International Jet Aviation Centennial
07-05-2018, 03:17 PM
#1
Gets Weekends Off
Thread Starter
Joined APC: Mar 2016
Position: Gear Biatch
Posts: 266
International Jet Aviation Centennial
Hey everyone,
Anyone have any info on International Jet out of centennial?
Any info on pay, QOL and company overall ?
Sent from my iPhone using Tapatalk
Anyone have any info on International Jet out of centennial?
Any info on pay, QOL and company overall ?
Sent from my iPhone using Tapatalk
05-16-2023, 11:12 AM
#3
New Hire
Joined APC: Jul 2005
Position: E145 - Captain
Posts: 6
Great employer
I’ve worked here nearly a year and love it. It’s not for everyone, but it’s a perfect fit for me. King Air pilots are off every weekend and holiday since they fly doctors to underserved cities throughout Colorado. We also fly Lear 34/55/60, Hawker 800, Citation X, Challenger 650/350, Falcon 900, and Gulfstream 650. Let me know what questions you have. Also check out our careers page for pilots on our website. We’re hiring for most aircraft at the moment.
06-29-2023, 07:25 AM
#4
New Hire
Joined APC: Apr 2022
Posts: 2
Originally Posted by J-Lu
I’ve worked here nearly a year and love it. It’s not for everyone, but it’s a perfect fit for me. King Air pilots are off every weekend and holiday since they fly doctors to underserved cities throughout Colorado. We also fly Lear 34/55/60, Hawker 800, Citation X, Challenger 650/350, Falcon 900, and Gulfstream 650. Let me know what questions you have. Also check out our careers page for pilots on our website. We’re hiring for most aircraft at the moment.
06-30-2023, 05:06 PM
#5
Disinterested Third Party
Joined APC: Jun 2012
Posts: 6,018
Originally Posted by Pattern Master
Does I Jet have a SIC PDP, or do they fall under the 135.101 exception for no autopilot use for their King Airs? I'm thinking about applying, and am curious about the legality of logging time since this would be my first 135 gig.
An exception may be made to 135.101, which is 135.105; if approved by the FAA, an operator may use an autopilot in lieu of a SIC, when operating under IFR. This is an exception to the SIC requirement of 135.101: if the operator maintains a SIC training program, the operator can fly without the autopilot, and use the SIC.
Using a SIC isn't a special exception to autopilot use. The FAA doesn't have a program for use of a SIC in lieu of the autopilot. It's the other way around. The SIC is basic required equipment, and an exception may be made, if granted authorization under the company Operations Specifications (OpSpecs--specific rules and authorizations granted to that operator by the FAA) to use an autopilot instead of a SIC. The operator does not need a special authorization to use the SIC instead of the autopilot, because the SIC is already required under the regulation.
If an operator flies single pilot with autopilot and does not have a training program for the SIC, and the autopilot is inoperative, then when it comes to IFR, the airplane can't be flown under IFR. It's important to understand that the second in command is a core requirement for passenger carrying operations under IFR. Autopilot operations are not.
This does not apply to cargo operations.
07-01-2023, 08:36 PM
#6
In a land of unicorns
Joined APC: Apr 2014
Position: Whale FO
Posts: 6,468
Originally Posted by JohnBurke
14 CFR 135.101 isn't an "exception." It's the rule. If operated under IFR, the SIC is always required.
An exception may be made to 135.101, which is 135.105; if approved by the FAA, an operator may use an autopilot in lieu of a SIC, when operating under IFR. This is an exception to the SIC requirement of 135.101: if the operator maintains a SIC training program, the operator can fly without the autopilot, and use the SIC.
Using a SIC isn't a special exception to autopilot use. The FAA doesn't have a program for use of a SIC in lieu of the autopilot. It's the other way around. The SIC is basic required equipment, and an exception may be made, if granted authorization under the company Operations Specifications (OpSpecs--specific rules and authorizations granted to that operator by the FAA) to use an autopilot instead of a SIC. The operator does not need a special authorization to use the SIC instead of the autopilot, because the SIC is already required under the regulation.
If an operator flies single pilot with autopilot and does not have a training program for the SIC, and the autopilot is inoperative, then when it comes to IFR, the airplane can't be flown under IFR. It's important to understand that the second in command is a core requirement for passenger carrying operations under IFR. Autopilot operations are not.
This does not apply to cargo operations.
An exception may be made to 135.101, which is 135.105; if approved by the FAA, an operator may use an autopilot in lieu of a SIC, when operating under IFR. This is an exception to the SIC requirement of 135.101: if the operator maintains a SIC training program, the operator can fly without the autopilot, and use the SIC.
Using a SIC isn't a special exception to autopilot use. The FAA doesn't have a program for use of a SIC in lieu of the autopilot. It's the other way around. The SIC is basic required equipment, and an exception may be made, if granted authorization under the company Operations Specifications (OpSpecs--specific rules and authorizations granted to that operator by the FAA) to use an autopilot instead of a SIC. The operator does not need a special authorization to use the SIC instead of the autopilot, because the SIC is already required under the regulation.
If an operator flies single pilot with autopilot and does not have a training program for the SIC, and the autopilot is inoperative, then when it comes to IFR, the airplane can't be flown under IFR. It's important to understand that the second in command is a core requirement for passenger carrying operations under IFR. Autopilot operations are not.
This does not apply to cargo operations.
A 135 I used to fly for didn't always sign off the 297g part, so those PICs required an SIC even with an autopilot when flying IFR.
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