So this is what it's come to? Lol Judging a business based on the available women in the area? Lol

This is all true, and if anything, there's more to add. That's how Eastern Scabs are, nice to your face and cut your throat behind your back. I love how he smiles and licks his upper lip at the same time.

That's the entire message,,, they can put where the sun don't shine. Would never put myself in that position so don't need to worry about blame.

Taking pride in working day and night? Crazy. Lastly,,, speaking out doesn't mean a person would tolerate window heat on, pitot heat on and what's to eat. That is just manipulative and dogmatic rhetoric that needs to go away just like sh---y airlines and instructors with self worth problems.

Are they still hiring??? I have about 7500 in the left, 1000 in the right, and 1500 in the back seat. Obviously typed as well, but not current. Last PC and flight in October 2008. Thanks, L

727757 Kalitta needs 727 drivers. I think they would be better as you get housing at base which is KYIP.

727757drvr, considering that with your experience, you would be posing a threat to [blah blah], you would be unlikely to pass training. Or as [blah blah blah blah] puts it, "Lots of people just move on."

Well I don't think I know [blah], and while it is an airplane that pretty deep systems knowledge will take you a long way, some good basic foundations on the plane can get most people the level they need. Fortunately, when there is a problem inflight or the box, I know exactly where we are going and what the end result is going to be; just experience nothing special. Besides, relax it's not a moonshot! Cheers :)

Well that's just the way life is.

Considering that you work for "Amazon" your inquiry is a bit puzzling. And a congratulations to you, you've made national headlines by stating that you had inside knowledge of Amazon flying!!!

Joined today to make 1 disgusting,classless post on a thread that hasnt been posted in for months. Nice one, dude.

Looks like they're gearing up for another round of suckers. I look at these new guys like they're the most unfortunate group on earth....didn't they do they're homework on IFL??? Just a little search on APC should be enough of a warning to stay away, when EVERYONE else in the country is hiring. It would suck to have a 121 failure on your record.

Not everyone has an ATP. We are providing them with a career path and giving them options. Yes, as I've said before, this job isn't for everyone but it is for some. It's better than being a CFI and not getting any airline experience before moving on imho.

Absolutely it's not for everyone. So who is it for?
[deleted]

I'm a veteran of the piston DC3 and Convair days at IFL , we were like a family then , a squadron, what happened?

As I have said, it is for the younger guys. Guys that don't want to spend their early years as a CFI. Guys that want to get into the jet world before their peers. Guys that want to get real, quality experience before their peers. We're all in a race to get to the top. This is one option to get you there. Not all of us were fed with golden spoons. We have to work to get there. Coming here gets you an ATP without having to add to your already giant student loans. Once you get your ATP, lots of doors open up. You can stick around and get some PIC time in the falcon, get some big jet experience in the 727, or go to the regionals or wherever. It all depends on you long term goals. There are lots of ways to get to your final destination. This is just one option. It's not easy. If that is the sort of thing you are looking for, then you're better off being a CFI until you get enough time to go straight to a regional. This is some of the hardest flying you will do in your career but it's also some of the most rewarding.

We are still a pretty tight knit family here IMHO. But there are guys who leave here with a sour taste in their mouth. As we grow, it's getting harder to maintain that family like feeling. But I believe we are holding on to it. Especially with the guys that stick around for a couple years. With the career path starting to be implemented, I see more of that family feeling atmosphere across the different fleets. I enjoy walking into the office and seeing our president, DO, chief pilot, and so on. Everyone knows everyone else. Maybe that's one of the reasons why I've been here for so long.

Outstanding !!!

Hockey, which fleet are you on?

This would be an accurate representation of my experience with IFL. Not for everyone, but definitely the most challenging and rewarding flying. Not a bad place to "cut one's teeth", and come out with some good real world experience!!! IMO

It's still mostly the same, just a handful of angry rejects trying to sour IFL's good reputation.

I'm curious DHassenger and Godaddy, lots of us have posted our great memories of IFL, care to share specifically what your problems were? Where did you end up instead? Or are you indeed just trolls?

I'm sure I've said it in here before, but my time on the 727 at IFL will be the best days of my career.

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.

Thats the truth!

I'm not sure what Ryemex is talking about. I've never know anyone to purposely break a FAR. We are always compliant with the rest rules. Yeah, sure, some days are much harder than others. This job, in general, is much more challenging than others. But the feeling of accomplishment at the end of a long trip is the reward. We work hard here. And I am proud of that. You won't last long here if you expect some sort of playboy lifestyle.

Toward the end of 1996, guys and gals were all headed to north of 1000 hours per year in all fleets, little incidents started to occur, wingtips dinged while parking, et al, etc., the word went out , if you needed 20 hours off, take it, they knew we were tired, and it was starting to show.

I was on the part 135 side of the house. I don't know how it plays out for the 121 supplemental, but as per an FAA LOI (letter of interpretation) to a Mr. Hernan E. Orellana (and also in a few other LOIs that were distributed throughout the past decade) dated October 6th, 2015: the "rolling rest" policy that IFL (and every other part 135 carrier in that industry) uses is completely, and indisputably, NOT allowed under the requirements of 14 CFR 135.267.

Approximately two days after this LOI was released, I emailed it to the chief pilot on the 135 side, and CCed it to the Director of Operations for IFL. The response I got back from the CP was, "Interesting." That's it. I followed up when I made it back to PTK and walked a print out of the letter into the CPs office. He shrugged his shoulders and said, "Yeah, but if we follow that then we can't stay in business. You can talk to the DO if you want." So, I walked across the hall to the DOs office and laid the letter on his desk and asked, "How does IFL plan to adjust their operations in order to conform to this Letter of Interpretation?" Without looking at the letter, he stared me straight in the eye and said, "We aren't doing anything wrong." Rather than allowing him to try to pressure me into dropping the subject, I played the staring game that MC (the director of operations) is so good at. After we stared at each other for over a minute, he tried to threaten me by saying, "Well, if you need to know exactly when your duty day is maybe we need to start having you show up to the office for 14 hours a day to sweep floors." I responded, "How you implement the LOI is up to you, but it's implications are clear." He stared at me some more and finally said, "I actually haven't read the letter yet." So, I said, "Mr. C***, how can you presume to tell me that we aren't doing anything wrong if you haven't even analyzed a new LOI that the FAA has just released?" He told me that he would read the letter and get back to me. A few days later, I got an email from him that said, "We're not doing anything wrong. Talk to our lawyer."
So, I then emailed the company's chief counsel. The reply that I got was that IFL "Completely agrees" with the contents of the LOI and that "that is why IFL does not at any point require any of it's pilots to answer the phone if they don't want to, and no pilot has ever been reprimanded for not answering a call."
I replied to the Chief Counsel that I appreciated his response and asked him how he explained the fact that, literally within the past two weeks, IFL had just fired an FO on the Falcon because he hadn't answered his phone when he was called for a trip.
I never received any reply.

After raising this issue with the Chief Pilot, Director of Operations, and Chief Counsel, I was subsequently assigned to be based at an out-station (TVF) for 4-5 months, with no option to say "no", so that I would stop "causing trouble" in PTK.

There was also an FO (also on the part 135 side) that was a roommate of mine one time who, when they called in to tell Dispatch that they were sick, got a phone call from the CP (using his cell phone, you know, no recorded lines) saying that they had a trip in an hour and that my roommate had to accept it.

I once showed up to a ramp that had more pallets waiting for us than I had been told to expect. Typical occurance, sure, but this time we were already planned to be filled to the brim. I called up dispatch to inform them that we would have to leave some freight behind. The answer I got was, "No. You need to make it happen."

So, I emailed a copy of the company's own sheet that they send customers to show them the dimensions of the cargo area and said, "I usually find a way, but I can't beat physics on this one."

I also once had a mechanic call me on my cell phone and verbally assault me. The reason? I wrote up something in the aircraft logbook when I wasn't on the ground in PTK (or LRD) where they had maintenance. He was pretty ticked that I had grounded the airplane because I decided against "finding out" about the issue after the trip was completed and the airplane was back home.

He ended the call with, "How long have you f@#*ing worked here, anyways? Because you're not going to last very long if you keep pulling s@#$ like this!"

Wow.....with the Dougs we were blowing engines, and cylinders , usually out of town, my last DC3 inflight shutdown, about a month before we ceased 3 ops was over Long Island about 15 miles from JFK, but right next to Islip where we fluttered down. The next day a Convair580 dropped off a fresh engine and mechanics, a day and a 1/2 after that ,post test flight ,we were winging back to home plate , it was a well oiled machine, and we realized things broke...

[Dude], I'm sorry to hear you didn't like IFL, but to be fair this thread is mostly about the 121 side of the house. The Falcon...well that's a little airplane; the standards are lower than on the Boeing. Luckily, Atlas' hiring standards have gone down to "pulse" and you made it out, though only to the 76; 16% less pay and no bunks.

IFL was a great place. If you were a good person they were amazing to you. I once had Sandy ready write and drop off a rent check to my landlord when I was stuck out of town. However, if you go around trying to make trouble at every opportunity you can, well most companies don't tolerate that.

You're probably still honeymooning, what 3 months off IOE now? Give it some time, you'll realize like most of us, that IFL was the best job you ever had.

Adler, I don't know who you are. However, unlike the above post, you'll find that my remarks about IFL have been factual and free of defamation or libel. It seems noteworthy that the veracity of my remarks are not being called into question.

Honestly, I don't harbor any ill will towards IFL. As I stated in a former post, I enjoyed my time there and, overall, had a positive experience. As far as I know, I left on good terms with the CP, DO, and others in the office. I fulfilled the terms of my two weeks notice, and on my last day I walked all company property back to the office, unlike the manner in which some former employees left.

However, that does not negate the fact that, as I said, at least on the 135 side, the flights are being operated contrary to the requirements of the FARs and action has been taken against employees who attempted to operate in such a manner.