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Part 91 and Low Time Jump pilots, crop dusting, and other Part 91 jobs

Northern States Aviation

Old 08-15-2011, 07:42 PM
  #11  
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I flew for NSA a few years back. I enjoyed it there, but I'm single and don't really have any ties anywhere. If the owner likes you, he's a great guy; A few people got fired during my time there. He's got his quirks, but just give him what he wants and you'll be fine. He was never on my ass, but he watched some other guys like a hawk.

The money is really good.


Originally Posted by Wildflyin View Post
Also, the boss isn't too keen on you flying IFR to your next location
Really? He didn't do that with me. I got plenty of actual on repos. Hell, my whole trip from Pontiac, MI to whatever-town-it-was in Tennessee was in hard IFR. The big man never gave me a problem. Some other pilots (namely one of the people who got fired) he would only allow to fly VFR. There were a handful of us who were allowed to go IFR with a good brief and an "out."

Maybe he's changed his operation, though.
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Old 08-16-2011, 01:46 AM
  #12  
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No, I'd say he's changed for the better. Ever since he got his medical back he's been WAY more laid back. I had lots of IFR this last season and nowhere near the 3rd degree during flight releases that I got when I was there a few years back.
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Old 08-16-2011, 02:45 AM
  #13  
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Air America in Florida pays the best of the Pictometry vendors by a longshot. Newer 172R/S models, too.
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Old 08-16-2011, 08:45 AM
  #14  
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Originally Posted by zildjian_zach View Post
Definitely the #1 thing I learned (at 9000ft in the middle of Denver Class B no less). What year did you fly?
I flew during the 2009-2010 season. He didn't have his medical then i don't think
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Old 08-18-2011, 07:52 AM
  #15  
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I've included a lot of info here about what to expect at NSA should you get hired. For what it's worth, I looked up stats on my season of flying and came up with the following: Flew 600 hrs, 145 X-C (over 50nm), 12 actual instrument, 9 approaches (one to mins), and 196 landings. Point-to-point X-C was probably 400-500hrs as I tried to always land for fuel a different place than where I started that day.

This is a document I typed up a while back, so I just copied and pasted here. I know some of this info has already been addressed and I'm not trying to be redundant:

OK, to start out, Nick is an engineer. He's very intelligent, but sometimes lacks common sense. In addition, he has been in an aircraft accident and suffered brain trauma. He's also a bit OCD. So if he makes decisions that make no sense, don't get upset about it. Offer a kind suggestion of how it may work better, and leave it at that.

He will seem overly protective of you and his airplanes. Just accept it and play along. It would probably be good to call him one or two times per week just to clue him in on how things are going or casually ask what to expect next. (don't be demanding, you're just letting him know you're working hard to keep him in business, and excited to find out what’s next) Also, don't hesitate to call and ask him anything regarding the work or the airplane. He wants to know everything that's going on. (if you're asking him about what you're supposed to do in a certain situation, give him a solution first and ask if that's right. You want to come across as responsible, just let him feel like he's part of the decision making too)

At some point you may hear rumors about how much he makes per hour for you to fly the lines. I honestly don’t know what that figure is, but I heard rumors when I was there. I let it get to me and I felt ripped off for the amount he was paying me. I had to accept that I had agreed to work for him for the amount he promised ($895 every 2 weesks + $95 or $110/day per dium). So since you’ve agreed to fly for him, decide now that whatever amount he’s decided to pay you this year is good enough.

When it comes time to move the airplane to a new location, he will want to "release" your flight. Just pretend that he's your flight instructor and he needs to know what conditions you'll be flying in and that you’ve planned the route. If you're flying though any IMC, be sure to tell him EXACTLY what the radar looks like, what the TAF is across the WHOLE area, what the METARS look like (including their trends), and ALL notams that would affect an approach (even if it's supposed to be VFR by the time you arrive). Also, it would be a good idea to print off the weather if you can in case questions arise after the flight and he doesn’t think you told him everything. This is one thing I learned the hard way early in the season, and Nick held on to it the rest of the season.

When I was there, we weren’t allowed to fly at night – period. I doubt that has changed.

If he has a "pet" employee, don't get at odds with him, or you will probably end up at odds with Nick. The season I worked there, he had a returning pilot that was a complete jerk. He would tattle tale to Nick about every little thing any pilot did wrong. This caused problems for every pilot.

The airplanes all show their age. None of them will fall out of the sky, but they might have things wrong that will be a nuisance. A few characteristics of the airplanes when I was there:
N65628 had a rough running engine and horrible radios;
N5485K had long-range tanks;
N5474K had an electrical problem that caused a fire – I’m pretty sure it was fixed with no further issues;
I believe 903NS only has a 150hp engine;
I’m pretty sure N64155 also has 150hp engine, but it seemed to be a pretty nice airplane; N64814 was decent – it had DME;
N902NS, N5496K, and 52250 were all junk;
N410FR was probably nicest in fleet – had GPS (appolo 55??)
N5296K was probably nicest next to FR. It had dual KX155 (flip-flop nav/coms) and old Loran that still worked well. Flew slightly crooked, but good, smooth engine. Also, good paint/interior

As far as what to take, I took a single large suitcase for all my clothes. Some pilots had two carry-on types. If I did it again, I’d probably try they two carry-on deal. I also had my laptop case and a backpack. (the backpack came in handy as my “flight case” and also to carry stuff when I went sight-seeing.) I started out the season with mostly winter clothes and a couple T-shirts/polos in case I ended up in a warm place. I would recommend investing in some good thermal underwear. Also, I had two coats – a zip-up hoody type thing and a lighter water-proof gortex jacket. If it were cold, I’d wear both; when only cool, I’d wear the hoody, and if only rainy, I’d wear the gortex. Also, make sure you have a good pair of gloves and a stocking cap. You will probably start up north in Wisconsin, Michigan, or New York.

Later in the season when spring rolled around, I shipped off my winter clothes to home and had my folks ship me more warm-weather clothes.

To save money, we would share motel rooms and cars. I learned to bargain with the motel people. Check around before you get to where you’re going (if you have time) and let them know there’s a group of you coming for a lengthy amount of time. I always used Enterprise to rent my car. If you can reserve the car online ahead of time (at least 36 hours for best price) and use Nick’s 10% discount number, you’ll get an unbeatable price. (also, the corporate number waves the under 25 fee if you fit that category)
I like my three meals per day, so I always tried to get a motel with some type of breakfast. I also got non-spoiling groceries such as bread, peanut butter, jelly, nuts, carrots, chips, etc. and I’d make a lunch for myself on the days I was flying through lunch. Most evening, I’d eat out. When I was in a place longer, I would get more groceries and try to fix my own food more to save money. One thing that was discussed was getting a small crockpot to slow-cook meals during the day while flying and have a cheap supper ready when you got back to the motel. I never did it, but it would certainly be something to try. With pinching my pennies the way I did, I was able to stash away about $14000 during the season.

I’ve talked about quite a few negative things in this. I’ve tried to think of every con to the job so you will be prepared. Overall, the job was very fun. But I had to decide to make it fun. The honest truth is that there will be frustrating things that happen and everyone will be complaining at times. (just like with any job) Just look at it as a vacation. Try to get out and see the sights wherever you are. You may be in some places that you will never get back to. Take a camera to get lots of pictures. Like I said in the post, NSA is overall a good company. Nick has his quirks, but I believe he really cares for his pilots.

I hope this has been helpful. Enjoy the season and let me know if you have any other questions.
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Old 08-19-2011, 02:41 PM
  #16  
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I got 378 hours, some 6 hours actual, and about 3 good approaches. Had bad weather and maintenance issues. I was lowest in the fleet last year but that just means I was paid the highest per hour of flight I also got really good at bowling.

That write up was pretty accurate. If you have current questions about the place you can PM me.
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Old 08-20-2011, 06:14 AM
  #17  
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the crockpot thing works...a friend of mine did that
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Old 08-20-2011, 06:36 PM
  #18  
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How many pilots does NSA hire each season?

Usually how many are returning pilots from the previous season?

Do you have to shave?
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Old 08-21-2011, 05:03 AM
  #19  
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Do you have to shave that's funny !! I hate to tell you but its going to be a little more difficult to find work with a beard at least at a major. I worked at a company that had a strict no beard policy. They say that it interferes with putting on your O2 mask. I know a 172 operation its not a factor but sooner or later, depending on where you want to go the beard is going to have to go !!!
Lots of beard/pager unfriendly places out there!!!
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Old 08-21-2011, 06:05 AM
  #20  
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I sported a mighty fine beard most of my time flying there. Some of us like to take advantage of growing a beard before we don't have a choice later down the road.

Originally Posted by darkman62 View Post
Lots of beard/pager unfriendly places out there!!!
Say what now?
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