beech1980

Where do you work?

longhauler

in the past? QX GG K4 and now 5Y

beech1980

I thought atlas paid ok. I thought you could make 100 on second year pay?

seth586

Take a bad reputation job that cant find many good pilots so they have to type you, take the types, move on. Its sad it has to be that way, but it got me 2 PIC jet ratings and that opened up a LOT of doors to me!

A lot of corporate/part 135 jobs appreciate the freight dog experience, too. If you are looking for regional cargo carriers, they are some that commonly pay 70-80k+, Ameriflight, Bemidji Aviation, Encore Air Cargo, etc. Look at the attendees for RACCA (Regional Air Cargo Carriers Association)

seattlepilot

you haven't looked at the regionals. Nobody starts that low any more.

JohnBurke

Mesa: $20,064
Great Lakes 26,500

33,000 is about the best one can do with a regional for the first year.

49,000 a year to start for K4, but with upgrade presently at approx seven years, a new captain makes 105,648. That's for those who say breaking a hundred grand isn't possible. Sure it is.

A hundred grand for a two thousand hour pilot isn't unheard of, but it is unusual. Two thousand hours isn't much experience; one ought not expect to find it elsewhere.

Certainly it can be done; the original poster is doing it now. Such jobs are not that common, however, for that level of experience, especially without a type rating and experience in type.

OkStateBryan

You literally just quoted the two lowest paying (and some would say worst) regionals. Most airlines are paying a decent chunk more than that.

JohnBurke

I know exactly what I cited, and I did it using data from this website.

I also cited the norm for other operators; Horizon, Skywest, etc, offer 33,000, which is, as stated previously, the best one can do with the "better" regionals. 33,000 is not a "decent chunk."

The original poster wants to know how to get around needing a type rating when an employer sets a requirement for a type rating. It's simple, really. Be the most qualified one applying for the job.

Employers are able to require an applicant to hold a type rating when the employer is able to get applicants with type ratings. If the employer needs a pilot and can't find one with a type rating, then the employer has no choice but to type a pilot.

What an employer advertises are sometimes called "hiring minimums," but they mean very little. What's important are competitive minimums. Competitive minimums are what an applicant must have to compete with other applicants. If an employer sets a requirement for 1,000 hours total time minimum, but every applicant shows up with at least 12,000 hours, then the competitive minimums, or in other words, what one actually needs to get the job, are north of 12,000 hours.

If an employer does not have a requirement for a type, but numerous applicants have a type rating, it may not be a published minimum, but it's a benchmark that someone is going to need to be competitive anyway.

If an employer advertises a need for a type rating and no applicant has a type rating, then the competitive bar has been lowered. Either the employer goes empty-handed and hires no one, or the employer must consider typing an applicant. In that case, if you've applied but don't meed the published requirements, you may still stand a chance. It's a cinch that if you haven't applied, you will get zero consideration.

How to get hired without a type? Apply and hope you're the most qualified, or go get the experience like everyone else. There are a lot of pilots who tried to run before they could walk, tried to bypass the line, and got a job with little PIC experience, etc. When it's time to upgrade or find another job, the individual is still underqualified and finds it difficult to move on. He or she may need to go do something that gets them more experience, whether it's flight instructing or flying piston freight at night, or whatever they can get.

Pilots remain a dime a dozen. Lacking something that makes them stand out, it's the better qualified, more experienced, more educated, more (fill in the blank) pilot that's got a better chance at competing for the job. One can worry about it all day long or get started gaining more experience and bettering one's qualifications in order to compete.

Additional qualifications outside of sitting in the pilot seat can help secure employment. I got my first jet job for an advertised position of pilot/director of maintenance. Additional skills may make one useful enough to be worth typing, over another applicant that's already typed, and there are companies, of course, that prefer low experienced pilots because they're less likely (or able) to take the type rating and run.

seattlepilot

JohnBurke, we all had to start somewhere and make a lot of sacrifices to get where we are. I am sorry but original poster has 2000 TT and no part 121 experience. I know regionals are desperate, but you have to work hard and gain experience to make yourself to a point that you can make a decent living in this industry.

JohnBurke

I know. I just said that.