Take FO offer or wait until 1200 for IFR Mins
01-13-2020, 05:00 AM
#11
Layover Master
Joined APC: Jan 2013
Position: Seated
Posts: 4,310
Originally Posted by MacrossJet
Awesome, thanks, what're the bases for ACC?
01-15-2020, 07:20 AM
#12
Line Holder
Joined APC: Aug 2016
Position: 135 CA
Posts: 88
Originally Posted by egothrasher
Just recently interviewed and received an offer for a FO position with Air Cargo Carriers. With the FO it is a year contract and 7,500 commitment.
I am currently with a survey company, and at ~940 hours, plan on hitting 1200 by the summer.
Their chief pilot was of the opinion that it was good to do the FO, as then you get used to the operations and larger aircraft. Versus just jumping straight into a larger plane solo, as most companies are solo IFR. I've had several colleagues though who have done the 1200 route and seem to not have a problem.
Any insight, suggestions, past experiences, all appreciated.
Thanks!
I am currently with a survey company, and at ~940 hours, plan on hitting 1200 by the summer.
Their chief pilot was of the opinion that it was good to do the FO, as then you get used to the operations and larger aircraft. Versus just jumping straight into a larger plane solo, as most companies are solo IFR. I've had several colleagues though who have done the 1200 route and seem to not have a problem.
Any insight, suggestions, past experiences, all appreciated.
Thanks!
Good company, good people, my check never was late I was never pressured to fly cowboy type stuff.
If you wanna do cargo ACC is a good place to start. The Shorts are easy to fly, but in bad weather and especially in ice the workload will pick up. No autopilot. So when it's RVR1800 in CRW or MDT and it's 6-7am you better be on top of your game for that approach.
I liked having a second pilot all the time. It makes it easier splitting up the duties on the back side of the clock.
If you do decide to go to ACC. Be an FO first. The pay is good and you'll learn a lot in the right seat that'll make your upgrade way easier. The time will go by quick. In my upgrade class there were a few street CAs and they were struggling much more. It's not the Concord, but for the Irish Concord there's still a lot of stuff to know.
I will say having that experience made my training in 121 way easier. But that's just me.
Good luck!
01-21-2020, 04:07 PM
#14
On Reserve
Joined APC: Jun 2018
Posts: 14
Originally Posted by MacrossJet
What's the typical schedule? Do they have CASS?
ACC does have CASS.
01-23-2020, 12:40 PM
#15
Gets Weekends Off
Joined APC: Jun 2018
Position: 757 CA
Posts: 593
Originally Posted by egothrasher
Just recently interviewed and received an offer for a FO position with Air Cargo Carriers. With the FO it is a year contract and 7,500 commitment.
I am currently with a survey company, and at ~940 hours, plan on hitting 1200 by the summer.
Their chief pilot was of the opinion that it was good to do the FO, as then you get used to the operations and larger aircraft. Versus just jumping straight into a larger plane solo, as most companies are solo IFR. I've had several colleagues though who have done the 1200 route and seem to not have a problem.
Any insight, suggestions, past experiences, all appreciated.
Thanks!
I am currently with a survey company, and at ~940 hours, plan on hitting 1200 by the summer.
Their chief pilot was of the opinion that it was good to do the FO, as then you get used to the operations and larger aircraft. Versus just jumping straight into a larger plane solo, as most companies are solo IFR. I've had several colleagues though who have done the 1200 route and seem to not have a problem.
Any insight, suggestions, past experiences, all appreciated.
Thanks!
01-23-2020, 12:45 PM
#16
Gets Weekends Off
Joined APC: Jun 2008
Posts: 2,930
Originally Posted by Jet757
Former ACC guy here. I was FO and later upgraded to CA. Really enjoyed the gig.
Good company, good people, my check never was late I was never pressured to fly cowboy type stuff.
If you wanna do cargo ACC is a good place to start. The Shorts are easy to fly, but in bad weather and especially in ice the workload will pick up. No autopilot. So when it's RVR1800 in CRW or MDT and it's 6-7am you better be on top of your game for that approach.
I liked having a second pilot all the time. It makes it easier splitting up the duties on the back side of the clock.
If you do decide to go to ACC. Be an FO first. The pay is good and you'll learn a lot in the right seat that'll make your upgrade way easier. The time will go by quick. In my upgrade class there were a few street CAs and they were struggling much more. It's not the Concord, but for the Irish Concord there's still a lot of stuff to know.
I will say having that experience made my training in 121 way easier. But that's just me.
Good luck!
Good company, good people, my check never was late I was never pressured to fly cowboy type stuff.
If you wanna do cargo ACC is a good place to start. The Shorts are easy to fly, but in bad weather and especially in ice the workload will pick up. No autopilot. So when it's RVR1800 in CRW or MDT and it's 6-7am you better be on top of your game for that approach.
I liked having a second pilot all the time. It makes it easier splitting up the duties on the back side of the clock.
If you do decide to go to ACC. Be an FO first. The pay is good and you'll learn a lot in the right seat that'll make your upgrade way easier. The time will go by quick. In my upgrade class there were a few street CAs and they were struggling much more. It's not the Concord, but for the Irish Concord there's still a lot of stuff to know.
I will say having that experience made my training in 121 way easier. But that's just me.
Good luck!
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