Unless you give off some really bad vibes, they'll put you in a class as soon as you can get there. They're working on filling two October classes.

 

Any feel for time to upgrade for a new hire?

 

At this point, if nothing changes, at least two years. The most junior of the recent upgrades was hired just over two years ago. Some of those who have been lounging at the top of the FO list for a while may jump on the next few upgrade opportunities and that could push the time out a little bit more. If something comes along and we see some additional flying, it could drop back to less than two years.

 

Is ABX hiring pilots without an ATP? Have a bunch of 135 time and would rather stick to ACMI than passenger ops.

 

I have heard that's the plan. You would need to meet ATP minimums.

It looks like the jobs page hasn't been updated for that yet. I'd recommend contacting our recruiters and get the word directly from them.

 

ABX career page says they want 1500TT and ATP (among the other usual qualifications) as prereqs. Airlinepilotcentral (yes, I know...not officially airline verbiage) says "The training takes 7 weeks, culminating in a 767/757 type rating and an unrestricted ATP". So question is - what is the likelihood of a 1550 hour pilot with no 135 or 121 time, but all the other boxes checked with only ATP-CTP/Written done but no ATP rating (yet), to be considered?

What are the typical trip times? Is it something like 14/14? Do all trips start and end in OH, requiring commuting in day of or night before? How far in advance do you know what your actual flying in terms of cities, layovers, etc. will be in your 14 (or whatever the number is) day trip?

What is the current state of the airline with regard to trips/destinations? I've sifted through this thread, though it goes back quite a while and information changes frequently.

 

Show up. Interview. If they like you, they'll hire you. Just don't overestimate your skills and be ready to work when you get into training. You will be given every (and I mean every) opportunity to succeed, but your success is entirely up to you.

14 days off per month, may be in a single block, two blocks, or three blocks. CVG is your domicile. There are sometimes (rarely) trips that start or end with a commercial deadhead, and you can get a ticket to/from home for those. Otherwise, yes, you begin and end at CVG and it's up to you to get there. Trips may be one day out & back, or several days. Rarely more than a week.

Yes, it does change frequently. That's the nature of this business. We fill holes and go where the customer wants us to go. Today it's Allentown, tomorrow it's Baltimore, then something else. Don't get attached to any particular destination. The places we pretty much stick with are Miami, JFK, Seattle/Portland, Phoenix/LAX, and Bogota (Colombia). We're also currently doing Chicago, Greensboro, Panama City (Panama) & San Jose (Costa Rica). I know there are others but they're not coming to mind at the moment. No idea what's next.

 

Thanks for the prompt responses. I am more than humble enough to know my weaknesses and needed areas of improvement so I would go into training with eyes wide open and no preconceived expertise. I love to learn from other pilots. From what I read upthread, it sounds like there's not a lot of transatlantic or pacific flying (or any?) and your description seems to confirm that it's mostly, if not all, in the Americas. If I wind up at CVG during my 14 day trip for a day or more layover before next flight, are the accommodations on my dime or are all accommodations paid for during my trip regardless where we wind up?

Any ideas what the current class sizes are expected to be for the coming months? And what is the attrition like in terms of pilots bolting to other companies?

 

I texted a recruiter to ask and was told that currently an unrestricted ATP is a requirement, but a restricted ATP is worth a conversation with the candidate.

My advice is look for any of the advertising that our recruiters are doing and text the number in the ad. I believe they are at least willing to discuss restricted ATP candidates, and you have zero to lose by trying.

 

The nature of ACMI is that things change daily. Be prepared for that. Currently we are not operating any European flights but are operating South America and domestic.

14 hard days a month off is contractual, and we bid like any other airline. 12 bid periods a year min guarantee of 65 hrs. We have two schedule adjustment periods that allow us to modify our bid award through open time swaps. Currently Captains have plenty of overtime available, while FOs have zero available overtime. You will have to live on min guarantee. This could always change at anytime but it’s been this way for almost a year. The good news is with no availability of overtime you pretty much do not have to worry about junior manning, and since every day of the month we have heavy FO coverage swapping your work days during SAP is pretty much a given.

No expected upgrades the rest of the year per union leadership, but excellent QOL as an FO if you are able to live on min guarantee.

That is pretty much the state of the airline now. But it’s ACMI, so any of the above can literally change over night and likely will.