Flying career in Alaska, what's it like?
Thread Starter
Joined: Sep 2002
Posts: 24
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From: Islamorada, Florida
Flying career in Alaska, what's it like?
I may have an opportunity to go and teach in Alaska. My hopes are that this will transition me into a flying career in the state. I am aware that flying in Alaska is not for the weak, and that during the course of teaching, I'll be able to gain the skills and knowledge required to fly safely.
I have a few concerns and I am unable to find answers for them in all of the searches I have done.
1. What is ATC and radar coverage like?
2. I am aware that the majority of flying takes place VFR, but how much of this right at mins and questionable?
3. Is scud running a common practice?
3. Are pilots pressured into flying into questionable conditions at risk of losing their jobs? How are pilots treated buy other employers if they lose their job because they won't fly.
4. What is maintainance like? Are planes kept in good shape?
5. What operators should I avoid?
I want to make sure that I am not getting myself into something where I will kick myself. I am not a hot shot pilot, and I don't like taking chances. From what I have read, it appears to me that some operators don't appriciate this and would rather risk lives and property to make money.
I have a few concerns and I am unable to find answers for them in all of the searches I have done.
1. What is ATC and radar coverage like?
2. I am aware that the majority of flying takes place VFR, but how much of this right at mins and questionable?
3. Is scud running a common practice?
3. Are pilots pressured into flying into questionable conditions at risk of losing their jobs? How are pilots treated buy other employers if they lose their job because they won't fly.
4. What is maintainance like? Are planes kept in good shape?
5. What operators should I avoid?
I want to make sure that I am not getting myself into something where I will kick myself. I am not a hot shot pilot, and I don't like taking chances. From what I have read, it appears to me that some operators don't appriciate this and would rather risk lives and property to make money.
Joined: Jan 2001
Posts: 1,981
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From: He's on the limb to nowhere
You do realise how many people there are in the lower 48 who would give their right nut for that opportunity? The rest would willingly hand over the other!
Reward entails risk and all valleys lead to the sea. You should go and find out, if you don't fit this will be discovered soon enough.
Reward entails risk and all valleys lead to the sea. You should go and find out, if you don't fit this will be discovered soon enough.
Joined: Jan 2002
Posts: 165
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From: Rip-off Strasse
Scubarbi, I`ll tell you from personal experience...IT WAS THE BEST FLYING I`VE EVER DONE!!!!!!!! And I was only instructing!!!
I`ll try to answer your questions here.
1. ATC is good where there is ATC - I flew mostly in the Anchorage area, and those men and women with the radars are true professionals. I honestly don`t know how they manage to keep all the small airplanes apart... you`ll see what I mean.
2. If you`re going to instruct then there will of course be company WX minimums, and a lot of this has to do with flying into visible moisture when the surrounding air temp is below zero - this is a major consideration in the sumemrtime (winter is always cold).
3. Scud running isn`t "common practise" meaning that you don`t do it every day. Keep in mind that almost all of Alaska is class G airspace (ok there are a couple of Cs and even more Ds, but still) and when the visibility drops to 1 mile and the ceiling is 1000` and all you see is forrest/water/mountains, well.... you might need to change your boxers when you land. Radar doens`t cover everything, but there is a new system being tested in western Alaska called ADS-B or the "Capatone project". Basically it`s a kind of passive tcas.
4. Maintenance varies, but if you`re with a flight school or a serious air taxi outfit then you shouldn`t be too worried. For your own ease of mind you can talk to the mechanics and look through the maintenance records.
5. I don`t want to say who you should avoid or not because I haven`t been there in awhile. This is something you should find out for yourself by talking to other instructors and locals. Here`s a tip; if they tell you that they`ve never had an accident, then most likely they`re lying to you.
Send me a PM and I`ll give you some more tips!
I`ll try to answer your questions here.
1. ATC is good where there is ATC - I flew mostly in the Anchorage area, and those men and women with the radars are true professionals. I honestly don`t know how they manage to keep all the small airplanes apart... you`ll see what I mean.
2. If you`re going to instruct then there will of course be company WX minimums, and a lot of this has to do with flying into visible moisture when the surrounding air temp is below zero - this is a major consideration in the sumemrtime (winter is always cold).
3. Scud running isn`t "common practise" meaning that you don`t do it every day. Keep in mind that almost all of Alaska is class G airspace (ok there are a couple of Cs and even more Ds, but still) and when the visibility drops to 1 mile and the ceiling is 1000` and all you see is forrest/water/mountains, well.... you might need to change your boxers when you land. Radar doens`t cover everything, but there is a new system being tested in western Alaska called ADS-B or the "Capatone project". Basically it`s a kind of passive tcas.
4. Maintenance varies, but if you`re with a flight school or a serious air taxi outfit then you shouldn`t be too worried. For your own ease of mind you can talk to the mechanics and look through the maintenance records.
5. I don`t want to say who you should avoid or not because I haven`t been there in awhile. This is something you should find out for yourself by talking to other instructors and locals. Here`s a tip; if they tell you that they`ve never had an accident, then most likely they`re lying to you.
Send me a PM and I`ll give you some more tips!
