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So what's the skinny with Flight Options
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jergar999
Well-known member
- Joined
- Dec 24, 2002
- Posts
- 791
wingnutt
First of all, DON'T STOP RUNNING! The clowns got me last year, it was horrible. This is my second 135 SIC job. The first flew SA227's and 1900's (freight), this one I fly BE90/10/20's with real live complaining people in the back. I also do some very part time flying for a company that has two 414's. The only reason I got into turbine equipment with such low time was that I had worked line for two years while finishing my private, and impressed the owner enough that he agreed to check me out in the Metro and 1900 when I finished my tickets. It didn't pay much, but with a current 8410 and some letters of rec I managed to get my current job.
First of all, DON'T STOP RUNNING! The clowns got me last year, it was horrible. This is my second 135 SIC job. The first flew SA227's and 1900's (freight), this one I fly BE90/10/20's with real live complaining people in the back. I also do some very part time flying for a company that has two 414's. The only reason I got into turbine equipment with such low time was that I had worked line for two years while finishing my private, and impressed the owner enough that he agreed to check me out in the Metro and 1900 when I finished my tickets. It didn't pay much, but with a current 8410 and some letters of rec I managed to get my current job.
Grim Reaper
Well-known member
- Joined
- Aug 17, 2002
- Posts
- 139
Flight Options is Hiring
Options is hiring. New hires usually begin in the small cabin class aircraft: Beechjet, King Air 200, Citation Jet, Citation V series.
Only one occurance in the last year of new hires going to mid size (Hawker 800XP) cabin class. Unlikely that it will happen again for a long time. Usual pilot progression is small cabin biding up as seats open. Very slow now.
Resumes are flooding in. The application process is accomplished on line now. If you submitted a resume via other means, suggest that you re-submitt.
As usual, resume acceptance does NOT equal interview. Literally thousands of resumes in the system. The will call pile is huge.
No set schedule for interviews. Some times once a week and sometimes once a month depending on need. Not much attrition now. Hiring is for new acft coming into the system. Latest word is 15 more acft in the sytems by mid June.
Options is hiring. New hires usually begin in the small cabin class aircraft: Beechjet, King Air 200, Citation Jet, Citation V series.
Only one occurance in the last year of new hires going to mid size (Hawker 800XP) cabin class. Unlikely that it will happen again for a long time. Usual pilot progression is small cabin biding up as seats open. Very slow now.
Resumes are flooding in. The application process is accomplished on line now. If you submitted a resume via other means, suggest that you re-submitt.
As usual, resume acceptance does NOT equal interview. Literally thousands of resumes in the system. The will call pile is huge.
No set schedule for interviews. Some times once a week and sometimes once a month depending on need. Not much attrition now. Hiring is for new acft coming into the system. Latest word is 15 more acft in the sytems by mid June.
Well, these two stories sure make for an interesting read in the same newsletter... (From today's AINonline)
May 22, 2003
Beech 1900D Maintenance, Weight Focus of Hearing
The Air Midwest Beech 1900D that crashed after taking off from Charlotte-Douglas International Airport in North Carolina on January 8 killing all 21 persons aboard, was the victim of both improper maintenance at a Raytheon Aerospace facility and being over gross weight, according to the NTSB. At a two-day hearing this week, the Safety Board described how a contract mechanic had left too much slack after adjusting the control cables, preventing full control movement of the elevator, and how the actual weight of the twin turboprop was probably nearly 300 pounds over gross, although the crew estimation of 100 pounds under gross was calculated using the FAA’s then prescribed estimates of passenger and baggage weights. Immediately after takeoff the airplane pitched up into a nose-high attitude before it stalled and crashed. The pilots probably could have compensated for the higher weight and being slightly tail heavy, the Safety Board said, but they were unable to lower the nose because of the misadjusted cable. The ill-fated flight was the ninth since the cable maintenance was performed two days earlier, but it was the heaviest and the first since the maintenance in which the load was slightly tail heavy.
Raytheon To Provide Flight Options Maintenance
Flight Options, the second-largest fractional operator behind NetJets, and Raytheon Aircraft Services (RAS) reached an agreement under which RAS will provide all of the maintenance for the operator’s entire fleet. The deal will make Flight Options RAS’ largest customer. RAS will provide the maintenance at more than 20 service centers and additional facilities dedicated to Flight Options maintenance. Under the agreement, all Flight Options mechanics will become RAS employees. The deal initially is for five years and represents a $400 million investment by RAS, according to Flight Options. Of the company’s more than 200 airplanes, about 75 percent are Raytheon Aircraft models. Average age of the Flight Options fleet is nearly 10 years, the oldest average of the three largest fractional providers, according to a recent survey.
May 22, 2003
Beech 1900D Maintenance, Weight Focus of Hearing
The Air Midwest Beech 1900D that crashed after taking off from Charlotte-Douglas International Airport in North Carolina on January 8 killing all 21 persons aboard, was the victim of both improper maintenance at a Raytheon Aerospace facility and being over gross weight, according to the NTSB. At a two-day hearing this week, the Safety Board described how a contract mechanic had left too much slack after adjusting the control cables, preventing full control movement of the elevator, and how the actual weight of the twin turboprop was probably nearly 300 pounds over gross, although the crew estimation of 100 pounds under gross was calculated using the FAA’s then prescribed estimates of passenger and baggage weights. Immediately after takeoff the airplane pitched up into a nose-high attitude before it stalled and crashed. The pilots probably could have compensated for the higher weight and being slightly tail heavy, the Safety Board said, but they were unable to lower the nose because of the misadjusted cable. The ill-fated flight was the ninth since the cable maintenance was performed two days earlier, but it was the heaviest and the first since the maintenance in which the load was slightly tail heavy.
Raytheon To Provide Flight Options Maintenance
Flight Options, the second-largest fractional operator behind NetJets, and Raytheon Aircraft Services (RAS) reached an agreement under which RAS will provide all of the maintenance for the operator’s entire fleet. The deal will make Flight Options RAS’ largest customer. RAS will provide the maintenance at more than 20 service centers and additional facilities dedicated to Flight Options maintenance. Under the agreement, all Flight Options mechanics will become RAS employees. The deal initially is for five years and represents a $400 million investment by RAS, according to Flight Options. Of the company’s more than 200 airplanes, about 75 percent are Raytheon Aircraft models. Average age of the Flight Options fleet is nearly 10 years, the oldest average of the three largest fractional providers, according to a recent survey.
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