Just starting Freight Pilot!

[icefr8dawg]

You'll get bored one night and decide to roll the 210. Make sure you get the nose up plenty, like 40 degrees on the entry.

 

[KJ1988]

Are you about to start at Southern Seabass?

 

[HAZ-MAT]

Suffering Seabass... I know/knew about 4 guys there, all good people, but dont let the owner push you beyond your limits.

 

[jspilot]

not seabass, unless that is the nickname you call it

 

[C425Driver]

Just a few words of advice that I used in my Part 135 days (and I still use them today):

Don't think about what your boss might say about something until after you are on the ground. Put your personal safety first, then worry about everything else later. There will always be other jobs.

I always try to get to my destination, but not at the expense of my safety. I've always got something to look forward to (like going to the Pro Bowl next month) and I'm not going to blow any of that because some passenger that I don't know, or some box, needs to get somewhere.

It'll be so much fun in the beginning, but it will eventually turn into a job. Make the most of it and enjoy the hell out of it!

Safe flying,

C425Driver

 

[Dave Benjamin]

jspilot,

I got started the same way with a VFR 135 job in 206's and 210's. Buy yourself a copy of Redefining Airmanship by Tony Kern. That should be mandatory reading before you get your commercial ticket.

Some good (and bad) advice has been offered in response to your question. Take it to heart. Set your boundaries and be firm in your convictions. When my 135 job got too hazardous I walked away. I know nothing about your employer so I am not inferring anything about the safety of their operation.

You will be a captain. Whether you're in a 777 or the beatup multicolor 206 with drooptips the job is the same. You try to get whatever you're hauling from point A to point B within the confines of the FAR's, Ops Specs, SOP, and FOM. There will be some days when you can't do that task in spite of your best efforts and it's critical at this stage of the game you learn how to make a go/no-go decision and stick to your convictions.

Do your job. Don't be impressed by the knuckleheads busting minimums and doing other unsafe/illegal things to get the job done. Most of us that have been in this industry for any amount of time know someone who got killed at worst or got caught by the Feds at best. Your typical 135 operator will not take any responsibility. All they'll do is tell the Feds that you violated the OpsSpecs and they have no idea why you busted mins even if they told you "fly or be fired."

Don't do stupid stuff and don't get too creative. If you want to do aileron rolls go rent a Citabria. The company isn't paying you to subject their Utility Category C-206 or 210 to a rookie's hamhanded attempts at aerobatics.

Bottom line? Be a professional. It doesn't matter what you're commanding. Be a professional.

 

[jspilot]

I would just like to say thanks to all the people that have providedsuch professional advice towards the subject. This site hashelped me throughtout my aviation career as a pilot and I want to telleveryone THANKS!

 

[TIGV]

I use 3 simple rules per flight:

1)Is it a safety of flight issue ? Any question? Don't do it ! All Ops.

2)Can I cover my A$$ ? Determines amount of paperwork required. All Ops

3)Always ! ALWAYS ! Have some green gear lights over the threshold ! You can mostly invoke rule 2 for about anything except the item covered in rule 3.


I second everything written previously, above all: Be a professional.

 

[Big Duke Six]

The comment about the gear lights sounds funny, but it actually conveys so much more. You mentioned that you will have another pilot onboard with you until you get your 1200 hours. That's a good thing. But even with two pilots - and especially after that when solo - remember to CHECK, RECHECK and CHECK AGAIN all the important stuff on every approach and landing. ILS/VOR/ADF freq's, courses, altitudes, gear etc. CHECK IT ALL SEVERAL TIMES ON EVERY APPROACH. Once you're by yourself, the only one who will notice something amiss will be YOU, and hopefully it will be in time. You'll be fatigued. You may get complacent. Try to stay on top of yourself, be your own worst critic.


Enroute, especially in marginal wx, have a backup plan in mind about alternates along the route. This sounds pretty basic but in the heat of the moment you may get rushed and blast off on a new route some ugly night, and that's when the sh!t will hit the fan. Even on your normal route, put together a cheat sheet with all your possible divert airports and their distances/time from your primary, with ATIS freq's etc so you can make quick decisions if you need to divert without looking all that stuff up. Things get pretty busy at the wrong times when you're single pilot in the wx, so just try to think of scenarios beforehand and try to do what you can to prepare for them.

Practice flying approaches to mins even when VMC.

Good luck! With the right attitude, it will likely be one of the most fun jobs you'll ever have!

 

[movingviolation]

The problem with flying freight is that doing the same thing every day, at the same airport, at the same time, with the same freight.... you get into your grove, then you screw up....

Check everything 3x, talk to yourself, tell yourself what your doing and why....

know the WX, know the wx, know the wx.....

And remember, the only time you have too much gas is when your on fire.