cletislj04
Well-known member
- Joined
- Mar 5, 2002
- Posts
- 51
Welcome to Flightinfo.com
- Register now and join the discussion
- Friendliest aviation Ccmmunity on the web
- Modern site for PC's, Phones, Tablets - no 3rd party apps required
- Ask questions, help others, promote aviation
- Share the passion for aviation
- Invite everyone to Flightinfo.com and let's have fun
Airnet Question???
- Thread starter cletislj04
- Start date
Welcome to Flightinfo.com
- Register now and join the discussion
- Modern secure site, no 3rd party apps required
- Invite your friends
- Share the passion of aviation
- Friendliest aviation community on the web
One question,
When did Airnet become the place to be? It seems like every CFI in the world wants to go fly night freight. Is flight instructing that bad? I'm not taking anything away from the Airnet guys, they work hard, but I can't imagine why someone would leave a good CFI job to go bust arse flying single pilot frieght when the end outcome will probably be the same; a regional job.
If you want to fly for an airline than just wait a little while. Things will return to normal shortly. Just my opinion though. Flame away, I'm interested to hear why guys think they need that kind of time to get a job.
When did Airnet become the place to be? It seems like every CFI in the world wants to go fly night freight. Is flight instructing that bad? I'm not taking anything away from the Airnet guys, they work hard, but I can't imagine why someone would leave a good CFI job to go bust arse flying single pilot frieght when the end outcome will probably be the same; a regional job.
If you want to fly for an airline than just wait a little while. Things will return to normal shortly. Just my opinion though. Flame away, I'm interested to hear why guys think they need that kind of time to get a job.
generaltso
Marcy Projects
- Joined
- Jan 12, 2002
- Posts
- 653
I think given the choice a regional airline prefers to have a pilot with 135 experience. When times were good cfi's could get interviews. Times aren't so good, hence the need for 135 experience. Some of these cfi's probably have seen a reduction in flying and are looking for ways to pay bills and continue to build time.
Once things go back to normal, hopefully soon as you said ATRCA, who will have the better looking resume a CFI with 2000hours of watching someone fly, or someone who did the CFI thing for 1000 hours and then flew 135 for another 1000 hours. That maybee one reason to choose AirNet or similar 135 companies over instructing.
But I think AirNet has some other positives. The pay is more than many regionals. This is my first year and I'm on pace to make about $29K this year. Not many CFI's will do that or first year regional pilots. I think I made about $15K as a CFI.
We also have an opportunity to upgrade to the Lear, and pre 9/11, many of the Lear pilots skipped the regional thing and went straight to some of the majors. That is what my original plan was, but now it seems like it will be forever until I have a chance to bid a Lear spot. But hopefully things will return somewhat to normal soon.
On top of all that, 135 flying for any company is better flight experience than instructing. I think I learned more my first week on line flying into Airports like BOS, and IAD, then I did instructing for a year flying into little tiny uncontrolled airports in the midwest.
Of course Airnet has its negatives, but doesn't every company in any field of work. I'm happy where I'm at for now, and I think most other Airnet pilots would agree.
Just my 2 cents
But I think AirNet has some other positives. The pay is more than many regionals. This is my first year and I'm on pace to make about $29K this year. Not many CFI's will do that or first year regional pilots. I think I made about $15K as a CFI.
We also have an opportunity to upgrade to the Lear, and pre 9/11, many of the Lear pilots skipped the regional thing and went straight to some of the majors. That is what my original plan was, but now it seems like it will be forever until I have a chance to bid a Lear spot. But hopefully things will return somewhat to normal soon.
On top of all that, 135 flying for any company is better flight experience than instructing. I think I learned more my first week on line flying into Airports like BOS, and IAD, then I did instructing for a year flying into little tiny uncontrolled airports in the midwest.
Of course Airnet has its negatives, but doesn't every company in any field of work. I'm happy where I'm at for now, and I think most other Airnet pilots would agree.
Just my 2 cents
Those are all good points, however I can tell you that where I work, 135 time was not required to obtain employment, in fact, I would venture to say that about 90% of our new hires were
CFI's with little or no turbine time and no 135 experience. Who knows, I'm not infereing that Airnet is a bad choice, I just dont think it is as necessary as some may think. Times are tough now, but it will get better. I think by this time next year some of the larger reqionals will be hiring again. Some (ACA, Comair) are hiring now. Good luck.
BTW, I personally think that flight instructing in some of the best time you can get particularly those who do a great deal of instrument instructing. I can usually tell who flight instructed and who did not when I fly with folks on the line. CFI's are good pilots. Just my opinion though. See yah.
CFI's with little or no turbine time and no 135 experience. Who knows, I'm not infereing that Airnet is a bad choice, I just dont think it is as necessary as some may think. Times are tough now, but it will get better. I think by this time next year some of the larger reqionals will be hiring again. Some (ACA, Comair) are hiring now. Good luck.
BTW, I personally think that flight instructing in some of the best time you can get particularly those who do a great deal of instrument instructing. I can usually tell who flight instructed and who did not when I fly with folks on the line. CFI's are good pilots. Just my opinion though. See yah.
V1Cutt
Giant Member
- Joined
- Nov 28, 2001
- Posts
- 81
Don't forget that many people prefer being home EVERY night and off EVERY weekend.
I will never be as proficient as I was when I was at AirNet/U.S. Check. Flight instructing is fine, but when you get that occasional night of 6 approaches to 1800RVR, by yourself (it DOES happen) - you will really learn where your strengths and weaknesses lie.
When you get the big interview, that experience is golden.
Glad I chose that route.
V1Cutt
I will never be as proficient as I was when I was at AirNet/U.S. Check. Flight instructing is fine, but when you get that occasional night of 6 approaches to 1800RVR, by yourself (it DOES happen) - you will really learn where your strengths and weaknesses lie.
When you get the big interview, that experience is golden.
Glad I chose that route.
V1Cutt
troy
Well-known member
- Joined
- Feb 20, 2002
- Posts
- 528
What are the chances of getting on with Airnet? Is there a high turn-around rate. I know that the industry is slow right now, but what is the average? I was thinking of myself, after the commercial and multi, and just skipping CFI. I will not ever fly for a major (personal reasons, including a background)
I agree that CFI's do make some of the best pilots as I did that prior to coming to Airnet. I learned alot, but I just felt I wanted to get more hands on time. After I had 1200 total I received a job offer with Airnet and took it, and turned down several interview opportunities with some regionals. Many of my fellow instructors thought I was crazy for taking the job with Airnet(Now I wish I had gone to the interviews for the sake of the experience if nothing else). Had I taken a job with a regional, I most likely would be among the furloughed pilots now.
At the time I was hired by Airnet, I had 1200 hours, but only about 200 of them were me flying the plane. The other 1000 hours were instructing. I didn't feel ready to take control of an RJ or any other turbine powered plane a regional would stick me in. But now, I definately have learned alot and have the confidence. Of course I know many people go straight from instructing to the regionals, which is fine for many, but for myself, it's been a great learning experience getting in different types of flying. And that first night of shooting 6 or 7 approaches solo to 1800 RVR while picking up icing will definately put you up that learning curve. I probably wouldn't take my students up in that in a C-172 for a lesson(Trying to be funny).
At the time I was hired by Airnet, I had 1200 hours, but only about 200 of them were me flying the plane. The other 1000 hours were instructing. I didn't feel ready to take control of an RJ or any other turbine powered plane a regional would stick me in. But now, I definately have learned alot and have the confidence. Of course I know many people go straight from instructing to the regionals, which is fine for many, but for myself, it's been a great learning experience getting in different types of flying. And that first night of shooting 6 or 7 approaches solo to 1800 RVR while picking up icing will definately put you up that learning curve. I probably wouldn't take my students up in that in a C-172 for a lesson(Trying to be funny).
starchkr
New Bus driver
- Joined
- Nov 26, 2001
- Posts
- 1,065
ATRCA...
I think the reason people are wanting to come fly with us is because we are hiring, which is not happening too much other places. I have noticed that people always want to go where the hiring is, no matter who it is.
Also, from a more personal note, this is the best freight company to fly for. We are paid the best, as was said above, we make more than we would at the regionals. Our schedules get us home every night/day, plus most of us have every weekend off. Oh yeah, don't forget that we don't fly on holidays... something you could only say after many years of regional work if you are lucky.
As you pointed out though also, i don't think flying 135 is "necessary," but it definately develops a better pilot than instructing. It is one thing to sit and watch a student do the same maneuver over and over, and another to actually be out on your own with your life always in your hands. I too instructed before coming here, and i did learn a lot of stuff, but not nearly as much as i have out on my own. I talked to a furloughed eagle guy the other day who is now flying for a company in Dallas who said he never realized how much harder it is to fly on his own than to fly a two man crew or instruct. It is always easy to turn to the guy next to you to ask for help if something happens, but on your own you have no help, just you and the airplane. It requires a great deal more attention and thought to fly single pilot.
Oh yeah, one last thing...what's a regional? Everyone here leaves for the majors.
I think the reason people are wanting to come fly with us is because we are hiring, which is not happening too much other places. I have noticed that people always want to go where the hiring is, no matter who it is.
Also, from a more personal note, this is the best freight company to fly for. We are paid the best, as was said above, we make more than we would at the regionals. Our schedules get us home every night/day, plus most of us have every weekend off. Oh yeah, don't forget that we don't fly on holidays... something you could only say after many years of regional work if you are lucky.
As you pointed out though also, i don't think flying 135 is "necessary," but it definately develops a better pilot than instructing. It is one thing to sit and watch a student do the same maneuver over and over, and another to actually be out on your own with your life always in your hands. I too instructed before coming here, and i did learn a lot of stuff, but not nearly as much as i have out on my own. I talked to a furloughed eagle guy the other day who is now flying for a company in Dallas who said he never realized how much harder it is to fly on his own than to fly a two man crew or instruct. It is always easy to turn to the guy next to you to ask for help if something happens, but on your own you have no help, just you and the airplane. It requires a great deal more attention and thought to fly single pilot.
Oh yeah, one last thing...what's a regional? Everyone here leaves for the majors.
hyper
We got "change" alright.
- Joined
- Nov 26, 2001
- Posts
- 469
Starchkr,
Amen.
ATRCA,
Your points are valid. I instructed for over 1000 hrs myself. 300 of them in twins and 625 in instrument training/twins (I have a filter on my electronic logbook, I'm not THAT anal). I'm very comfortable flying and was the instructor that would always chase IMC conditions, going as far as refusing to sign off until they had time in actual. That said, you will never get better real world experience then this kind of flying. Nighttime; always on the backside of the clock (we don't have to go into the exponential increase in risk on this one), single pilot (even having a human, pilot or not, with you lends a calming effect to the subconscious), approaches to mins on a regular basis (try flying into JAX @ 6am Mon. - Thurs among others.....it's in the middle of a swamp), wishful luxuries such as an autopilot don't exist on the rattle traps that I get to fly (but they're as safe as they can make 'em), and no dispatch to hold your hand and make decisions for ya.
Just some points I had on my mind, but I've done both and although I learned a ton from instructing and would certainly do it all over again, flying in the conditions we do doesn't really compare to flight instructing.
troy,
"I was thinking of myself, after the commercial and multi, and just skipping CFI."
They won't even look at you without your CFI ticket(s). It is strongly preferred there.
Amen.
ATRCA,
Your points are valid. I instructed for over 1000 hrs myself. 300 of them in twins and 625 in instrument training/twins (I have a filter on my electronic logbook, I'm not THAT anal). I'm very comfortable flying and was the instructor that would always chase IMC conditions, going as far as refusing to sign off until they had time in actual. That said, you will never get better real world experience then this kind of flying. Nighttime; always on the backside of the clock (we don't have to go into the exponential increase in risk on this one), single pilot (even having a human, pilot or not, with you lends a calming effect to the subconscious), approaches to mins on a regular basis (try flying into JAX @ 6am Mon. - Thurs among others.....it's in the middle of a swamp), wishful luxuries such as an autopilot don't exist on the rattle traps that I get to fly (but they're as safe as they can make 'em), and no dispatch to hold your hand and make decisions for ya.
Just some points I had on my mind, but I've done both and although I learned a ton from instructing and would certainly do it all over again, flying in the conditions we do doesn't really compare to flight instructing.
troy,
"I was thinking of myself, after the commercial and multi, and just skipping CFI."
They won't even look at you without your CFI ticket(s). It is strongly preferred there.
Last edited:
cletislj04
Well-known member
- Joined
- Mar 5, 2002
- Posts
- 51
starchkr
New Bus driver
- Joined
- Nov 26, 2001
- Posts
- 1,065
cletis...
You will fly single pilot the entire time you are in the props, unless you are assigned an SIC or you have jumpseaters with you.
The types hyper put above are correct, except that we have retired our Aerostars as of 4 weeks ago. It's pretty bad when only one type of aircraft is 1/3 of the MX expenses including the Lears. Maybe we will be able to make our quarterly's now.
Family Man...
The majority were going to Southwest, with others going across the board, including American, Delta, UPS, Fedex, and so on. There are a bunch of guys who were supposed to leave after 9/11, but obviously for now they are here waiting for classes to start up again.
You will fly single pilot the entire time you are in the props, unless you are assigned an SIC or you have jumpseaters with you.
The types hyper put above are correct, except that we have retired our Aerostars as of 4 weeks ago. It's pretty bad when only one type of aircraft is 1/3 of the MX expenses including the Lears. Maybe we will be able to make our quarterly's now.
Family Man...
The majority were going to Southwest, with others going across the board, including American, Delta, UPS, Fedex, and so on. There are a bunch of guys who were supposed to leave after 9/11, but obviously for now they are here waiting for classes to start up again.
cletislj04
Well-known member
- Joined
- Mar 5, 2002
- Posts
- 51
StarChecker
Warp this...
- Joined
- Apr 16, 2002
- Posts
- 481
Latest competitive times we've heard from recruiting is 1000/100. And just to reiterate the positives of working here....
I'm home every night...every weekend and every holiday.
I'm on my way to making $34,000 my first year. (I have a five night run)
I'm flying well maintained aircraft in every weather out there.
My skills are sharp b/c there's no captain there to change my diapers.
With regards to aircraft....myself and another guy in my class only got the Baron....Other people in my class got Baron, Cheiftain and Caravan....it all depends on what they need and where you're going.
Great company...great people. Just be prepared to work hard. The job will stretch your skills in places it has never been stretched before.
I'm home every night...every weekend and every holiday.
I'm on my way to making $34,000 my first year. (I have a five night run)
I'm flying well maintained aircraft in every weather out there.
My skills are sharp b/c there's no captain there to change my diapers.
With regards to aircraft....myself and another guy in my class only got the Baron....Other people in my class got Baron, Cheiftain and Caravan....it all depends on what they need and where you're going.
Great company...great people. Just be prepared to work hard. The job will stretch your skills in places it has never been stretched before.
hello all
first thing: I have not flown for airnet
I have done the 135 single pilot freight in caravans and made close to 40K a year (not bad).
airnet seems to be a good company and there are alot worse palces to be. I am certain that the name of the game is quality of life and pay at any company. in times post sept. 11 any job is a good one. the advantage to a regional is that in the long run things will be a little better. airnets first year pay may double that of a regional but in three years the regional will win out. retirement is going to be better depending on the comapny and with a stagnet market go where you can park it for a while.
if you can't get on at a regional and you desire something other than a cfi job, airnet is the place to be. there are other good freight operators also and the exp gained is second to none. good luck and have fun!
first thing: I have not flown for airnet
I have done the 135 single pilot freight in caravans and made close to 40K a year (not bad).
airnet seems to be a good company and there are alot worse palces to be. I am certain that the name of the game is quality of life and pay at any company. in times post sept. 11 any job is a good one. the advantage to a regional is that in the long run things will be a little better. airnets first year pay may double that of a regional but in three years the regional will win out. retirement is going to be better depending on the comapny and with a stagnet market go where you can park it for a while.
if you can't get on at a regional and you desire something other than a cfi job, airnet is the place to be. there are other good freight operators also and the exp gained is second to none. good luck and have fun!
AV1ATRX
That is all.
- Joined
- Nov 30, 2001
- Posts
- 262
I have a question for your Airnet folks: Do they force you to fly? The only freight experience I have had is that I was asked repeatedly to fly overweight, through (not around) thunderstorms, scud run, in incing conditions, etc. I was never allowed a day off, even when I was so sick that I ended up in the hospital one weekend after an especially grueling week of freight running. The airplanes we used for the freight operations could never be out of commission because there were no back-up planes. Therefore, I was berated every time I wrote up a plane for something, regardless of how bad the problem was. I broke down somewhere almost every single day! Thank God it was always on the ground....
I too am looking for a job, but I have sworn off freight for those reasons. Is that what it's like for Airnet? At the company I used to work for, we did charters for Airnet when the pilots were sick or the planes were broke, and it seemed to be a pretty efficient operation, but all the times I flew those were great weather nights. What happens when you are number three for an untowered airport and holding for 45 minutes makes you 45 minutes late at the next stop? Is it considered your fault? My husband also flew freight for a certain freight operation based in NC, and he had the same problems, so we've sworn off freight altogether. Somebody tell me it's not that bad at all the freight companies.
I too am looking for a job, but I have sworn off freight for those reasons. Is that what it's like for Airnet? At the company I used to work for, we did charters for Airnet when the pilots were sick or the planes were broke, and it seemed to be a pretty efficient operation, but all the times I flew those were great weather nights. What happens when you are number three for an untowered airport and holding for 45 minutes makes you 45 minutes late at the next stop? Is it considered your fault? My husband also flew freight for a certain freight operation based in NC, and he had the same problems, so we've sworn off freight altogether. Somebody tell me it's not that bad at all the freight companies.
hyper
We got "change" alright.
- Joined
- Nov 26, 2001
- Posts
- 469
AV1ATRX,
The downsides of flying freight that you speak of were primary reasons why I went to Airnet. I'm sure this thread wasn't intended to blow smoke up the proverbial Airnet butt, but.....it is what it is.
Maintenance is second to none I believe. The maintenance dept. doesn't have a budget. Simply, this means if it's broke, fix it. From tires that get changes before they go bald to engines that are replaced with brand new...not rebuilt........at TBO. At my base, if I have a squawk, it's fixed by the time I show that evening.
We're asked to be safe, but realistic. I've never been forced or pressured to do anything I was uncomfortable with. If I'm late because I had to find a hole in a line of TSs, dispatch already knows. They see the same weather on their flight tracker as we do. They already expect you to have some delays and are working the ground ops appropriately. If you ground a plane or refuse to fly for whatever reason, just make sure it's a valid one with plenty to support your decision. They'll ask why, but if it's in the interest of safety, they won't ask again. We fly in crappy weather as you know, but that's part of the gig, right?
"What happens when you are number three for an untowered airport and holding for 45 minutes makes you 45 minutes late at the next stop? Is it considered your fault?" Nope. It would be uncool not to make an attempt to call dispatch through one of the lears and let them know, but it's something out of your control. They may ask you to go to another airport and send couriers or a lear to meet you. Ultimately it's your decision, but decide what makes sense.
So far my experience has been fun. Sure there are nights you don't want to go in, but they aren't company related reasons.
It's as safe as they can make it.
The downsides of flying freight that you speak of were primary reasons why I went to Airnet. I'm sure this thread wasn't intended to blow smoke up the proverbial Airnet butt, but.....it is what it is.
Maintenance is second to none I believe. The maintenance dept. doesn't have a budget. Simply, this means if it's broke, fix it. From tires that get changes before they go bald to engines that are replaced with brand new...not rebuilt........at TBO. At my base, if I have a squawk, it's fixed by the time I show that evening.
We're asked to be safe, but realistic. I've never been forced or pressured to do anything I was uncomfortable with. If I'm late because I had to find a hole in a line of TSs, dispatch already knows. They see the same weather on their flight tracker as we do. They already expect you to have some delays and are working the ground ops appropriately. If you ground a plane or refuse to fly for whatever reason, just make sure it's a valid one with plenty to support your decision. They'll ask why, but if it's in the interest of safety, they won't ask again. We fly in crappy weather as you know, but that's part of the gig, right?
"What happens when you are number three for an untowered airport and holding for 45 minutes makes you 45 minutes late at the next stop? Is it considered your fault?" Nope. It would be uncool not to make an attempt to call dispatch through one of the lears and let them know, but it's something out of your control. They may ask you to go to another airport and send couriers or a lear to meet you. Ultimately it's your decision, but decide what makes sense.
So far my experience has been fun. Sure there are nights you don't want to go in, but they aren't company related reasons.
It's as safe as they can make it.
starchkr
New Bus driver
- Joined
- Nov 26, 2001
- Posts
- 1,065
AV1...
Let me first start off by saying that we are referred to as an "airline" here at airnet and not a freight company. Maybe that can start to help ease some of the negative feelings that we all have towards the "freight haulers."
Hyper was very correct in his response to you about our way of dealing with the everyday occurances that come about in this industry. Throughout my tenure here i have cancelled 2 flights and diverted to another airport once due to weather. I have also delayed my departure numerous times due to weather. After doing this for awhile you kind of get the feeling of when you need to stay and when you can go, and it is always in your best interest, as well as the company's, to go. I will tell you one thing though, THAT CARGO I HAUL IS IN NO WAY WORTH MORE THAN MY LIFE!!! I would never put myself into harms way to make a deadline, and they understand that in Columbus.
As far as aircraft breaking go, well they tend to do that when they many thousands of hours on them. As hyper said, we have no budget for MX, if it's broke fix it, it's that simple. I am at a base where there are no backup planes like there are at most of our bases, so if my MX does not get done in the morning before i am supposed to depart i do one of two things. First i either determine whether i can defer the droken item so that i can safely make my run, or i simply let dispatch know that the plane is unairworthy and they are going to have to find another way to get things done that day. We have a charter company here on the field that we use for those kinds of things.
As far as being sick, we get 1 week of sick time every year, and then we can either have the rest of our sick time as unpaid time or use our vacation to cover it... don't worry, you usually have 3 weeks of vacation anyway, so you will still be able to take that planned trip down the road.
So overall, your experiences at the other company are far from what we have to offer, and remember the first thing i said above, we are an "airline" and not a freight company.
Let me first start off by saying that we are referred to as an "airline" here at airnet and not a freight company. Maybe that can start to help ease some of the negative feelings that we all have towards the "freight haulers."
Hyper was very correct in his response to you about our way of dealing with the everyday occurances that come about in this industry. Throughout my tenure here i have cancelled 2 flights and diverted to another airport once due to weather. I have also delayed my departure numerous times due to weather. After doing this for awhile you kind of get the feeling of when you need to stay and when you can go, and it is always in your best interest, as well as the company's, to go. I will tell you one thing though, THAT CARGO I HAUL IS IN NO WAY WORTH MORE THAN MY LIFE!!! I would never put myself into harms way to make a deadline, and they understand that in Columbus.
As far as aircraft breaking go, well they tend to do that when they many thousands of hours on them. As hyper said, we have no budget for MX, if it's broke fix it, it's that simple. I am at a base where there are no backup planes like there are at most of our bases, so if my MX does not get done in the morning before i am supposed to depart i do one of two things. First i either determine whether i can defer the droken item so that i can safely make my run, or i simply let dispatch know that the plane is unairworthy and they are going to have to find another way to get things done that day. We have a charter company here on the field that we use for those kinds of things.
As far as being sick, we get 1 week of sick time every year, and then we can either have the rest of our sick time as unpaid time or use our vacation to cover it... don't worry, you usually have 3 weeks of vacation anyway, so you will still be able to take that planned trip down the road.
So overall, your experiences at the other company are far from what we have to offer, and remember the first thing i said above, we are an "airline" and not a freight company.
bases
just a quick question about the popular bases for you airnet pilots. i'm down here in florida training and am originally from Buffalo...i really like the idea of working for airnet sometime in the future, i also like that fact that the have a base out of my home town (buffalo). i would love to get back there with airnet, but how are the possabilities in reality of airnet newbies getting certain bases the request. which bases seem to be more popular, and/ or less popular?
just a quick question about the popular bases for you airnet pilots. i'm down here in florida training and am originally from Buffalo...i really like the idea of working for airnet sometime in the future, i also like that fact that the have a base out of my home town (buffalo). i would love to get back there with airnet, but how are the possabilities in reality of airnet newbies getting certain bases the request. which bases seem to be more popular, and/ or less popular?
hyper
We got "change" alright.
- Joined
- Nov 26, 2001
- Posts
- 469
Base assignments are really potluck. It all depends on what comes open when you're out of class and if anyone senior outbids you. You need to be willing to go anywhere.
From what I understand, we've suspended interviewing and the hiring pool is full now. I've heard they don't expect to run classes until Octoberish. The SIC program never went away nor would I expect it to. Everything's just on hold for now.
Not much help, I know, but it's all I got.....
From what I understand, we've suspended interviewing and the hiring pool is full now. I've heard they don't expect to run classes until Octoberish. The SIC program never went away nor would I expect it to. Everything's just on hold for now.
Not much help, I know, but it's all I got.....
startingout
Member
- Joined
- Jun 19, 2002
- Posts
- 6
contactapp
Active member
- Joined
- Dec 9, 2001
- Posts
- 28
startingout,
yes it is a lear base, but no props are based there. The caravans do fly in to APA, but they are bases in MDW. I think the closest base would be OMA. On another note . . . to all those people that are hoping to get a base close to home, get out of the aviation business now!!! To work as a pilot usually entails moving away from home. The only people who succeed in this job are the ones who are willing to make sacrifices for their career. I lived in San Diego most of my life and did not think twice about working at airnet and moving to f***ing puke dump Memphis. Yes I miss home and I don't get back home often, but if I wanted to stay in San Diego I would still be a CFI. So make your choice, you either want to be a pilot or you don't.
yes it is a lear base, but no props are based there. The caravans do fly in to APA, but they are bases in MDW. I think the closest base would be OMA. On another note . . . to all those people that are hoping to get a base close to home, get out of the aviation business now!!! To work as a pilot usually entails moving away from home. The only people who succeed in this job are the ones who are willing to make sacrifices for their career. I lived in San Diego most of my life and did not think twice about working at airnet and moving to f***ing puke dump Memphis. Yes I miss home and I don't get back home often, but if I wanted to stay in San Diego I would still be a CFI. So make your choice, you either want to be a pilot or you don't.
Share this page
Latest resources
-
-
-
-
-
AC 90-89C - Amateur-Built Aircraft and Ultralight Flight Testing HandbookAmateur-Built Aircraft and Ultralight Flight Testing Handbook
- Neal
- Updated:
