Swakid8

‘By all means, I agree with you 100 percent. I am not at K4 but at a different ACMI shop on my first Boeing type that does similar type of ops at K4. It’s been a eye opening experience one where I do not recommend trying to jump into with either prior Heavy, International, or previous 121 experience.

I guess that’s all I was trying to recommend to him. To cut his teeth some with a regional/LCC to check the 121 box before looking to a K4 because it is a totally different animal.

WhaleWrangler

Probably still on the low side especially without jet time. With that said keep plugging away with everyone looking at insane hiring numbers the demand will out weigh supply and the mins will reduce.

maxjet

I am going to jump in here because I cannot read any further. You need to first grow up. If you think for one second that flying the king Air in **** weather is somehow more difficult than flying the 747 into Wuhan VMC then you are showing your complete ignorance of aviation at that level. In an interview you would have just talked yourself out of getting hired.

The King Air is basically a single pilot aircraft. 747 Is a crewed aircraft. Just one of a thousand differences. You now have to think far enough ahead of the aircraft to ask someone else to put those flaps out or that gear down. You have to know all of that countries procedures having just been told that you were doing this trip a day before.

The wide body pilots were correct when they told you that you worked harder than they did. You physically do. however their experience level makes their job, which on paper is much more difficult than yours, much easier. This promotes safety in that these experienced pilots have lots of excess brain power to deal with unexpected issues because of their experience.

Sorry to be harsh and you can disregard what I have written, like you did to the last guy who gave you advice. Eventually you will figure it out on your own.

WhipWhitaker

Not a Kalitta guy but another heavy driver. Most of us flew single pilot IFR, no autopilot, bad wx, worse equipment, no support, load, unload, wash rinse repeat. Some put in a lot longer than 3 years, then did 10 at a regional to earn that job at Kalitta, Atlas et al. Have a slice of humble pie and take the advice that’s being offered, and if these replies ruffle your feathers, you weren’t cut out for acmi anyway.

C17B74

Definitely a difference in hearing and listening to advice, but in the end people get hired when their hired, timing is everything for the most part and once they arrive they’re either thankful or not and opinions tend to vary with time having experienced the reality of it all. While many do very well, it is fairly obvious that others shouldn’t carry on or belong if you will. Until one sits in the seat, they really don’t have a good grasp of the differences, idiosyncrasies or lifestyle adjustments one makes to attain/retain their chosen career carrier or most any other job with some pressure cooker moments. I was former military heavy lift so I had some grasp of ACMI operations, but definitely some eye-widening moments good and bad which I appreciate and have thrown into my bag of tricks from folks just like those posting great advice on here. Some stay, some quit and others move on. ACMI is like everyone has said in this post - “A Different Animal!” Some love it, some hate it, the heavy metal is long haul predominantly - but there are many flavors available so opportunities exist. My only real 1/2 cent addition to the discussion = no one knows they’re really cut out for this type of work until you have time in seat which I alluded to earlier. Let’s not forget working as a crew thru thick and thin can be challenging when not approached with the right attitude. (Just another ACMI guy, not a Kalitta guy)

For those interested, I really hope you dig it because it’s quite disheartening to watch a cookie crumble… I was truly fortunate it “fit like a glove.”

luke3

What about the odds of large cabin corporate/135 pilots getting hired at the 2500 minimums? Plenty of worldwide international experience but the hours come slower in that segment of the industry compared to 121.

jhugz

I was a low 4000 hour 135 turboprop jockey when I got hired here. The 74 was my first jet and K4 was my first 121 airline. I upgraded to a wide body CA in a year and a half. To say I was “thrown in the deep end, hope you can swim, and look out for sharks” was an understatement. It’s more then doable if dedicated. I’m not Chuck Yeager. Just a mediocre pilot with a somewhat decent work/study ethic. I was a much better mechanical pilot flying the metro into 1800 RVR no AP, FD, and no FO. There’s no doubt about it. However what you’re asked to do here is way different. Instead about worrying about the landing (it’s doing a CAT II/III Autoland in those WX conditions) I’m worry about all the extra stuff. Did my flight follower get me a landing permit for China and a flyover permit for some other country. Did I brief my FOs before taking a break that they can’t divert to the N in Canada due to the region of magnetic reliability. Etc Etc. It’s much more managing the situation instead of flying through or out of the situation. As a FO I hope that you got a good grasp of what’s going on situationally so you can keep me out of trouble if/when I make a mistake. That’s the argument most are making here.

It’s a different environment from when I got hired here to now. They aren’t scraping the bottom of the barrel anymore (myself included) they have Boeing guys with heavy and international experience knocking on the door. It isn’t a knock on you or your experience but they are just an easier fit with less risk to the company.

I just went through transition training with a 121 regional guy that killed it. They will hire the right person but you need to put yourself in the correct position to even make it past the computer screening.

CA Deplorable

Some of the best pilots I have hired into heavy jet ACMI were King Air, Caravan, Metroliner pilots!

tlanc1969

2500 TT most of it on large biz jets worldwide, past life was a A&P flight mechanic on 747 and 737/BBJs again all over the world , started flying late in life 50 years young. What are my chances at getting a gig at K4? Any other career advice would be welcome.

goinaround

Chances are pretty decent I’d say…