Lynden Air Cargo New Hire Perspective
 

Thought I’d give some perspective as a new hire FO at Lynden about the process I went through and how the initial training is going. I flew C-130s in the Air Force but retired 10 years ago. I was ready to get back into flying but wasn’t sure where/how. I had a friend who was working at Lynden so got some insight and felt it would be a good fit for me. With no ‘recency’ many airlines/companies would not consider me. While I haven’t flown big airplanes in 10 years, I was flying small aircraft and my job was teaching C-130J flight sims. So was keeping somewhat active in the flying scene. I had done an ATP-CTP course and had my testing done but had not completed an ATP.
I had my first interview via Skype in December 2018. Knew they were starting a training class in January and was hoping to get selected for it, but was offered the April class instead. They offered to complete my ATP as part of training, so I saved $ by not finishing it up in January like I had planned. I never really wanted the airline life so was interested in the 18 days on, 13 days off schedule and that I could live anywhere. As mentioned in other threads, they will fly you from really anywhere to where your bid ends you up. Just pick a regional airport and you’re good. They mostly fly Delta to move you around. You don’t even have to live in the US but of course needs to be reasonable for needs of the company.
After submitting online an application I got called to setup a Skype interview. HQ is in Anchorage and there’s no requirement to go there in person. They won’t pay for it. It’s a very casual, family owned company. Think Alaskan casual! When my friend interviewed in person (he thought it would be advantageous) the first thing they said was ‘we don’t think you’ll fit in here’. He was in a suit and tie, they were all in casual. (he got the job) Interview was pretty basic in educating me on the company and their operations and them assessing me for compatibility. I’ve flown the Herc for 20 years so understood the aircraft and the type of flying. And again, I like the thought of being gone for a block of time and then home for a block. Not the short trips and having to commute to a hub or sit reserve at JFK or something. As a note, my stick buddy in training has years of experience flying around the world in smaller aircraft but nothing as big as the Herc, he’s doing fine.
Training takes place in Anchorage and Tampa. They fly you to Anchorage (Delta Comfort Plus if available!) for 2 weeks of indoc training. Standard onboarding company stuff and then beginning of how the company operates, required training and a little aircraft introduction. During training you will get paid the minimum ($83/hour x 60 hours = $4980), plus a daily perdiem of $45 a day ($1350), plus they pay for your hotel. They provide company vehicles to get you from hotel to training. After 2 weeks in Alaska, you fly to Tampa for 5-6 weeks of Systems and simulator training at CAE’s training center using Lynden instructors. The L-382 is similar to H models with -15 engines. So if you have previous C-130 experience its mostly a review of systems but the hardest part is learning how Lynden flies the aircraft, checklists, wording, etc. So, I mostly just have to learn that, my stick buddy working much harder to also learn all the aircraft stuff for type rating. Before we leave we will have completed our sim training, done our orals and FO evals for the company and then ATP(I need) and type ratings. All done with company pilots.
Then it’s back to Alaska to complete evals (landings in the airplane) and 20 hours of IOE. Then you go home. So for us, over 2 months away from home. They were awesome and flew me home for my daughter’s college graduation. Then instructor made up training for me on one of the scheduled off days.
Happy to answer questions on the first couple months of getting started.

Just straightforward factual info without all the banter. Refreshing. Thank you for the share.

Can you say much more about the interview? Technical or personality based?

No technical questions. From your resume and flight experience I think they are mostly concerned with validating your experience and making sure you understand how they operate, where, and what’s expected. I had done no interview prep services. They did ask some clarification on my hours because of how I listed my instructor time. But there were no hours spread sheet break downs required. Most of mine was easily verifiable via military printout.

Thank you very much for sharing you're honest nd most recent experience with this company. It was a pleasure to read this.

I'm not c130 guy but I do plan on coming to cargo at some point. Do they have many regional guys come into this company?

I don’t know the background of the recent hires. Most are not prior C130 pilots though. Just haven’t met or had a chance to talk to many.

I was called to set up an interview, and I had about 4500tt with most of my time in turboprops in Alaska. Unfortunately I had already accepted a job offer elsewhere.

Can someone share general W2 numbers for the first few years as an FO? I've heard, multiplying the APC numbers by min guarantee isn't totally accurate at Lynden.

Shadow, thanks! I'm guessing they are a little flexible on their 5000tt requirement? I'm currently flying for a medevac company, and looking at possibly trying to get on with Lynden in another 6 months or so. I have about 3000tt, with 1100 twin turbine PIC, all Alaska time.

Well that is promising.

Yes, I think they would be. I’d recommend starting the process. Then you will know for sure and they will give u good feedback on what more they might like to see from you. And if you’re not ready for the fall class, they may offer a future one.

When out on a two week rotation do you normally do out and backs from the same base or is just jumping all over the place?

Could be a bit of both, just depends on tastings. But you would generally stay in the same area. In Alaska you may just fly out and back from Anchorage. Or they could send u for several days to fly from the north slope.

Generally you stay with an aircraft and fly whatever is needed. That might include flying from Alaska to the lower 48 and back. Or other locations around the world you may fly some trips to multiple countries but return to where the aircraft is ‘based’.

These guys still hiring?

Yep. Interviews start later this week, but not too late to get an application in. Class roster will most likely be set by next week.

I'm looking to send my resume in, not sure if they're accepting applications, looks like I missed the boat. would anyone have any idea where I could send my resume? thanks very much.

PIC Type?
 

Does Lynden PIC type first officers in the L-382?

Application window is open for what looks to be a January 2020 initial class. All pilots are typed in the L382 coming out of training, per the regulation.

https://lyndenaircargo-lynden.icims....un1offset=-480

Yes, you get a L-382 type.

So is "Alaska casual" for the interview a polo or buttondown shirt? How do they feel about beards and mustaches?

Either would work. The people interviewing you will likely have jeans on, but you would probably want to shoot for half a bar higher. For the love of God, don't wear a tie, unless it's a bow tie; then wear it. I think they need to know if you're the kind of person that would do that. Also, the Chief Pilot and the DO both have beards and mustaches, so there's that.

2020 Pilot Hiring
 

Is there any pilot hiring anticipated for 2020?

They've got a class starting up next week, and I think they will likely have a couple more this year. They are bringing another aircraft onto their Ops Specs, expecting it out of bridging maintenance around the March-April timeframe. I would expect them to continue adding crews to cover the additional airframe, plus there are the normal retirements and other separations to account for.

Thanks for the info!

Thanks for the help!

Any new info at Lynden?

Somebody that works at Lynden PM me? Just had a few questions. Thx.

Slight thread drift. I keep seeing a LAC Herc sitting on the ramp in FLL. Where’s she going? I’m guessing Haiti these days with that earthquake, but she’s been in and out all last year as well…

Shhhh….Secret Squirrel missions!

There is nothing secret about Lynden.

But they do go places. Seen them in UAE a few times.

Re
 

Whats the second year FO pay?

The payscale on APC is close but not entirely accurate. I believe year 2 is 94/hr now.

Two-week? I thought you were out 18 days - can anyone speak to how gateway skeds are structured now?

This varies by line. For Alaska, there are AM/PM lines for scheduled runs to Nome, Bethel, and a couple other destinations. These lines are 5 days on, 5 days off. There are also several ad hoc first half/last half lines (17 or 18 days long, depending on length of the month), wrap-around lines that cover the 25th to the 12th or 13th (done on a 3 month long bid), and international lines (currently for operations in M.E. and West Africa). Intl. lines are usually somewhat longer, up to 30+ days out for the M.E. The Africa work usually tacks on a couple of days for travel on either end of a first/last half 18 day hitch.

Company just announced they are hiring another class, but it looks like they are only accepting ANC based FO candidates. As of right now, ANC based FOs cannot bid out of state, so hopefully hiring more locals will alleviate the issue.

There are only 4 of those lines out of 27 bid lines, and they typically go very senior.


The terms "First half" and "Second half" are misrepresentations perpetuated by management. Except for the 4 Alaska AM/PM lines, the schedules are not even remotely "half on half off." The lines have a commitment of 18 days a month (except in February) Mathematically it is a lot closer to "First two thirds" and "last two thirds" than it is to "First Half" and " Second Half", but that doesn't sound as good to be honest about what it is. There are a few 3 month lines in whcih the duty periods don't really line up with the calendar months, but the ratio of says on to days off is not significantly different than the 18 days out of 30 of most lines.




Other than the Alaska AM/PM lines and February, there hasn't been a monthly line with less than 18 days on in a long time.


If awarded one of these lines, the company reaches back into your previous month and retroactively makes your scheduled days off into travel days, and refuses to pay the day off premium you are entitled to for working/traveling on scheduled days off.

Retroactive? That's a red flag...though if it doesn't cheat 121 duty/rest issues it is more of a QOL/labor relations issue. If it's the former then document it and push back!?

It's not something that disregards required rest periods, or otherwise violates time and duty regulations. "Retroactively" was probably a poor choice of words. What I mean by that is is that a bid for a particular month is used to change the days off you were already awarded in a previous month's bid. If you were awarded a "First two thirds" line for April, you'd have the last 12 days of April as scheduled days off. Now if in the May bid, you were awarded a line for whcih the company wanted you in position on distant continent on the first of May, you'd get travel in the last 2-3 days of April, which means that they are no longer your days off. As a practical matter, that is probably unavoidable, BUT: There is a day-off premium whcih is supposed to be paid when you work on scheduled days off, whcih takes the sting out of losing the day off. The company refuses to pay the day off premium when your scheduled days off in your previous month's bid line suddenly get turned into travel days for the next months bid line, for company convenience. It's a labor issue, not a regulatory one.

And I suppose you can also just say "Nope, I am not available those days, they were hard days off and I have commitments"!?