Air Cargo Carrier Inc. MKE?

[flymeach]

Three things I have gained so far in this business is that when things are going good, somthing is about to go wrong, nothing is for certain, and it is always a game of hurry up and wait.

Those are just a few amature lessons learned.

 

[HowlinMadMurdoc]

You're not completely right but Im not gonna get in a pissing match with you. There are jobs out there that pay more than what I make but if I can combine a step up in my career with higher pay then good for me. Just trying to research and see if I could take a cut and F/O it for awhile and then get a relatively quick upgrade and make a decent check then I wouldn't mind taking a cut for awhile. Or should I just keep on pushin and hit those 1200 hours and see what happens. Just researching, not flamebaiting.

The following post is meant as if you, T-Gates (he has great perspective) and I are sitting in a bar after a long day of flying...

This isn't a "pissing match" at all - just a blunt and somewhat outspoken belief of what I feel is part of today's industry issues.

I have an old-school mentality regarding one's progression in aviation - it's a belief in paying your dues. It used to be a pilot received their Commercial ticket and progressed to CFI where they actually spent a year or two teaching. Then they would progress to the 135 for a few years before moving onto the 121 world; way back in the day when pilots received a wage commensurate with their experience level. It was a tried-and-true method!

Today, there are pilots who barely have even 500 or 1000 hours complaining ad-nauseum on webboards about how they can't receive a callback from a regional airline or find a flying job that, you know, actually supports them financially. One can almost hear them wailing, "how dare these companies don't call me back! I have almost 1000 hours TT (and in some cases only 500) and, by gosh, give me that job! I'm entitled to it!". (emphasis mine)

Well, of course, regional airlines are drooling over having these young and inexperienced pilots in their ranks. I mean, where are these guys going to go after anything less than five years? Remember, there are NO fast upgrades anywhere these days and getting to the left seat is a long process. Additionally, the old magic number of 1000 PIC Turbine isn't much help either given the number of already- and soon-to-be furloughed regional and major airline pilots looking those elusive positions.

Let's not forget the basic attitude that a number of newhires (regional airline speaking) possess - who cares about pay and workrules; I'm getting to fly a jet! This is commonly referred to as SJS. Well, guess what? Who cares! It's an airplane! I'd rather be paid a lot of money to fly a banged-up 172 than to earn poverty-level wages flying a multi-million RJ with paying passengers on board. Or having to work a second job, while flying said RJ, just to make ends meet. Given the choice, I'd rather do the former than the latter but the bills keep coming so I do the latter.

Now before you blast me for a perceived hypocritical stance, let's take a look at my credentials. I flew part 91 aerial patrol for almost 1300 hours (after already having 500TT) before moving onto 135 night cargo, single-pilot. I flew that for another 500 or so hours before moving onto my current 121 regional gig with 2200TT.

Which leads me to my core belief. The 135 IFR minimum time requirements are written in blood and for very good causes. I also believe that an NPRM should be created for a 121 minimum time and experience requirement. That requirement would require any 121 applicant to possess and ATP rating (IFR) along with 2000TT and at least 500 hours verifiable 135 IFR experience.

I can hear the complaining now about "unfair" these requirements would be to potential regional pilots. Guess what? Too bad! In addition to high oil prices, lack of price power, an overcapacity of available seats, poorly run airlines with questionable management teams, part of the problem today regarding wages and workrules is (drumroll please) an OVERSUPPLY of pilots. Yes, that's right. Because it's so easy to jump from teaching in a 172 for just a few months into the right-seat of an RJ, we pilots have very little power in raising our QOL. Too many starry-eyed wanna-be's out there just willing to fly for almost NOTHING just because it's a JET! Guess what, again? That allows regional airlines to continue low-balling contracts which, this will come as a shock to you, causes low-wages! A little thing called whipsaw.

So, what's the solution? Create a 121 pilot requirement and close down the pilot-mill schools. Who, their right mind, pays a company $50k+ for licenses and a "promise" for an interview at 500 hours. There is NO way a 500 wunderkind pilot is ready for the right seat of any RJ or any other plane for that matter. You aren't going yourself or the CA any good.

So, Richard, don't focus on jumping ship RIGHT now to a 135 SIC position. In the end, it'll be more beneficial for you and your career to wait until 1200 hours before getting your first 135 job (and I mean PIC and not SIC).

There are NO shortcuts in this business. Nor should there be. If you get the chance, read "Fate is the Hunter" by Ernest Gann. There's a passage in that book where Ernie receives some outstanding advice, "In this business, we play for keeps".

Remember that.

I'm outta here (of the virtual bar). Enjoy your beer - it's on me. Good luck on your career.

Yes, T-Gates, your beerS are on my tab too.

Fraternally,

HMM

 

[RichardRambone]

I always welcome the good advice from you guys. First off I agree with what you said Howlin. All in all I've decided unless things change drastically I have close to 0 desire to fly for any airline at this point. Im not trying to hurry up my career I actually am looking forward to freight dogging it single pilot. Im just tired of cleaning these damn planes and doing this office bs where the flying is off and on. Im always looking for the next step. My concern isnt SJS I couldnt give a rats a$$ but rather whats more beneficial, twin turbine PIC time with ACC after a while as an F/O or twin piston PIC time with someone like Airnet once I get my 135 mins. Also, money IS a factor in my decision. I could get paid well at Airnet if I keep doing what Im doing or jump ship now and take a cut for awhile at ACC, BUT upgrade quickly and not hurt my wallet so much. Just considering my options. I'm not trying to be a 747 CA at the tender age of 26 or anything and I understand paying my dues. If washing planes aint paying dues then suck my a$$ (not directed towards anyone specifically). The industry is in the dumps, pilots are a dime a dozen and if I can have fun at my job while getting paid a reasonable wage then thats what Im gonna do. To me being single and little debt then 40K with ACC or someone is a fantastic wage to me. I've got lots to learn and how am I gonna know unless I experience it myself or ask questions of those who've been there. See you up there.

 

[Catnhat]

Well said Murdoc!

 

[Turbosnake03]

Just wondering some more info about ACC that i was unclear about... If i was hired.. am i responsable for relocating to my pilot base?? In other words during your 19 days on are you placed in a hotel every night?? or are you back at your base where you are responsable for your own apartment/house. Also are there any employment contracts?

Thanks

 

[Wankel7]

Just wondering some more info about ACC that i was unclear about... If i was hired.. am i responsable for relocating to my pilot base?? In other words during your 19 days on are you placed in a hotel every night?? or are you back at your base where you are responsable for your own apartment/house. Also are there any employment contracts?

Thanks

In a hotel the whole time. And that is assuming you get charter of course.

Now, if you live in mqy,dto,yip you might see home a lil more often.

Wankel

 

[Turbosnake03]

but if you are based in say IND for example and you run a scheduled route and are off on the weekends, Do you need to have a place in IND to live. or will they provided you a hotel all the days you are there.

Thanks agian

 

[N7167L]

In a hotel the whole time. And that is assuming you get charter of course.

Now, if you live in mqy,dto,yip you might see home a lil more often.

Wankel

Any word on hiring at ACC? (still on-going?)

Also, can an Applicant specifically request the on-demand flying?
(I live in North Texas, so KDTO gets my attention)

Thanks.

 

[clambdin]

Anybody know how senior KIND is for captains ? Do they have an on demand run out of KIND ?

 

[aucfi]

Anyone who interviewed get a call for a class date yet? I heard January 19th would be the next one.

 

[JetSpeed219]

I got the call for the 19th, should be getting the package with training materials this week....

 

[flymeach]

No word for me yet, still waiting.....

 

[districtpilot]

Well, how about a slight change of course. Any current ACC pilots have any info on medical benefits? Thanks, oh and the company seems like a very well managed one.

 

[districtpilot]

My bad, medical benefits info is on ACC website.

 

[JetSpeed219]

Does anyone know if ACC plans on joining CASS?

 

[ShortBusTim]

Any word on hiring at ACC? (still on-going?)

Also, can an Applicant specifically request the on-demand flying?
(I live in North Texas, so KDTO gets my attention)

Thanks.

I got hired in September '05 and had requested on demand (live in Dallas), and didn't get it right away due to seniority, but it looks like I'll have a slot in the upcoming weeks.

Seniority in each ground school class is based on age, so a bid goes through active pilots first, then whatever is left over goes to the ground school class who fight it out from there. That's the way I gathered it when I was in school anyhow.

It's a great company, though, no matter where you end up based. We also have a fairly extensive jumpseat agreement network...I've been home every weekend since I've been on the line without a problem.

Hope this helps!

 

[Avalanche]

ShortBusTim,

The reason you didn't get on-demand is because your ears are too big...get that taken care of and things may turn around for you.

Your buddy,
The Chocolate Avalanche
(Stay off the Slopes)

 

[shortbus driver]

not true

thats incorrect mr powerful brown lips...he didn't get charter cuz hes only 12. plus when he grows up hes gonna be a bad a#s capt...who still appears to be 12

 

[Avalanche]

Radar

The great part about when he becomes captain is if the radar goes out he can just let the FO fly and he can stick his head out the window and search for any weather returns.

 

[shortbus driver]

wow...so u flying in warsaw yet? i hear poland is beautiful