A little caution here.
Check out your new company.
Go on line and, google, check forums, etc...
Note if you are going to get trained and familiarized with the company's GOM (General Operating Manual).
GOM's are taylor made for each company and they over rule FAR Part 135.
Also GOM's change from company to company.
Very important: If your company doesn't care about you learning their GOM, be very carefull, they are probably operating outside the boundaries of their own GOM and they do not want you to know that.
Knowing Far Part 135 from the beginning to the end also can help a lot.
The old "Oh, you don't need that", does not apply here, even if that comes from the DO or the CP.
Do not depend on the company to teach you about the FAR's, but that is a very good indicative that something very fishy is going on.
These days bad companies are taking full advantage of pilots in need of a job.
By the way your duty time starts when you arrive at the office, and finishes when you leave the office, not that 30 minutes crap after landing,
but that is another story.
Please, do your homework, and operate safely.
Blue skies for all

Good advice, Part 135 flying is a watch your own butt type flying with some operators. I work for a pretty good 135 operator but their are still a heck of alot of gotchas compared to the structured pt 121 flying.

Just little heads up more LOI's are issued in 135 compared to 121.... KNOW YOUR STUFF!

Best way to describe GOM vs 135 is the GOM can be more restrictive than FAR's but not more lienient. An example, GOM can say your DA is 300 on a 200' DA ILS but not 150'.

Sorry, DH not DA. My mistake. Late night.

More often seen in 121 GOMs, but if the GOM can be more restrictive by not less restrictive than the FARs... how come the 6-6-6 rule exists?

30 Minutes after you get done with your pilot related duties is probably a more correct way of stating this.

Help me out a little bit, what is the 6-6-6 rule so I don't have to go searching?

Departures allowed as low as 600 RVR. Touchdown, mid, and rollout RVR must be at or above 600 feet, and there's guidance on runway lighting that must be operative on that particular runway.

I agree that the 6-6-6 rule is not more restrictive than the FAR's. As I am to understand though, this is one like the naming of an alternate, which can be as low as 400' and 1 mile, is issued by the FAA to a certificate holder if they can meet the requirements. Like the 6-6-6 rule, there must be at least 2 crew members and certain equiptment before they will issue that opspec.
So yes there are some Opspecs less restrictive than the stated FAR's, but they are issued by FAA on condition that certain requirements be met, which insures a higher level of safety.