Response Time

[Ace-of-the-Base]

WHOA...25 mins!!!!

lord forbid ya gotta take a $hit as they call!

.

How long does it take you to "take a $hit"??? You might wanna get that looked at.

To answer the original: I've worked 135 in Lears and we were 'available' 24/7. It sucked compared to my 91 gig now, but at the time it wasn't so bad. The closer you live to the airport the better it is.

Ace

 

[Daveman]

One hour show time (My last 135 gigs). I thought that was standard?
As far as the sheit time. If you're at home with a paper, that's Quality time. I do some of my best work there (in my office).

 

[pilotyip]

The 25-minute call out is part of paying your dues; everyone pays their dues somewhere. After a few years in the on-demand business pilots have credentials to move somewhere else. Our guys go to SWA, JB, AirTran, Kalitta (74's), Spirit. In the old days, it was NWA, DAL, UAL, FedEx, etc. It is one a many career paths to one's ultimate job.

 

[rnobson]

Been around 11 years and have never heard of the 7 mile rule

 

[pilotyip]

Used in the interview process

It is not really a rule, but we tell potential new hires about the 7-mile rule during the interview process to stress how important response time is in our business. If they do not do make the 25 minute time on a regular basis it could lead to the loss of their job. This covers the area from which response time is easily made. I live 2 miles south of the center of the airport and it takes me 20 minutes to get to the airport during rush hour. The further you live from the airport the more prepared you have to be to make the response time. This is a fact in the on-demand business.

 

[flyfastinmy10]

135 charter is very demanding. When soneone is willing to pay what ever to get to where ever. Everyone jumps through hoops. I worked at a company the didn't have enough pilots to fly every a/c at the same time. Most pilots were dual rated. There was never a written rule for availability. This would violate 135 regs. If you are on duty the 14/10 rule applies. The expectation was that you would answer the pager or phone and take the trip if possible. this was a 24/7/365 deal but you had the option to turn down a trip.
If you wanted to advance your pay or equipment you had better be available.
This is the negative of that job but I flew great a/c that were well maintained. I had some really nice trips and a nice expense account. I chose to focus on the good parts of the job, others did nothing but complain about the schedule. It is a stepping stone and that's what I did.

 

[gunfyter]

Most of this on call is a violation of the FAR 135 rest requirements for Non-scheduled operations. If you are on-call or on a pager you are NOT on REST. As you know you have to look back later on and identify 10 hours of rest in preceding 24 hours at the completion of your non-scheduled 135 flight. The time you were on a pager (or within 7 miles of an airport or near a phone) or on call does not qualify as Rest.

 

[HMR]

Most of this on call is a violation of the FAR 135 rest requirements for Non-scheduled operations.

Good point and very true. Have you ever seen this effectively enforced? I remember the POI's at our local FSDO avoided the topic or just said "we'll look into it" when a pilot would complain.

 

[pilotyip]

FAA says it is ok

There are three categories of time. 1. Duty time, max 14 hours in a 24 hour period. 2. Crew Rest during which time crewmembers cannot be assigned any duties. In addition, 3. the one everyone has trouble with is the one that is defined as a non-duty/non rest period following the completion of a legal rest period. During this period, you are available to be assigned duty, but the time does not count as duty time until assigned a duty. In fact, think there is FAA ruling coming out to clarify this for everyone.

 

[Publishers]

Prof,

On call pilots who were dispatch were paid. Everyone was paid a salary plus flight time. The salary was paid for doing things like Jeps and serving as Dispatch when needed.

Whoever was on call as far as first availability was not paid any different just for that.

All in all it was never a problem. Most of our auto parts and packages were Aztec trips and everyone on the premises was checked for them. The jets and king air were more normal passenger except medical.

All line guys were a&ps to make sure the aircraft were ready to go with a standard fueling and if it was really cold, they would have them started and get the thing warming up.