Nowhere is air travel more pertinent to everyday existence than in the forty-ninth state. In many regions, you just can't get there from here without wings. If you have the mind and the will to fly in Alaska's aviation system, it's about time to start packing.
The most common pilot employment is conducted under Part 135 of the federal aviation regulations (FARs) in rugged single-engine aircraft such as the Cessna 206. Those regulations specify that an aviator have at least 500 hours of flight time and a commercial pilot certificate to fly single-engine air taxi in VFR conditions. However, the large operators based near the popular cities of Anchorage, Nome, Fairbanks, and Juneau typically require 1,000 to 1,500 hours of total time, including some Alaska time. Although most job hunters heading northward from the "Lower 48" may not have Alaska time, good mountain time, say in the Colorado Rockies, might be a suitable substitute to some employers. A seaplane rating is a definite plus since many enterprises operate both land and sea equipment.
Even if you've just crossed the 500-hour threshold, work can still be had. Expect, though, to hook up with operators based in such exotic places as Kotzebue, Bethel, Cordova, or Noorvik. If you watch reruns of the TV series Northern Exposure, you will get the idea. The nearest Big Mac will probably be several hundred miles away. Working in the hinterlands, you will be ferrying an assortment of Alaskans, mail, and freight to gravel or sand strips in conditions that may leave you shivering in more ways than one.
On the other hand, if you do have at least four figures' worth of flight time etched in your logbook, you might land a flying gig transporting the rich and famous arriving from Seattle to visit upscale lodges buried in the woods near grass strips or back-country lakes. You might also snag a position as a scenic pilot based in one of the few metropolitan areas.
Very rare job opportunities as a flight instructor might be discovered near ur- ban areas. One Fairbanks-based CFI says, "You've really got to know somebody. If it were not for a close acquaintance already working here, I'd be sling- ing burgers." Be that as it may, securing a CFI position is a great way to build Alaska time and network, according to several air taxi operators.
Before packing the SUV and trucking north, a reality check is in order. For the pilot who has never ventured north of Washington state, Minnesota, or Vermont, images of Alaska flying may come from spectacular photos in travel magazines and tales of adventure, real and imagined. The local pros, however, caution anybody to think carefully about career decisions involving Alaska flying. Ask pilots from the "Lower 48" about the lasting impressions of their Alaska experiences and many chime in with these: culture shock; expense; extremely difficult flying conditions at times; bitterly cold winters; and hard work. Balance that against magnificent beauty and incomparable flying adventures.
When it comes to culture shock, you may be surprised to learn that most communities outside the major population centers are "damp" - that is many outposts do not have alcohol for sale, but possession of alcohol is legal. So, if you are inclined to have a cold one after a grueling day of moving cargo, you'll need to plan your purchases when you are in an urban area. When it comes to living expenses, the surprise can be greater still. The cost of a small apartment in a place like Bethel could range between $1,200 and $1,700 per month. The expense of "climatizing" oneself with special boots, gloves, and clothing can wear out the credit card. A gallon of milk can run more than $6 in some communities.
As for the flying itself, expect extreme challenges. Pilots should remember that all single-engine air-taxi oper- ators fly under VFR rules when hauling passengers. That can be a 500-foot ceiling and two miles visibility in uncontrolled airspace. With VORs few and far between, that means a lot of "seat of the pants" low-level flying using nothing more than shorelines, rivers, and scattered landmarks to guide you. Even with GPS to show the way, it is not uncommon to experience white-out conditions when two-mile visibility limited by snow showers blends in with the snow-covered tundra.
Folks at the Alaskan Flying Network of Kenai recommend that Alaska-bound job seekers arrive with a firm understanding of NDB navigation, a strong foundation in pilotage and dead-reckoning, and the ability to perform takeoffs and landings on short and soft strips at maximum gross weight. The advice is worth taking. Alaska continues to rank at the top of the accident list. Insurance premiums are astronomical, causing a number of operators to close their doors.
At first glance, pilot compensation seems to be decent, starting around $40 per hour and up. But, as one disgruntled pilot said, "What my operator didn't tell me was that I would be paid by the flight hour, not for the time loading and unloading boxes or deicing the wings with my fingertips; or for time waiting for the weather to improve."
You may have noticed I haven't used the term bush pilot. When we "southerners" think of Alaska, we naturally romanticize this daring flyer. The image of the swashbuckling, devil-may-care, rules-bustin', always-on-the-edge-of-danger-and-adventure aviator is one that Al- askans try to minimize if not eliminate. This is not to be confused with pilots flying "in the bush." These are the airmen who fly hunters into the backcountry for big game or fishermen into icy waters offering prize trophies. The majority of Alaska pilots, including those flying in the bush, are proud of their safety efforts, their respect for the FARs, and their reverence for Mother Nature.
So, if all of this sounds grand, then now is the time to trek northward. Don't wait until May or you'll be too late. Alaska flying is seasonal, so book a flight into Anchorage. Make your reservations at a Motel 6, print off 50 r�sum�s, and bring your credit cards. Grab a $10 reindeer omelet at Gwennie's to shore up your energy, and start making contacts. The locals have this to say: "Don't bother mailing r�sum�s. You have to bring yourself up, knock on the doors, talk to chief pilots, and be prepared to start work tomorrow." They are not fooling. A CFI from Colorado presented herself for an interview with Ryan Air some time ago. The next day she started ground school training.
If flying in one of the last aviation frontiers is appealing, determine the position for which you are most qualified. If you want to be a CFI or scenic pilot, research phone directories and the Internet for flight schools and air tour guides. Get copies of Sunday newspapers. and a list of air taxi companies from the FAA offices in Anchorage, Fairbanks, and Juneau. Check monthly periodicals like Air Jobs Digest. Scout through hunting and fishing magazines to discover the names of the large Alaskan lodges that may be hiring pilots.
Alaska aviation is gigantic. Flying opportunities await. Just head north.
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