We are always hiring!

We finally got a profile on here. Be sure to check it out. The pay notes are probably confusing to most of you, but I'm going to suggest that we put an average yearly pay note in there for each positions.

For what it's worth the milage pay adds up quick when they're busy. Years ago, before the pay raises, I think my first year FE salary was ~35K, and I ended up close to doubling that with the milage pay.

We had Convair pilots making over 100K in the 90's, you had no life , you were perpetually fatigued under the old Pt. 125 regs, but the airplanes were well maintained, and you were well compensated: )

Wondering about the FE position
 

I was looking at the airline profiles and was curious about the FE position and how tough would it be for someone like me who has recently gotten commercial certificate last year and what the job entails even though not many airlines have FE around much. I have been curious about the position how good of an upgrade from FE to FO within the company?

I am thinking of trying out and I have recently gotten a book from Boeing which is about aircraft system which I wonder a book like that would be a good one to read over for the test on FE written?

Also I was looking at the regulations about how the FE hours can be use toward the 1500 hour rule. what they mean by no more then 1 hour for every 3 hours?

Thanks.

Don't become an FE. Sitting sideways is worthless. I am no longer at IFL, but when I was there they would promise that they would move from FE to FO in about 6 months. A couple years later... you get the idea.

The FE job is a very (most) difficult position. But I feel like our training is top notch! We recently hired a guy who only had a single engine commercial certificate and he did great. He worked on his MEL during his off time and once he got it, he moved over to the falcon to work towards his ATP mins. Once he gets to ATP mins, he will have the opportunity to be an FO on the boeing. If he comes back to the boeing, and gets to 1000 hrs of 121 time, he will have the opportunity to upgrade to captain.

Right now, we have 3 guys in their mid-late 20s who are going to upgrade to captain this year. They've only been with the company for 3 years? Now their stories are a little different but it doesn't change the fact that you can progress through the company rapidly.

As far as the FE written goes, I would just use one of the test preps online. I spent 3 days reading over the questions and answers, got 95 percent on the test.

I can't remember the rule exactly but I think you can use 1/3 of your FE time towards your ATP? So we work around that by sending FEs to be a FO on the falcon when a slot is open to get to ATP mins. And right now, there is always an open slot.

I worked at IFL for years. I enjoyed my time there. I learned a lot through that experience that I have no doubt would have been difficult if not impossible to learn at a regional airline. There are a lot of great people flying there. Working there got me to where I am today, for which I am grateful.

However, make no mistake that if you work at IFL you will be expected to consistently operate contrary to the FARs (i.e. break the law), particularly, although not exclusively, with respect to rest rules. If you refuse (i.e. attempt to comply with the FARs with regards to rest rules) you will be fired. Period.

In the end, it's up to you.

I'm sorry to hear that , we were by the book during my tenure even leaving freight behind rather than going over gross ( DC-3), rest rules were black and white for 135, but 125 which allowed 16 hours flight/duty and only 8 hours rest was a license to fatigue, I would routinely take 12 hours off after long Convair night/ days , hard day's nights with little or no blow back, there must have been a sea change somewhere along the way, we used to pride ourselves in being regs compliant, oh well.

Completely untrue with respect to being expected to operate contrary to the FARs.

Can you point to the specific FAR as it relates to Part 121 Supplemental international three man crew? Ah yes, it doesn't exist. Sure, IFL does things that no other company does in regards to rest - but it is legal.

Also, during my time at IFL we said "no" plenty of times. Never heard any grief from the company. We even stopped in El Paso and grabbed a steak dinner in the middle of a duty day, because we were hungry and the freight in Toledo could wait for us.