Just starting Freight Pilot!

[jspilot]

Hey everyone,
Just wanted to tell everyone I will be starting the freight dog job after college. I have a job waiting for me to fly a Cessna 210 flying freight during the afternoon and night.(I guess not that much of a freight pilot being it is only a Cessna 210 but it is something to start off at!) I starting sending emailing companies and was able to find a company looking for a pilot. Went to the interview and told me the job was mine if I wanted it. Plus, they will hold the position for me until I get out of school in the beginning of March. I guess I am lucky to have a job waiting for me after school. Just wanted to get some storys and "no-nos" about the cargo world. Like what NOT to do and by experience what you have learned not to do. Thanks in advance for all the help on this board.

 

[labbats]

My only advice would be to have black and white in your mind of what you will and will not do. Anything gray becomes murky and soon you have no say whatsoever. If you stick to your own safety margins and turn down anything that presses past that (aft legal cg, level 4 thunderstorms, taking off for a below min destination) you'll be fine.

The 210 is a blast to fly, enjoy.

 

[coonass one]

Never, ever do a missed approach, always put the gear down, andlastbutcertainly not the least, never never never never wear awhiteshirt.

 

[Art Vandalay]

As a feight pilot, make sure to laugh on frequency at the Mesaba pilot that calls it "Hotlanta Center" or the other Mesaba pilot that flirts with the female controllers. These guys are fools!

PS: Who are you working for with 500TT?


Art Vandalay, Importer/Exporter

 

[jspilot]

It is a company in South Louisiana. I will be under Part 135 VFRoperations. I will have another pilot with me if the weather iscrap to build my time to get the 1200 hours. I could always fileon my dead legs.

 

[puddlejumper]

Not to be a downer, but something I've learned in the past 7 years of being a corporate pilot... don't consider yourself employed until you at least get your first paycheck. I can't count on both hands how many times that I've had gigs wrapped up for sure that eventually went away. Indoc training doesn't count. I guess my point is to not put all your eggs in one basket. Keep looking, networking and don't let up on your pursuit of finding a good job. Lots of operators make empty promises, circumstances change all the time and in the end, they do what's best for them.

Man, I'm sounding like a "glass half empty" guy. I hate that, but I've been there.

Good luck!

-PJ

 

[belchfire]

Rule #1)
The only one that will be watching your back is
you!

Rule #2)
When the crawly things on the back of your
neck or in your gut start working overtime,
you are probably doing something wrong.

The 210 will bring you home if you give it a
chance. Power management in the descent
is essential for cylender life, and you need
them to get home. That plane will rival the
206 for takeoff and landing performance. If
you have an engine failure you can put it
anywhere. They are solid and honest and
reliable. You will get used to the control
forces. Empty you will need alot of nose up
trim for landing. They don't need an autopilot
just trim her up and she will go.

You have a great opportunity to learn alot.
Be careful and enjoy. In a year or so you
will be a member of the Order of the Sleepless
Nights!

 

[jspilot]

thanks everyone for the adivce, and puddlejumper, I understand whereyou are coming from...I like that saying dont consider yourselfemployed until you get the first paycheck

 

[SabreFlyR]

You'll probably get to fly a 206 and a 185 at times also huh? Good ole SS?

 

[jspilot]

Thanks right!!! Well just 206's and 210's. PM me

 

[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.