Working at Seaborne
 

Does anyone know anything about seaborne airlines? I have my SE seaplane and will be working on my ME seaplane come summer and have a lot of intrest in seaborne. There mins are 1500 TT and 500 ME but they don't give any pay grades or updates that they are hiring? Does anyone have a link or any info about the airline? Thanks for all the help!

i was also trying to findsome info on those guys, and does any one have info on Air Sunshine? has anyone got info on any operators down there? how's the QOL?

Ken Borek air out of Calgary runs Twotters worldwide, including in the Maldives and the Antarctic. They have been advertising for pilots as of late. I'll try and find the advert and post it.

www.borekair.com

http://www.seaborneairlines.com/

First Officer Qualifications

1. Commercial Pilot Certificate with
1. Multi-engine SEAPLANE Rating
2. Instrument Rating
2. First or Second Class Medical Certificate (Current)
3. FCC Restricted Radio Operators Permit
4. Valid U.S. Passport or a passport issued by a country of citizenship and proof of eligibility to work in the United States
5. Must be able to pass all required PRIA and background screenings
6. Must be willing to relocate to one of Seaborne Airlines crew domiciles
7. Must be willing to commit to no less than 24 months of service
8. Must be willing to work hard and smile!
9. Must be willing to have fun in the Sunny Caribbean!
10. Must be willing to wear shorts and sneakers as a uniform, ties are not allowed and ball caps are optional

First Officer Operating Experience

1. 1500 hours Total time in fixed wing aircraft of which 500 hours is Multi-engine time.
2. 1500 hours total time may be waived pending seaplane operating experience

Gotta like #10.

Hey thanks a lot! Would anyone reccomend these carriers after building as a CFI if I am interested in that kind of flying? Will any majors consider this quality experience (as far as the type of experience they look for when hiring)if acouple thousand hours was built with seaborne or Ken Borek Air and then I was looking to get on with someone else?

there is only one problem with them. you dont fly IFR, as far as i know, and you wont have any IFR currency soon...for the rest is a fun seasonal job.

with the minimum they required you are eligible to work for a regional,freight and major.
this is a good experience if you like seaplane and want to work with seaplane only IMO.

IFR Currency
 

There is an exception to FAR 61.57 regarding IFR currency for 121 and 135 pilots.
So I think that you would technically be current, whether or not another potential employer will be OK with you not having any recent IFR time I don’t know.

If anyone has any personal experience at Seaborne I’d love to hear about it.

“(c) Instrument experience. Except as provided in paragraph (e) of this section, no person may act as pilot in command under IFR or in weather conditions less than the minimums prescribed for VFR, unless within the preceding 6 calendar months, that person has:
(1) For the purpose of obtaining instrument experience in an aircraft (other than a glider), performed and logged under actual or simulated instrument conditions, either in flight in the appropriate category of aircraft for the instrument privileges sought or in a flight simulator or flight training device that is representative of the aircraft category for the instrument privileges sought --
(i) At least six instrument approaches;
(ii) Holding procedures; and
(iii) Intercepting and tracking courses through the use of navigation systems.
(2) For the purpose of obtaining instrument experience in a glider, performed and logged under actual or simulated instrument conditions --
(i) At least 3 hours of instrument time in flight, of which 1 1/2 hours may be acquired in an airplane or a glider if no passengers are to be carried; or
(ii) 3 hours of instrument time in flight in a glider if a passenger is to be carried.
(d) Instrument proficiency check. Except as provided in paragraph (e) of this section, a person who does not meet the instrument experience requirements of paragraph (c) of this section within the prescribed time, or within 6 calendar months after the prescribed time, may not serve as pilot in command under IFR or in weather conditions less than the minimums prescribed for VFR until that person passes an instrument proficiency check consisting of a representative number of tasks required by the instrument rating practical test.
(1) The instrument proficiency check must be --
(i) In an aircraft that is appropriate to the aircraft category;
(ii) For other than a glider, in a flight simulator or flight training device that is representative of the aircraft category; or
(iii) For a glider, in a single-engine airplane or a glider.
(2) The instrument proficiency check must be given by --
(i) An examiner;
(ii) A person authorized by the U.S. Armed Forces to conduct instrument flight tests, provided the person being tested is a member of the U.S. Armed Forces;
(iii) A company check pilot who is authorized to conduct instrument flight tests under part 121, 125, or 135 of this chapter or subpart K of part 91 of this chapter, and provided that both the check pilot and the pilot being tested are employees of that operator or fractional ownership program manager, as applicable;
(iv) An authorized instructor; or
(v) A person approved by the Administrator to conduct instrument practical tests.
(e) Exceptions. (1) Paragraphs (a) and (b) of this section do not apply to a pilot in command who is employed by a certificate holder under part 125 and engaged in a flight operation for that certificate holder if the pilot is in compliance with §§125.281 and 125.285 of this chapter.
(2) This section does not apply to a pilot in command who is employed by an air carrier certificated under part 121 or 135 and is engaged in a flight operation under part 91, 121, or 135 for that air carrier if the pilot is in compliance with §§121.437 and 121.439, or §§135.243 and 135.247 of this chapter, as appropriate.
(3) Paragraph (b) of this section does not apply to a pilot in command of a turbine-powered airplane that is type certificated for more than one pilot crewmember, provided that pilot has complied with the requirements of paragraph (e)(3)(i) or (ii) of this section:
(i) The pilot in command must hold at least a commercial pilot certificate with the appropriate category, class, and type rating for each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, and:
(A) That pilot must have logged at least 1,500 hours of aeronautical experience as a pilot;
(B) In each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, that pilot must have accomplished and logged the daytime takeoff and landing recent flight experience of paragraph (a) of this section, as the sole manipulator of the flight controls;
(C) Within the preceding 90 days prior to the operation of that airplane that is type certificated for more than one pilot crewmember, the pilot must have accomplished and logged at least 15 hours of flight time in the type of airplane that the pilot seeks to operate under this alternative; and
(D) That pilot has accomplished and logged at least 3 takeoffs and 3 landings to a full stop, as the sole manipulator of the flight controls, in a turbine-powered airplane that requires more than one pilot crewmember. The pilot must have performed the takeoffs and landings during the period beginning 1 hour after sunset and ending 1 hour before sunrise within the preceding 6 months prior to the month of the flight.
(ii) The pilot in command must hold at least a commercial pilot certificate with the appropriate category, class, and type rating for each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, and:
(A) That pilot must have logged at least 1,500 hours of aeronautical experience as a pilot;
(B) In each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, that pilot must have accomplished and logged the daytime takeoff and landing recent flight experience of paragraph (a) of this section, as the sole manipulator of the flight controls;
(C) Within the preceding 90 days prior to the operation of that airplane that is type certificated for more than one pilot crewmember, the pilot must have accomplished and logged at least 15 hours of flight time in the type of airplane that the pilot seeks to operate under this alternative; and
(D) Within the preceding 12 months prior to the month of the flight, the pilot must have completed a training program that is approved under part 142 of this chapter. The approved training program must have required and the pilot must have performed, at least 6 takeoffs and 6 landings to a full stop as the sole manipulator of the controls in a flight simulator that is representative of a turbine-powered airplane that requires more than one pilot crewmember. The flight simulator's visual system must have been adjusted to represent the period beginning 1 hour after sunset and ending 1 hour before sunrise.”

I am not to sure but I am pretty sure that 6 approaches need to be done no matter what aprt you are flying under to stay current. But on the other hand it maybe would be worth it to find a sim or a single engine and stay current.

Your 6month IPC should fill those requirements just fine.

As for Seaborne. I heard, and it was a while ago, that it was a fairly laid back operating. 10 hours or so of duty a day with 8-12 legs being standard. Can't remember pay but your not gonna get rich...but you'll be able to afford enough margaritas to not care.

There was a great article on Seabourne within the past year in AOPA magazine. Might be worth looking up the past issue of the magazine. It was written by a Comair RJ captain. The article mentioned "... its possible to make $70k".
The problem they were having was, a lot of people were interested in the job but when it actually came to moving there they didnt have much luck.

The article also mentioned "the company likes to keep everyone IFR proficient"... with simulator time.

Awesome thanks for the info and if I can find the article Ill post a link!

http://www.aopa.org/members/files/pi...sland0602.html

Member's only, but good article for sure.

Its a shame the pictures of the article arent there... it really added to it.

Anyone know how much time they will drop if you have Float Time? This sounds like a sweet job!

Anything new? Down to 2 seaplanes apparently

I would love some new info, if there is any out there.

Seabourne Airlines was hiring for the Saab-340. It will be a new airplane type to the fleet. We tried to get them to attend a job fair but they were able to find enough pilots from American Eagle to fill the positions. It is not listed on their website, yet.

I was there back in 2001... I lasted about 6 months and I was gone. The only base they had was St Croix. On FO pay the only place you can afford to live is a shared with at least 2 other people. STX is SOOOOO expensive. Long days flying 15 min legs.
The company is ok... But the pay for STX is down right bad. I would look elsewhere... Back when I was working there they had to practically beg people to sign on. I did it because I was 23 and single, and still only lasted 6 months.

Does Sea Borne only operate Twin Otter sea planes? Any non floaters?

DeHavilland DHC-6-300 Twin Otters (2 Sea / 4 Land)
Saab 340B (3 aircraft with service commencing January 2013)

My alternatives are working for one of the many lower 48 regionals that perpetually go through cycles of hiring and firing as contracts are renegotiated. They also open and close bases as often as, one changes underwear.
I'm looking for the most stable alternative to the above mentioned. I've already ridden the American Eagle wave and it turned into a total wipe out, perpetual reserve, local base closing, sub contracting feed.....

The pay at all carriers is abysmal. If I am looking for the most stable and healthy of all entry level 121 carriers outside of Alaska, Seaborne on the cover looks like a good place. Organic growth, tried and true business model, above average upgrade time. Home almost every night, zero reserve. Am I thinking clearly here or creating something in my head that isn't?

My wife and I have examined the finances and that isn't going to be a determining factor in whether or not we decide to take the plunge on island Island life, we can deal with low pay for a while. Stability, few overnights and an expeditious route to the left seat are more determining factors. Left seat not because I'm in a hurry to move along but would like to make enough to buy a house on the Island.

Are the Saabs going to be run out of San Juan or STX?
I've heard two cons: Pay, lots of legs.... Are there any others?

Just a friendly thought!

Island life is extraordinarily different. I lived and flew in St. Croix for a while and had a wonderful time, and will always think of it as a second home, however there are lots of things to think about. If you have children/families, this discussion can get deep; and very expensive.

I have many great friends who work/have worked for Seaborne. SBA has a very unique culture, you will fly LOTS of legs, and the pay is average at best. Fatigue will set in quite rapidly. I also know that they have been quite financially unstable in years past, so keep that in mind.

Buying a house on the island is a large undertaking. (I assume you have other means of income flowing in?) There are a multitude of factors that you have to understand and consider.

I would be happy to discuss this with you further, PM me a contact and maybe a phone discuss is in order. I'd love to share with you what I experienced to help guide your choices.

Twin Otters on Wheels going away in June. SAAB and DHC-6 on floats only

For the folks who fly floats at Seaborne: how did you get your MES ATP? Getting the SES doesn't seem that difficult or expensive, but the MES is another story.

Dunno about the rest but vermont technical college outside of KBTV has a flight program and a twin SeaBee. Probably pretty cost effective.


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It's not getting the Ames that's the cost but the required 50 hrs for the Atp......