Alaska 135 Training Contracts
 

Looking a FO positions at Hageland, Ryan, Bering, and ACE. Anyone know which of these operators have training contracts? If so, what do they entail?

Primarily interested in Hageland for a 208 SIC position but heard they have a training contract requiring pilots to spend 1 year in the 207. If this is true, how long does it take to go right seat of the 208 to the 207?

Thanks

I can't tell you specifically which has contracts still, but I doubt any of them do.
There may not be quite the shortage of qualified pilots here in AK that there are elsewhere, but it is definitely felt.

I would contact them directly, if you are interested. Apply.

About how quickly you can go from RS of the 208 to LS of the 207; It would depend greatly on your flight time and how hard you are willing to work.
Alaskan based co. are usually very interested in how hard you are willing to work...not just on how good your flying skills are. They like guys that are willing to throw bags and help on the ramp when they aren't flying. And be willing to learn....even from a crusty old fart who doesn't have any jet type ratings.

That "don't like to get your hands dirty" works for 121 ops., not for 135 - at least not in AK.

cRB

A training contract to be a Caravan SIC is complete BS, DON’T DO IT! You can get a Sled job at 500 hours these days.

RavnConnect/Hageland has a training contract for new hires to spend 1 year as a PIC. You will also have to sign one for your ATP or a type rating for the 1900.

SIC on a Caravan.... just as valuable as SIC on a C-152. Too funny.

But it's Turbine Time.

With what companies though?

Yes. SINGLE ENGINE TURBINE TIME, and second in command on an aircraft that doesn't actually REQUIRE a second in command. Where's the value there? And flying a well known ice magnet in Alaska. How many ways could that go wrong?

https://aviationweek.com/awin/faa-re...-caravan-fleet

Aviation Safety - Saving The Cessna Caravan

I guess the humor went sailing over your head.

Nope. Agreeing with you. And waiting for someone to point out to me that the FAA had “solved” the ice problem by saying you could still fly into icing at a 500# reduced gross weight whereupon I was going to say that’s not much of a help when you unexpectedly ENCOUNTER icing after you are already loaded, though I suppose jettisoning the totally unneeded SIC might get you one-third of the way there....:D