Ram Air Flight Training

Ram has that Apollo GX-50 in most of their planes. All of the old Package planes have the Garmin 430 units. After you get used to the Apollo---its a pretty cool little unit, I actually liked it better than the 430 by the time I left Ram.

I learned a lot about navigation at Ram. Taught myself how to use a LORAN in IMC.... learned that if Nav1 is one dot left, Nav2 is one dot right.... GS1 is one dot high, GS2 is 1 dot low.... you're probably right on the LOC and GS! Take the average of NAV1 and NAV2 :)

You are right about about the GPS. Most planes in the Ram Air fleet have the GX-50. It gets the job done but I definitely prefer the Garmin 430. Maybe I am partial to it because I used to fly the Cirrus SR-20 at my last job. Nevertheless I am always glad to fly any airplane that is GPS equipped. And I am saving up to buy that handheld GPS.

I also taught myself how to use a Loran, but in my case it was in VFR confiditions. :) I had read about using loran when I took my instrument/CFI-I written, but had never used one until I came to Ram Air. This is another thing that should have been covered in Ram Air training is use of the Loran. It's actually not a bad little unit once you figure out how to use it.

I also learned how to use an RNAV unit as well. That was another thing that I had read about but never used. My boss showed me how it works. It works well as long as you are within VOR reception range and you know which buttons to push. It is not as intuitive as using a GPS, but it gets easier with practice.
 
And I am saving up to buy that handheld GPS.

I wouldn't spend a dime on a handheld GPS. Once you get in the twins... all of them have a GPS with a current DB. I knew people at Ram who went out, spent 800 bucks on Ebay... got a handheld, and got a twin run a month later. Thats 1.5 RAM paychecks GONE! Just my $.02

If you do get a GPS---I learned from flying at RAM (with some of the planes with databases that expired in 1998/LORAN/etc.) that you can say.... "XYZ Approach, request 055 heading to RDU" They will more often than not say "055 approved" or "approved as requested." As long as the word "direct" isn't used it is legal. Don't let Lotta know otherwise she'll just stop having them updated :)
 
Some thoughts about Ramair.
I am currently working for Ramair at JQF. Some of the posts in this thread have been rather negative about this company, and I would like to share some of my experiences.
First the hand held gps issue. I carry my gps with me and do use it as a backup in imc for added situational awareness. Also, if there is an electrical failure - 30+ year old planes - I still have a means of knowing where I'm at.
As far as maintenance issues go. I have had two vacum pump failures - both in vmc - , an engine quit on me after landing, three alternator failures, a landing gear that had to be manually extended, and a couple of brake failures. All of these failures happened before I came to work for Ramair. Mechanical problems are not exclusive to this company. Ask just about any pilot out there with 1000 hrs. or more to list every problem they've had while flying. It does'nt mean that any of us are super pilots. It is testimony that the training from a C.F.I. that cares about their students success and safety, and the students commitment to learning and proper attitude contribute to many more successful landings than headlines when things aren't operating at 100%.
Our maintenance books for each airplane that we use to let the mechanics know about the issues with the airplane. Some airplanes do have reccurrent write ups in them because the mechanics can't reproduce the problem. I've seen it on airplanes that I have written up and been there while the mechanic tried to figure it out.
One thing that helps the mechanics is talking to them and giving them details about the problem you're having. Here at JQF our mechanics are outstanding and will talk to you about Mx. issues and systems in general to help you as a pilot take better care of the airplanes. There is a lack of communication between the pilots and mechanics at RDU that leads to misstrust between the two. Talk to the mechanics, it works.
As far as refusing to take an airplane due to a difficiency. It happens on a regular basis. Wheather it's mechanical or a problem with the avionics. If it's not safe it's not safe end of story. Ops in Raligh have had to send pilots from there to cover my run before because of Mx.issues. Doing things like averaging between #1 and #2 navs is suicidal at worst and increadably stupid at best. Ops. may get unhappy with me from time to time about my decisions but they can only push so far. I am P.I.C. of my plane. If you are easily intimidated into letting someone else make the decision for you, don't fly freight
As far as weather goes, we all know there is weather that can't and shouldn't be flown through. The best book I have read on weather so far is Severe Weather Flying third edition by Dennis Newton. I strongly suggest you read it if you are going to do much I.M.C. flying. Freight or otherwise.
Gaining experience in aviation means going outside your comfort zone. How many of us still had the butterflies on our first cross country after achieving our private certificate. It's the same with each successive step on the way to becoming a professional pilot. I have cancelled flights due to Mx. and weather and will probably do so again in the future.
With that said we are professional pilots tasked with getting the job done. You can't refuse to do your job when there's no good reason not to. That doesn't just hurt you. It makes the customer unhappy and causes our company to loose business which hurts everyone.
The weight and ballance issue. I do mine before each flight. As you gain experience with your run, you can get it done rather efficiently.
Ramair is by design a flow through company to build your time and move on. I don't know of any other company out there that you can tall them in the interview that you have no intention of staying beyond your commitment and still get hired.
Finally, am I a better pilot for my experience here at ramair. Absolutly. I have learned that these airplanes can fly through weather that I wouldn't have considered before. Although I would not fly through heavy rain with a personal airplane, very hard on the paint and prop.
When flying through hard I.M.C., regardless of who you do it for, stick to the basics you learn in training. The same principles apply. And study. The more you know about the environment in which you operate the safer you will be.

For most, the sky is the limit. To a pilot, it's home.
 
Pilot4500 do you ever fly into CLT anymore? I've been doing some part time work at Wilson Air and also holding down two other flying jobs. Scott called me the other day wanting me to send him a resume for the march class. I've been giving it some thought. Might not be bad to trade three jobs for one flying job. RAF looks like a good outfit to fly for. Especially if I could get JQF or CLT as a base. Might see you around the friendly skies sometime.
 
Pilot4500 do you ever fly into CLT anymore? I've been doing some part time work at Wilson Air and also holding down two other flying jobs. Scott called me the other day wanting me to send him a resume for the march class. I've been giving it some thought. Might not be bad to trade three jobs for one flying job. RAF looks like a good outfit to fly for. Especially if I could get JQF or CLT as a base. Might see you around the friendly skies sometime.

I usually go through CLT at least once a day to unload cargo the rest of this week. You can usually catch me at Wilson Air between 6:00 pm to 7:00 pm.
 
Hey Pilot4500, how about an update on how things are going at RAM? What plane are you flying now? In the twin yet? How many hours have you amassed since you started, etc., etc.?
 
Well the upgrade into the twin has taken longer than I thought it would. Although my boss said that I am next in line for a multi upgrade, and that it will be a Seneca. Right now I am still flying the Piper Lance and the Cherokee Six. I am currently doing the early morning run out of Concord. This particular run leaves at 0600 and finishes at 1445. The run goes from JQF ILM OAJ ILM JQF. I enjoy doing it.

I have been averaging 100 hours a month. My times right now are about 2450 TT and 14 multi. It is painful to see people get hired by the regionals with only 500 hours because they have the multi time, but I should be getting the multi upgrade very soon.

I have had a few minor mechanical issues related to starting the engine. The engines in these PA-32s can be tempermental when it comes to starting. The carbureted engines don't like to start when they are cold, and the fuel injected engines don't like to start when they are hot. There really is an art form when it comes to starting these engines.

Other than that everything has been going well.
 
It is painful to see people get hired by the regionals with only 500 hours because they have the multi time, but I should be getting the multi upgrade very soon.

Don't feel bad. Most of them couldn't tell you what a flux gate is . . . you're better than that. Just keep learning and flying.
 
Pilot4500 I was curious to see if you are holding out for a twin run in the JQF/CLT area? I know at Package Express if we wanted to move to a twin quickly we had to move to another location. The guys in CLT/JQF never seemed to move on. I just sent my resume to Ram Air on tuesday so I hope to get a call or however they do their hiring. I've talked to the HR guy in the past and seen him a few times on the ramp at Wilson Air. Guess maybe I'll get hired just in time for the T-storm season. :insane:
 
Pilot4500 I was curious to see if you are holding out for a twin run in the JQF/CLT area? I know at Package Express if we wanted to move to a twin quickly we had to move to another location. The guys in CLT/JQF never seemed to move on. I just sent my resume to Ram Air on tuesday so I hope to get a call or however they do their hiring. I've talked to the HR guy in the past and seen him a few times on the ramp at Wilson Air. Guess maybe I'll get hired just in time for the T-storm season. :insane:
Keep us updated.
 
Well I had my phone interview with Jerome today (thursday). I'm supposed to know friday whether they will invite to training or not.

I've gotta say it's funny to read all these postings about Ram Air and such. As some of the guys have said before the airplanes are old and dispatch can be pushy. I flew for Package Express for about three months and only had two maint. issues. Both were the same planes with the same thing. One had a vacuum pump failure and one the prop would feather on it's own without me touching anything but only on the ground. But even if that happened in the air at least it feathered. As far as the weather issue I have had them tell me well everyone else is getting in when there was a strong storm at the airport. Well if they want to try it good luck to them. But I've had my fun with a nasty storm and I am not going to try to kill myself so some shlub can get their checks on time. But I enjoyed my time at Package and the choice to go to Ram Air is to get back into flying full time and get the experience to move on to something else. I have the times to go to a regional but I am not really feeling the need to go to a regional. If I don't get on at Ram Air I will explore other options.
 
Well I got the official invite today from Jerome to start training on the 30th. I need to call him back of course. Always seem to call when I am busy.
 
1670 total and 212 multi. Thing is I also have some other interviews lined up at some regionals. I sent out so many resumes and didn't hear anything back, and now it seems like the flood gates are opening. At least I hope so.
 
1670 total and 212 multi. Thing is I also have some other interviews lined up at some regionals. I sent out so many resumes and didn't hear anything back, and now it seems like the flood gates are opening. At least I hope so.

Best of luck to you during training. Study the materials that they will send you and you will do fine. You seem to have a lot of common sense which you definitely need in this business. Always make safety your first priority and don't let dispatch push you into doing something that you feel is unsafe. Remember, you are the PIC.
 
Pilot4500 I was curious to see if you are holding out for a twin run in the JQF/CLT area? I know at Package Express if we wanted to move to a twin quickly we had to move to another location. The guys in CLT/JQF never seemed to move on. I just sent my resume to Ram Air on tuesday so I hope to get a call or however they do their hiring. I've talked to the HR guy in the past and seen him a few times on the ramp at Wilson Air. Guess maybe I'll get hired just in time for the T-storm season. :insane:

The HR guy that you mentioned just got hired by Chautaqua. He was really great guy to work with though. I just read in the General Topics that PSA dropped their multi time requirement so I am going to send them my resume today and see what happens.

As far as holding out for a twin run in CLT or JQF, those are tough to get. I have not had much luck in getting a twin run, or even a twin upgrade yet. I will go where I am needed to get a twin run. In the mean time, I will apply with as many regionals as I can and see where that goes.
 
pilot4500, I was wondering what happened to you. I hadn't seen you on the ramp at Wilson in a while. Figured you got that upgrade.

I've had a few conversations with a guy that used to fly at Ram who also worked in the office at JQF when I flew for package. We discussed my t-storm experience that I had when I was at package. It's funny to me because they tell you that they don't want you to fly through a t-storm but navigate around it. And if you can't then either delay leaving or start going that way, land and let it blow over first and then continue. Well I did that one time and they called me about every five minutes asking me when I was going to takeoff again. But I don't plan on letting them get the best of me this time. Even the HR guy at Ram said that I as PIC it was my job not to let them talk me into something that I felt was unsafe. I have known that from day one but I guess at the time I just felt like it was better to try then to get the butt chewing on the phone. Let me say that I never had any MX issues that I would depart with because dispatch told me to. If the plane was broke I would not go and that was that.

I hope things are better for me at Ram. I enjoyed the job at package but there are times when I think that going back to that kind of flying is not all it's cracked up to be. I have done some searching on NTSB just to see what kind of accident history Ram Air has. And so far I only found one where a guy was killed. But it was not mx related. The rest were somewhat scary to read but everyone survived. I know that comes with the territory and that's fine. It's nothing new.

If you are in CLT any these next two weeks I'd like to talk with you. I work Tue-Thur 12-10 p.m.
 
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