135 jobs that will hire with less than minimums???

[cfii2007]

Anybody know of any 135 outfits that will hire for SIC openings until 1200 hours are met??

[mtsu_av8er]

Originally Posted by cfii2007

Anybody know of any 135 outfits that will hire for SIC openings until 1200 hours are met??

How far are you away from 1200?

[MSUDAWG]

Originally Posted by cfii2007

Anybody know of any 135 outfits that will hire for SIC openings until 1200 hours are met??

Arent 135 SIC mins like 250hrs tt?

[88MPH]

I've been hearing that Airnet hires around 800 SIC and upgrades to Piston PIC once you hit 135 PIC mins.

[MSUDAWG]

do they hire sic in a baron?

[88MPH]

http://forums.jetcareers.com/freight...uirements.html

Originally Posted by averyrm

With less than 1200 hours you would only be an SIC abd you would be in the baron for sure. After you get the 135 IFR PIC mins it's a tossup between the chieftan, baron, and caravan or a combination of the three depending on what run you get awarded.

[Texasspilot]

airnet does it.

I've heard ramair and flight express are all hiring VFR guys so 500TT

[pilotdc]

It seems to me like 500TT is the magic number for anything.

[mtsu_av8er]

Originally Posted by pilotdc

It seems to me like 500TT is the magic number for anything.

Well, for VFR part 135, it's the legal minimum for PICs. FLX hired quite a few VFR guys, and then slowed down once we got enough people.

[dbrault17]

Call up Gary at flight express. Were losing five more guys by the end of the month. And if youre intrested in multi time it might not take you that long. My class date was 3/19, I came on VFR and today just finished up baron training and heading off to Nashville by monday. Thanks Lloyd

[MSUDAWG]

Originally Posted by pilotdc

It seems to me like 500TT is the magic number for anything.

Not necessarily...At least for SIC 135 jobs thats not the case....

[cfii2007]

VFR Part 135 is 500 TT.

[MSUDAWG]

oh ok I gotcha.....I was referring to IFR SIC 135, there is no mins for that except 250tt and like 10 multi I think and a few other stipulations?

[mtsu_av8er]

Originally Posted by dbrault17

Call up Gary at flight express. Were losing five more guys by the end of the month. And if youre intrested in multi time it might not take you that long. My class date was 3/19, I came on VFR and today just finished up baron training and heading off to Nashville by monday. Thanks Lloyd

Hehehe . . . are you getting 305?

[Nick1301]

Flight Express. Does anyone here know anyone one who has worked form them or currently works for them? I will be looking for a job in a year and a half once I get back from Iraq. I am just trying to find out as much as I can so when the time comes I am well informed. Any help from anyone who is currently working in a flying job would be great.

Thanks

[mtsu_av8er]

Originally Posted by Nick1301

Flight Express. Does anyone here know anyone one who has worked form them or currently works for them? I will be looking for a job in a year and a half once I get back from Iraq. I am just trying to find out as much as I can so when the time comes I am well informed. Any help from anyone who is currently working in a flying job would be great.

Do you know much about them? I'd stay far away . . .

[Nick1301]

I don't know much about them except that they fly out of tampa which is where I will be finishing up my flight training. So I will be looking for a job in the area. Whats wrong with them?

[Ian J]

Originally Posted by Nick1301

I don't know much about them except that they fly out of tampa which is where I will be finishing up my flight training. So I will be looking for a job in the area. Whats wrong with them?

The Marine is messing with ya, Nick. Marines generally aren't too bright, but in the end they're pretty reliable.

I'm sure he'll be back to tell ya about FLX.

BTW, welcome to JC! You should intro yourself in the member announcements section!

[mtsu_av8er]

Originally Posted by Ian J

The Marine is messing with ya, Nick. Marines generally aren't too bright, but in the end they're pretty reliable.

Hehehe - at least we think fast enough to fly jets!

Nick1301, I actually fly for FLX, and have since March of '06. Besides the usual pilot whining, which most members will tell you I don't do, I can't say much bad about Flight Express. I've learned more about flying than I ever thought possible, met some of the most wonderful people in the world, and I've got to admit that the training is top notch.

They'll expect you to already be extra-sharp in the instrument flying department. Like most small-medium Part 135 freight outfits, the equipment is safe, well-maintained, but very basic. Only a handful of 210s have DME - like, 8 or so. The usual stack is two VORs, an ADF and - well, that's it. We are, for the record, the world's largest operator of Cessna 210s. The Barons are great, albeit old.

Any questions in particular?

[Ian J]

Originally Posted by mtsu_av8er

Hehehe - at least we think fast enough to fly jets!

Oh, those things fly themselves. Just lower the gear, you.

[Nick1301]

Well thanks for getting back so fast! I am new to learning about what I should ask and all but anything else you or anyone could give me info about flying for a living would be great. Whats it like for a typical day flying for them?

[Ian J]

You know - one of you guys should write a 135 freight perspective article for the main page.

[mtsu_av8er]

A typical day . . . well, I'll do my best. Keep in mind that depending on the run and base, days can be drastically different.

A typical day for me, these days, goes a little something like this:

0515: On-Duty. Show up at the hangar. I'm the first one to show up here at BNA, and one of only two to go on duty before noon.

Since my scheduled departure is 0615, I have an hour get my paperwork started, pre-flight the aircraft, check the weather, brew the coffee, and get my crap weighed and loaded. My cargo is typically waiting for me at the hangar, in bins, ready for the scale. I have cargo going to Jackson, TN and to Memphis. So, I've gotta make sure that I keep it separated. I'm also carrying work for two banks . . .not as hard as it sounds, though. Basically, I throw the Jackson work in the nose, and everything else in the back.

0615: Departure. I'm usually able to beat this by 5-10 minutes, and sometimes by about 20 - depends on how much prep I did the night before (if I know which plane I'm flying, I can do a lot of the paperwork ahead of time).

Enroute is the easy part . . . just fly the airplane!

OK, it's not always that easy . . . but, we don't become pilots to be lazy. Or, do we?

0700: Arrival at MKL. As long as I'm off the ground at BNA by 0615, I'll be on time.

Jump out, and dump my cargo to the courier. This is literally a 10-minute turn. You can do it in 5.

0705: Depart MKL. The flight to MEM is about 25 minutes on the schedule . . . if they're getting visuals in, you can do it in 20. If they're doing approaches, expect about 33 minutes.

0735: Get to Memphis, unload the cargo.

Now, this is where it gets hard . . . we have our own little sleeping rooms in a building down the ramp from the FBO. Go inside, and hang out all day.



In the afternoon, I do it in reverse, and get back to Nashville at about 1715. The MEM-MKL leg goes from 25 minutes to about an hour - expect a LONNNGGG taxi and wait behind multiple FEDEX heavies.

Hope that helps . . .

[mtsu_av8er]

Originally Posted by Ian J

You know - one of you guys should write a 135 freight perspective article for the main page.

I was thinking about doing that!

[t-cart]

Originally Posted by mtsu_av8er

A typical day . . . well, I'll do my best. Keep in mind that depending on the run and base, days can be drastically different.

A typical day for me, these days, goes a little something like this:

0515: On-Duty. Show up at the hangar. I'm the first one to show up here at BNA, and one of only two to go on duty before noon.

Since my scheduled departure is 0615, I have an hour get my paperwork started, pre-flight the aircraft, check the weather, brew the coffee, and get my crap weighed and loaded. My cargo is typically waiting for me at the hangar, in bins, ready for the scale. I have cargo going to Jackson, TN and to Memphis. So, I've gotta make sure that I keep it separated. I'm also carrying work for two banks . . .not as hard as it sounds, though. Basically, I throw the Jackson work in the nose, and everything else in the back.

0615: Departure. I'm usually able to beat this by 5-10 minutes, and sometimes by about 20 - depends on how much prep I did the night before (if I know which plane I'm flying, I can do a lot of the paperwork ahead of time).

Enroute is the easy part . . . just fly the airplane!

OK, it's not always that easy . . . but, we don't become pilots to be lazy. Or, do we?

0700: Arrival at MKL. As long as I'm off the ground at BNA by 0615, I'll be on time.

Jump out, and dump my cargo to the courier. This is literally a 10-minute turn. You can do it in 5.

0705: Depart MKL. The flight to MEM is about 25 minutes on the schedule . . . if they're getting visuals in, you can do it in 20. If they're doing approaches, expect about 33 minutes.

0735: Get to Memphis, unload the cargo.

Now, this is where it gets hard . . . we have our own little sleeping rooms in a building down the ramp from the FBO. Go inside, and hang out all day.



In the afternoon, I do it in reverse, and get back to Nashville at about 1715. The MEM-MKL leg goes from 25 minutes to about an hour - expect a LONNNGGG taxi and wait behind multiple FEDEX heavies.

Hope that helps . . .

Thanks for this reply. FLY SAFE T.C.