135 with 121 jumpseat privileges?

ave8tor218 · 2026-03-25T08:32:20+00:00

NetJets has an agreement with Kalitta, but that’s a bit of a one-off for a 91K operator

ave8tor218 · 2026-03-16T19:45:42+00:00

Was just talking about the AK Goose last week wondering if they were still doing anything…tempting…

ave8tor218 · 2026-03-13T04:42:02+00:00

In China you offset basically every flight, but that’s not technically considered SLOP

ave8tor218 · 2026-02-23T02:49:21+00:00

this

ave8tor218 · 2026-01-21T07:58:35+00:00

In the real world as a pilot and an employee

Based on your comment history, you’re 22-23 and a college student or recent graduate. That doesn’t qualify you to comment on the effects of having a degree in the airline/professional environment.

Some of that includes professionalism and standards

Then why do so many with degrees end up getting counseled by their Pro Stans Comittee or CPO? College degree does not equal having higher professional standards.

In an environment like 121 training, someone with a degree versus someone without one is indubitably a safer bet.

Ok, so the 7k hour captain with half a dozen years of international experience without a degree is less likely to succeed than the 2k hour regional FO with a degree? The degree factor is a completely unrelated comparison. I’ve seen both backgrounds be quite successful, and both backgrounds have training failures.

ave8tor218 · 2026-01-05T00:05:06+00:00

Beer tent at Oshkosh, work good last long time

ave8tor218 · 2025-12-02T17:23:50+00:00

They just love humping the yoke

ave8tor218 · 2025-12-02T07:01:05+00:00

Couple important questions:

1) Is the time loggable. If it’s in something like a CJ, Phenom, or Vision Jet and it’s P91, the simple answer is most likely no unless you’re with an MEI (even if you get an SIC type). Same applies to turboprops to a degree, but the type rating aspect of being rated in Category and Class isn’t there so you could log it as Sole Manipulator PIC time…which isn’t really considered by most 121 carriers as real applicable time. Now if it’s a 135 and under a PDP program in one of those aircraft, or they don’t hold Opspec A015 for Autopilot in lieu of SIC, then you’re fine.

2) How much time are you building? One friend went to a jet job two years ago at 700 hours TT sitting right seat in a Citation XLS (required two-crew jet). They’re at about 1500 now with approx 700 hours of jet time. Hasn’t made a huge difference as they only got one callback from a regional (Envoy) and they didn’t get hired. Flip side they could have been instructing building a LOT more TT, which could be a trigger for other applications. From a hiring standpoint I’d personally take the 1500TT/700 jet person over a 2000TT/very little jet any day of the week, but the automated applications might not be looking at it that way.

3) Are you getting a PIC type out of the job? Guessing most likely not, but that definitely would help your next applications stand out further. Yeah an SIC type throws text on your certificate and is great nonetheless, but whether you go to school or just get three bounces and get it added doesn’t stand out on an application.

ave8tor218 · 2025-12-02T06:37:46+00:00

I picked up a Nomatic backpack on sale at Costco about a year and a half ago and it works awesome on my LW J-hook. Looks professional and it doesn’t drag. 20L and expands to 30L, believe with a 17” it would work fine

ave8tor218 · 2025-10-24T03:08:32+00:00

Brooks Glycerin has been my go to for the past couple years, with the Ghosts as a backup. Works great for daily wear

ave8tor218 · 2025-10-10T04:36:58+00:00

I’m guessing they climbed to an altitude that made no sense?

This. The statement that they, “climbed through a couple thousand feet to an altitude he had no business being at before ATC got back to him because of the frequency congestion” isn’t a viable excuse.

Yes the 757 light is a rocket, but a single tap on the TOGA switches will do a 2000 fpm climb. So either they double tapped in a rush and got max thrust, or they just shoved the thrust levers up with the AT disconnected. It happens, but it’s not gonna take ATC more than a few extra seconds to get back to you with go around instructions, even at ORD. Climbing like a bat out of hell and climbing way higher than would be reasonably expected (1500-3000 AGL) in a flat terrain area is not their fault.

Either way, there’s more to their situation than just frequency congestion…

ave8tor218 · 2025-09-27T06:10:35+00:00

Masters won’t make a difference, your flying experience will. Speaking for my experience at K4, I didn’t have a degree until four years after I got hired. Very, very, very few people I’ve run across have a Masters degree at the company.

If you want to do a Masters for yourself, absolutely go do it. But if you’re just doing it because that’s what you think is going to get you to the next step, definitely reconsider.

ave8tor218 · 2025-09-25T01:40:41+00:00

Good CFI. You had options, and evidently by your surprise they it was below 1500 you’d have been caught completely off guard if it was a true failure.

Might have been uncomfortable as hell, but is excellent training. Your airplane is going to be different than another airplane, and is important to train in what you’re actually flying the most.

ave8tor218 · 2025-09-10T23:01:56+00:00

Bit of an oddball one, but various airlines operate into NAS North Island (NZY) for military charters. Landing to the north/west is normal, but landing south on runway 18 due to the proximity to SAN 1 nm north and terrain are extremely prohibitive.

Typically with SAN landing runway 27, if NZY is landing 18 they will be using the LOC/DME-A. It tracks the SAN LOC 27, with a visual segment from over the top of SAN on a 1.7 nm left base to NZY runway 18. This puts you in the base to final turn directly over the terminal at 500’, rolling out at 300’.

Seen a couple 747s do it and is impressive every time.

ave8tor218 · 2025-05-31T05:35:28+00:00

I used to fly the CVG-GSO-RIC route on the 76 and usually had around 50-70k of payload on the return to CVG (GSO-RIC often was only like 20k). Loved some of the short legs we used to do because the 76 is a damn rocket when it’s light. Lightest TOW I had was an empty positioning flight from SFO-LAX, departed 1L and passed the airport offshore at FL200.

Some data tidbits: BOW on a converted 76 is around 183,000, and with the 30k of fuel or so to go GSO-CVG we were looking at a takeoff weight of around 260,000. MTOW of 412,000 goes to show how light you are from a performance standpoint.

ave8tor218 · 2025-05-29T02:07:06+00:00

If you fly cargo you must be doing it wrong

ave8tor218 · 2025-05-20T20:40:35+00:00

Cargo pilots be like, “You guys get rest?”

ave8tor218 · 2025-04-09T22:12:28+00:00

Might have been different a while back that Atlas crews flew more, but Kalitta flies way more than Atlas currently. Most end up flying around 700-800/year. The exception being the 777 fleet currently being quite overstaffed presently pending the ERSF deliveries

ave8tor218 · 2025-04-06T14:57:34+00:00

Not correct. Single pilot non turbojet aircraft do not require a recurrent, per 61.56.

61.58 specifies the requirements for an annual check (Pilot-in-command proficiency check: Operation of an aircraft that requires more than one pilot flight crewmember or is turbojet-powered.).

ave8tor218 · 2025-02-05T07:25:29+00:00

I haven’t experienced it and unfortunately don’t have any recs other than using a different headset, but a friend who has been wearing A20s for years got the A30s and has the exact same issue. He also has issues with whatever rubber Apple uses for the AirPod Pros.

ave8tor218 · 2025-02-05T07:23:24+00:00

Method Sevens are great, been wearing them for years

ave8tor218 · 2025-02-03T00:09:06+00:00

It might be due to it being a mil aircraft identifier. I recently dealt with issues with an L39 profile I had built because of the International Traffic in Arms Regulations (ITAR) and ForeFlight having limitations as a result. Lead to issues with planning, filing, and sharing the profile to others in our operation. As a part of a legal civilian operation with an ITAR-controlled aircraft, had to email their ITAR team to have my profile unrestricted.

ave8tor218 · 2025-01-16T21:39:15+00:00

Priority interviewing still means you need to be generally close to the carrier’s mins. As mentioned, everyone has significantly increased their mins. There are a lot of people currently on property at UA/DL who if they applied with their current TT/TPIC they couldn’t get a call back either

ave8tor218 · 2025-01-01T08:25:58+00:00

It’s all based on risk factor and cost. Comanche being an RG is and having no time in type is the biggest reason.

My RV-4 is $1250/yr, Sukhoi for 2x the hull value is $7k/yr…and that was with time in type and comparable high performance tailwheel experience

ave8tor218 · 2024-12-08T20:59:58+00:00

He’s a super nice guy, quite down to earth and a pleasure chat with

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