BravoPapa

Could you elaborate on your experience there? What you're flying right now, your trips, times, etc? We really haven't gotten many PIREPS about actually working there.

Thanks!

peaches

I wouldnt be able to really answer that as I start indoc next week and the only flight experience I have with them was the run they have you do for the interview.

I can elaborate what I have seen so far and Im sure Falken could do an exponentially better job than I describing the day by day.

I will start flying the pc-12 right seat. it is my understanding that all baron runs are single pilots only a PIC will be on those. The one trip I did was 9 legs total mostly NY,PA, and DC area airports. I got to ops around 2000 and we finished at 0430 which was a touch behind schedule. We would arrive unload/load the sample bags and then depart for our next airport. sometimes the drivers would be waiting sometimes we would wait for them for a few minutes. In total i was on duty for 8.5 hours and we flew 4.3 hours.

In my opinion the benefits they offer are fantastic. Their maintenance also seems great. They look at each airplane daily and they all had a clean squawk sheet and everything worked as it should. Everyone I have met is super friendly and seems like they genuinely love where they work. I am extremely excited to start my career here and am definitely looking foward to the future. I will try and continuously update the forums as a new hire to give everyone as much info as I able about the on boarding process.

BravoPapa

Keep us updated.

Thanks!

thefalken

*** One of two posts. Next I will answer QOL ***

We usually look for FOs to have ~1000 hrs. Most come in with some experience in turbine aircraft. We like to see more multi time than just your checkride, but we understand that at ~1000 hrs it's very likely this will be minimal. Also working as a full-time professional pilot (CFI, pt 135, or pt 91) for about a year shows us you have some valuable personal experience to build-on. If your full-time gig is primarily VFR (banner towing, ag, surveying) I would recommend you take an active approach to keeping your instrument skills sharp and let us know in your application or cover letter what you have been doing.

Building off the professional flying, life experience is strongly considered. We are looking to hire good decision makers. The FO position is meant to be a mentorship, not a career position. Life experience helps you develop self-awareness to apply to your decision making (I'll elaborate in my next post).

Normally we meet applicants for dinner before they go flying. This gives us a chance to get to know you and for you to feel learn more about us; primarily, can we sit beside you without having malicious thoughts within the first hour. Also gives us a chance to learn about what experience you have and the tough decisions you have had to make in aviation or other careers.

During the flight, you will fly approaches and have a little introduction to our flows/checklists. We are not looking for you to be able to operate the PC-12 without guidance or know the numbers. We want to see how you accept instruction/feedback, can you hold altitudes, how you communicate with ATC, can you stay on LOC/GS, how you brief an approach, etc. ***The fundamental*******

I do my best to provide the majority of you with feedback as I have contact with you or receive your resume. I am keeping up with forums, Facebook, email, etc. so I sometimes run out of time to respond to each private message or I forget to make a note to reply to a certain person. Please accept my apologies if I do not reply and do not hesitate to send me a reminder.

thefalken

*** This is based on my experience being based at LZU. The schedule varies greatly based on the base ***

In Atlanta our runs leave between 1800-2030. With only three Baron routes currently; the rest are PC-12 routes. One Baron route departs at 0400 and returns about 1100 Tue - Sat. This is handled by the same pilot each week unless he takes vacation or gets sick.

We are off on weekends. It is not uncommon to have one day, Mon-Fri, where you are not on the schedule. They ask that you do not plan a family vacation out of town that day, unless you take a vacation day. If they do call and ask you to fly a trip that evening and you are not scheduled as the standby pilot, you are compensated. If they are going to call in someone other than the designated standby pilot, this will usually happen by late afternoon at the latest. Pilots are free to swap routes, standby, off-days as we please. We simply coordinate between ourselves and then fire off a simple email to our supervisor.

At about 1500 we receive an email confirming what route we are flying that evening, what aircraft we will fly, and any changes/concerns we need to be aware of. I usually take a moment to glance at the weather/NOTAMs to be sure the daytime supervisors did not miss something important that could affect us leaving on-time or making it to any of the airports on my route. Significant weather events, TFRs, closures will often have already been addressed and someone will contact you with an alternate plan of action.

I usually arrive at the airport about an hour before my scheduled departure. We have an office and heated hangar. I preflight my aircraft, check for squawks that have not been addressed (very rare), get paperwork. The aircraft squawk sheet will have a signature and date whom/when a mechanic last performed a thorough post-flight inspection and indicates whether any oil was added to an engine. I make a final check of weather and NOTAMs, then check-in with our dispatch.

Usually I depart about 10 min. before my scheduled departure time to give myself the best chance of staying on/ahead of schedule. Each stop varies, but normally you do not have to wait more than 30 min., if at all. Almost all the controllers know our routine and have our outbound clearance ready for us when we land (I've received my outbound while still 45 miles from arrival). At a stop, you may take off a few empty bags for the driver, then you will either drop specimens with the driver, receive specimens, or even both. The most important part is counting and verifying the paperwork they give you matches what you are receiving. Then having the driver sign for anything you are giving them.

A night can obviously vary greatly depending on the weather. I have shot 5 approaches, held for 30 min., circled to land, and diverted all in one night. We do our best to plan ahead and divert to other airports before we even takeoff. The other night I departed and half-way into the flight, my destination and everything in the area dropped to 1/8sm visibility (forecast was calling for the weather to be 4sm and OVC008). I simply diverted home to Atlanta and the specimens were put on another flight that was diverting as close as possible to my original destination.

Quest is looking for good decision makers. Recognizing when things are stacking up against you and making the right call to shift the odds back into your favor. This requires planning, self-awareness, knowledge, communication, and probably other important factors you can think of. We are a team and despite being single-pilot, we communicate often. It is not uncommon to call each other throughout the night with questions or to coordinate. Dispatch also does an outstanding job of monitoring all the flights nationwide. Last year we had an aircraft depart home base and experience a maintenance issue shortly after. Dispatch recognized he was turning around (without any notification) and made the necessary calls to have another aircraft staged before he even landed.

Most of our flights return home to LZU around 0030. We have one Baron that returns at 0230 and a PC-12 that returns around 0330. 0030 at LZU is a busy time! We transfer bags to a northbound flight (RDG based); he is usually packed full from front to back. Post-flight our aircraft. Then a pilot or two usually assist in helping line service put the aircraft back in the hangar after they are fueled. Most nights we will usually hang out with each other yapping and gossiping for a few minutes before going home.

This routine repeats each day with surprises occasionally thrown in.

BravoPapa

Thanks ! Great info!

thefalken

Quest has a captain opening at our Reading, PA (KRDG) base near Philadelphia. Most likely starting on the Baron then attending FlightSafety for the PC-12 ASAP. Please PM me with a résumé or questions if interested or visit our Facebook page “Quest Air”.

Starting pay $90,000/yr; annual bonus with a target of 10%; start with 3 weeks of vacation. Weekends and holidays off.

This base also operates the Phenom 100. If you are Phenom 100 typed, that is a huge plus!

To be competitive you will need the following experience:

Total time: 2000+ hrs
Turbine PIC / SIC: 500+ hrs
Winter weather flying experience
Experience navigating thunderstorms
Part 135 / Part 121 experience


https://www.facebook.com/18775241458...8801051018922/

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twebb

Applied! Thanks for the info.

BravoPapa

Applied? You were our resident Quest contact for awhile. lol.

I assume you left and now applying for a better position than what you had?

thefalken

I told him airline pilots should not be awake this late.


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