VFR Freight Companies?

[ppragman]

Are there any VFR freight companies down in the lower forty eight?

[dc3flyer]

I think Flight Express was hiring VFR pilots not too long ago.

[APACHEpilot]

Does anyone know what there minimums are for vfr pilots and what the pay is and what bases will they take vfr pilots ?

[Boris Badenov]

For FLX, it's a very case-by-case basis type deal. Typically, or at least in the past, they've taken guys with ~700-750 and sent them to Florida to fly around and get to 1200. Especially with the winter coming up, being a VFR only guy will be of limited utility up north. The best way to find out is to ask. Call Gary Hillyer (aka. FLX's secret recruiting weapon). 1800OPSKORL ext. 613 or 610. The reason he's the secret recruiting weapon is he's such a nice, likeable, honest guy that you can't help but want to work with him. He'll give you the unvarnished truth and good advice.

[Autofeather]

I am getting ready to give my two weeks from FLX to move on to bigger and better things. To answer your questions, without having to talk to Gary...They "typically" more like "prefer" you to be 1100 or so hours...they have taken as low as 750 as a previous post had made mention. Assuming you get the nod and get in, and assuming you get past the manager of training/chief pilot(and the best way to do so is get very familiar with the info in his website www.austincollins.com before you show up for class) you will likely get based out of Tampa. It has become our official, unofficial vfr base.

With the winter coming up the weather in FL is a lot easier, and they will base you in Tampa because 90% of the flight ops out of there are at night, so you will get to fly with greatly reduced convective activity since the sun is down, so your chances of completing your flights, and legally, are much greater.

Needless to say further up north, dont even ask. With low level clouds persisting all winter long, not to mention the ice, snow, and frost associated with it, you wont get far VFR. Dispatch wont push you, but they wont be shy at letting ppl know whether or not you are trying to get the job done or just trying to get a paid day off.

The previous poster was also very correct in noting that Gary will not blow sunshine up anybodies rear end. You will be single pilot. You will be the only person you can count on to get the job done, and you will be only person that makes that final go, no-go decision. Not to mention the best front row seat one can have with weather at night. Its pretty cool stuff if you ask me.

[Autofeather]

oops...forgot your pay question...Regardless of your IFR/VFR status, your pay in the system is still the same. Everybody's pay is the same. Whether you fly single, or multi. Min pay route, your looking 23700 or so....but after you pass your 7.5th hour of duty you start getting paid on an hourly basis. you could have a four hour day, or a 7 hour day and get paid the same. You are salaried for the first 7.5 hours. Only way to make more money than that is to have a longer duty day. Paid by duty hour, not flight hour. Hourly pay depends on how long you have been there, and I honestly dont know what the starting hourly is. That would be a good q for the man in KORL.

[APACHEpilot]

Thanks for all the good information , hey Autofeather how did you like the job there, would you do it over again if you could go back or would you have gone to another freight company? How long did you fly the 210 ? Thanks !!!!!

[MFT1Air]

Excellent insight; webpage was beneficial as well.

[Autofeather]

Originally Posted by APACHEpilot

Thanks for all the good information , hey Autofeather how did you like the job there, would you do it over again if you could go back or would you have gone to another freight company? How long did you fly the 210 ? Thanks !!!!!

I loved the job at FLX. The great thing for the new guy right now, all you need is your CSEL, the hours, the ability to fly proficient instruments, and a pulse, and you have the job. The great thing about single pilot ops.....its always my turn. Never have to share legs with another pilot up front. You get to make your own mistakes, learn from them, and not repeat them. There is nobody telling you what to do, and when to flip the gear handle. As long as you plan ahead, actually read the weather, and give yourself the best possible picture of what to expect while enroute, you'll be ok. Another good source of info....those older more experienced aviators you run across at your FBO, they have a lot of good info, and a lot of cool tricks you can learn...and the best ones, flew freight at one time too.

I was in the 210 for about 6 mos. The next 2 years I spent in the Baron. Upgrade time depends on two things, obviously, the opening, and second, how willing are you to move? The more willing you are, the quicker you get what you want. I started at FLX because the only multi time I had was from my rating. After flying the Baron for a year I hooked up with a local biz guy flying a KA on occasion and picked up a school and a couple hundred hours out of it, until he moved it to another city that I wasnt willing to move to, for the pay involved. So I continued to build my time until another opportunity presented itself.

I think that ppl thats go from being a cfi, or a banner towing straight to the shiny jets are REALLY missing out on gobs experience that wouldve been beneficial for both them, and their passengers. Yes, there are many ways of getting to where you wanna go, but as far as "real world" experience...Why would somebody ever want to pass up being a freight dawg? Regardless of your airplane type that you fly.

Of course I'd fly here again. I never had a problem getting a broken airplane fixed. The only times I found a broken airplane, is when it came from a different domicile. One thing to remember though, an airplane cant be fixed if the mx dont know its broken. Communication between pilots on Mx is key to having well maintained equipment that you can count on. If you have something that is broken, let the guys know, given them specific symptoms. For example, you hear engine noise in one of your radios, well, if you do, try to isolate where its coming from while inflight. Turn an alternator off on side side, then the other....if that doesnt do it, isolate one mag at a time on each engine...and lets say the engine noise goes away when you turn the left mag of the left engine off....likely your problem could be ignition leads on that mag on that engine....now you have given them something that will lead them to a problem quicker, and if it wasnt the problem it eliminates possibilities. The easier you try to make their job, the harder they will work to keep your lights on at night (making your job easier).

Thats both some experience talking, and talking with your Mx, they are a great source of info as well, dont ignore them.

[cfii2007]

Airnet hires SIC......with less than IFR mins.