them in many aircraft.)

I'd apply when you were qualified, and keep updating your application till you get the call. Study the gouges on aviationinterviews.com and be ready for a short notice interview.
 
minitour said:
Guess that means I'll have to start being nice to the wife too.

-damn
-mini
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Yeah, be nice to her or you'll have to spend your first day free of duty picking your crap up off the front lawn. Plus you'll want her to let you attend the golf outing. I just took a 3 hour nap and missed my early commute out of EWR so I'm in the proverbial doghouse. Did you guys know that it was Valentine's Day this week?
 
Ian J said:
Honestly, it is. If someone wants to work for a regional it doesn't make much sense to build 1200 hours for a part 135. (Except that it will probably give you invaluable experience, but at the loss of airline seniority.)
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It did when I flew freight because the mins to get hired at regionals were usually more than 1200 TT. I used it as a stepping stone(didnt think it would be 4 years) and made good enough money where I waited for the right opportunity to go to a regional. I this day and age you correct about the getting 1200TT not making sense on paper for a regional candidate. The "Lifers" at my company were nice guys, but 0 were under 30. At the competitors company they had 2 that were under 30 and were lifers. 1 of the 2 didn't have any college so a regional would be the same dead end as freight and the other was a self dubbed "chief" pilot and liked his little bit of power.
 
It's sad to say, but if I'd had the multi-engine time, I probably would've gone straight from flight instructing to the right seat at a regional, too. However, by the time I had 1200 hours, I still only had about 50 ME, so I was forced into going the freight route, and let me tell ya, I was terrified!

But, I'm SO GLAD I did. It was the most fun 2 years of "Schooling" I've ever had. I must admit that now, when I meet the captain I'll be flying with for the next few days, one of the first things I ask is "what did you do before Chautauqua?" If the answer is something other than, "Well, I flew freight for a while," I don't have as much respect for him.
 
I'm kinda surprised that more guys don't consider going the freight route considering the student lonas most have after school. I mean you can get 40k plus a year in alot of these 135 outfits as compared to a lean 22k to start at a regional. Makes sense to get rid of the studfent lonas quick flying 135 before moving on to your next career step.

Just my 2 cents :rawk:
 
Like wf, I flew freight because they were the only ones who would hire me. I'd never gotten my multi rating at all, and was shocked to learn from That Other Message Board that FLX would look at someone like me. They did, I did, and the rest is history. In about eight months I should have my magic 1000MTPIC and with any luck be flying at an ACMI. I took the leisurely route on upgrades and it's still only been 2 1/2 years since I was a recent college graduate with a lapsed CFI, hundreds of hours of chickenhawk time, no multi rating, and a serious need for a job.

To wit: Yes, freight has been good to me, and yes, it was precisely because someone took the time to tell me about it on a message board that I wound up doing it. Keep on spreading the Good Word, brother!
 
i always try to steer people away from regionals. the pay ibeing so lousy is the main reason i do it. its just a matter of time when the sjs guys can no longer get hired at joe schmoo regional with 300 hours. then everyone that looked down on 135 cargo will be begging for a job flying boxes. some people dont realize thats it's not up to them where they work, the economy says so. when i was coming up i always said i'd work anywhere, took the first instructor job i was offered, then with 1000 dual given, 1500 total and 1000 multi was honored to fly a chieftain, i was just happy to not be instructing anymore. today those numbers would make me eligable for a street captain at some regionals.
 
Freight has usually been a stepping stone to the regionals. In today's hiring environment that step is no longer needed. Those who go to 135 freight nowadays are the ones who like that type of flying. Most people want to become an airline pilot as soon as possible.
 
USMCmech said:
Speak for yourself
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That's really what this whole topic should be about.

What's best for you. Your career, your student loans, your QOL, your commute or lack of, your goals, your dreams, your family. If freight is the best choice for you, go for it.

I think what I don't understand is the massive insecurity some people feel and the need to lash out and constantly prove that their path is the best and only path. Like the guy above who isn't going to have any respect for his CHQ captain because he flew freight and his captain didn't. That's a pretty crappy attitude to have. There's more than one way to skin the "experience" cat.
 
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