Actually, if  you’ve already done all that, you are putting the cart before the horse!  I mean to say that there are other things you need to consider before all the expense of equipping your vehicle.  After you read this, you may not want to get into this business.

This is NOT an easy life!  First of all, if you are the homebody type, you really need to think seriously about the pilot car industry.  There are some people who can stay at home and take short day runs or maybe one or two day runs, and make a decent living.  In my experience, those folks are in the minority.  On the other hand, if you like to travel, this might just be your special place.  Just don’t get the idea that this is a way to pay for a vacation.  If you want to earn a living, you must stay busy-always lining up a follow on load and then rushing to get there in time for the load to move.

If you want to make a good living, you’re gonna have to live like a truck driver-only without the sleeper.  Do the math:  let’s assume that your rate is $1.50 per mile.  Your actual out of pocket expenses (not counting vehicle payment, insurance, payment to yourself, etc.) is going to be about 40% of what you get paid.  In round numbers, that leaves you about $0.90/per mile in gross profit (that’s what you have left BEFORE you start paying your other expenses.  You’re gonna have to pay all those hidden expenses out of what is left.  That figure varies by person, based upon their credit rating, where they live, and lots of other variables.  You can figure that your cost per mile, counting all related expenses, to be in the range of $0.80-$0.90 per mile, leaving you with about $0.60 per mile as net profit.  So, you’ve got to decide how much net profit you want to make over a one year period.  If you want to earn $60,000 in net profit, then you are going to have to drive about 100 thousand miles a year.  That’s about what long haul truck drivers put in each year.  The point is that if you have a family at home that needs you nearby, this is not the business for you. 

If you are the kind of person who needs 8 hours of sleep, this is not the business for you.  Here’s why:  In most states, oversize loads can move from a half hour before sunrise to a half hour after sunset.  In the summertime, that means the load can be moving for 15 hours per day.  If you have breakfast before the load and dinner afterwards, you only have about 7 hours of the day left and you haven’t even gotten to your motel room.  What happens if you travel all day and then get to an area where you have to move at night…the SAME night?  The winter hours are shorter, of course.

If you need to go “potty” every hour, or stop to get a fresh drink and a snack every couple of hours, this isn’t the life for you.  It is not uncommon for the load to stop only for refueling during the day.  Many drivers will consider your needs, but you cannot plan on it.  What’s more, if the load has to stop often, you will get a bad reputation and no one will want to hire you to escort their loads.  Most drivers are like us, they make their money by putting on the miles.  Every time that load has to stop, it is the equivalent of cutting about 45 minutes out of the day (about 45 miles), according to some truck drivers.

If you are a timid or courteous driver, or sensitive to other four wheel drivers cursing you or flashing one fingered signals at you, you should reconsider getting into this business.  That was the hardest thing for me to change about myself.  When I got started in this business, when my driver said he needed the left lane, I would wait until there was a gap in traffic.  Sometimes the driver couldn’t wait for that, so I had to learn to be an assertive driver and claim that left lane almost immediately.  If the load needs to weave through railroad crossarms, or traffic signals, sometimes the escort must put themselves into the oncoming traffic to provide a safe avenue for the load.  It is a frightening and dangerous experience and very stressful.  So, you need to consider all of these things before you choose to enter this career field.

Now, let’s talk about training.  I know some people who just flagged up and went forth and escorted and did a fine job.  They have been successful in this business for years.  Those people are the exception, not the rule.  I’ve never asked them, but I would venture to say that they would not advise doing what they did.  Your best bet is to find someone near you who already has been in this business several years and is willing to let you ride with them.  I have trained a couple of people, and I required them to travel about 1000 PAID miles with me.  For the first several hundred miles, they sat in the right seat and observed and listened.  When I felt they had the general concepts in mind, I put them in the driver’s seat and I observed and made recommendations and suggestions.  All of this training only qualified them to lead or chase a “normal” oversized load.  It did not qualify them to operate with a high pole, perform route surveys, or escort “superloads”.  Those things require many many more miles before I would recommend a new person take on one of those loads.  Just how long varies from person to person.  There are some people who never will qualify for anything more than lead/chase for the smaller oversize loads.  I know others who have been capable of running high pole, superloads, and route surveys after only about three months on the road.  Even truck drivers who want to get into this business need to have at least SOME training.  They do have the advantage of having that “road sense” that is so important in this business, but it is an entirely different thing to “intimidate” other four wheelers with a big truck or another four wheeler with lights and flags.  When I trained other people, we shared motel rooms and they paid for their own meals.  It varies from person to person, but I don’t personally know of anyone who has paid a trainee during this time.

If you plan to take long haul oversize loads, you will need to get some certifications.  There is a growing trend among the states to require “best practices guidelines” certification training.  Generally, that entails taking an 8 hour classroom course.  This is not something you can do online.  You actually must physically go to the classes.  Currently the states that require that certification are Utah, Colorado, Oklahoma, North Carolina, Florida, and Washington.  At present, only one state-Utah-has traveling classes.  You can check uspilotcar.com to see where they will be and when.  Costs of these classes vary.

Other states require certifications in their states.  For example, New York state has a certification that is good ONLY in that state and they will not accept other state’s certifications.  In that case, you must go to the state of New York physically to take the test.  The only other state that does that is Virginia.  They do accept out of state certifications, but if you live in Virginia, you will need to take their test in person.  A couple of years ago, the VA certification was the “standard” and you could have a local official (teacher, librarian, police chief) administer their test, but it’s not that way anymore.  Kansas requires superload certification.  If you have a CDL it is no problem.  Even if you don’t have a CDL, it is simple to do.  All  you have to do is take the Defensive Driving Course from the National Safety Council and send them proof.  You can take the course online and then fax your certificate to Kansas DOT.  Generally they will fax your superload certification back to you within hours.

New Mexico and Louisiana have so-called certification programs, but they really are vehicle inspection programs.  Nevada and Georgia require amber light permits before you can legally operate amber lights, strobes,  light bars and etc. in those states.  They are inexpensive-maybe $5.00 each.  Nevada just recently has begun allowing you to get your permits online.  As far as I know, you still have to use snail mail for Georgia.

In summary, the REALLY hard part is deciding if you can live up to the lifestyle that this career requires, and then you need to get some training!  Certifications also are an important component of your preparations for this business.

Three years ago, this same colleague escorted a truck from this regional trucking company when the driver struck an overhead sign.  The two escorts insisted that they warned the driver of this sign, but the driver said they did not.  The trucking company filed a claim against the pilot car company for $40,000 in damage to the load and the sign.

In consulting with an attorney, the pilot car operator learned that this particular trucking company has a reputation for suing pilot car companies…A LOT!!

I have escorted OD loads for this company myself.  On EVERY load that I’ve been on with them, the drivers force their high pole to race about 85 miles per hour, just to stay far enough out front to be useful.  Once when I was in the chase position, I watched a driver go around a 90 degree curve at about 60 mph!  I actually saw the right rear tandems come off the ground.  These guys are mavericks in every sense of the word.  They tend to want to go their own way, regardless of the permit (if they actually HAVE one).  They are a danger on the highway in my opinion.

And yet, here is this pilot car operator continuing to do business with them AND writing a “book” survey.  In my opinion, it is utter folly.  I told my colleague that…but he was not deterred,  All I can say is that I hope the pilot car operator is well insured!

This is a new trailer for this driver.  Normally, he pulls trailers with hydraulic necks.  He forgot that this one didn’t have a hydraulic neck, so we dragged flat bottom right across the road at the intersection.  Fortunately, these two roads are not heavily traveled.  In the three hours we worked to free ourselves, we saw maybe six vehicles.  There is a gravel pulloff at that intersection, so traffic was able to get around us.  Finally, my friend and partner Dave Hibbard went into Del Rio to a hardware store and got some big timber.  With that, we were able to get backed up and approached the road from a different angle.  As bad as today was, tomorrow has GOT to be better!

Next up is the issue of how to get through NM.  We have about three options to get from El Paso to Cortez, CO.  The load actually is going to central California, by way of NM, CO, UT, NV and CA.  Unfortunately, I won’t be able to complete this trip.  I have a medical appointment on Thursday in Big Spring, TX.  I will try to get them through the Albuquerque area, providing we can get through there on Tuesday…but I will have to break free after that. It is a shame.  This will wind up being about a 2800 mile trip…PLUS it is going to an area of California where I have never been before.  That’s life!  This is a medical appointment I’ve been waiting for about six weeks for.

We made it to Eldorado, TX.  There is one motel and it certainly is NOT the Fairmont!  We got in too late for the one known restaurant…so I had mystery meat (they called it chicken strips), and some milk.  Now, I’m heading for bed!  We leave at 6:30 AM.

Actually I am thankful for the early stop.  It gave me a chance to catch up on my sleep.  Last night, I got about an hour and a half of sleep.  That gets harder as I get older.  There was a time when I went 44 hours without sleep during a war exercise in Germany.  I can’t do those marathons these days.

Today I also heard that the load that was scheduled to load this week may not load.  I did a route survey for this load last week.  It is 20′ 6″ high and 15′ 3″ wide.  It was supposed to have been loaded in Houston last Friday.  Now, there is a question whether it will go this week or not.  If it is delayed into next week,then I’ve got a scheduling conflict.  I am committed on an other OD load for which I also did a route survey last. Somehow it all will work out.

Any time you have a load more than 17 ft high, it can be a challenge, and this certainly is no different.  I underpriced this job, without question.

At least I have come up with some good data for future route surveys in this area, including some critical contact information for folks who can coordinate getting various low lines moved.

On the way down, I tried to visit with Alice Eisenhower of Alice’s Pilot Cars in Colorado Springs, but unfortunately she was busy.  I DID stop in Raton and had lunch with John Owens of Owens’ Logistics.  John has been in the pilot car business for about 8 years and has three other drivers working for him.  We had a good visit.

Then, I drove from Raton, NM, to Clayton, NM.  In all of my years of driving in NM, somehow I have never driven that route before.  It was beautiful.  I saw hundreds of antelope feeding within just a few hundred yards of the highway.  Most of the road is four lane divided highway.  There are some sections still under construction, but all in all, it is a good highway.

Today, I’ve got to clean out the truck first and get it ready for the next run.  Then, I’ve got to do some repairs on my carport.  40-60 mile winds are ripping it apart and if I don’t do something, it will completely collapse around me.  Then, I’ve got to finish repairing a light fixture for my dining room ceiling fan.

Tomorrow I’ve got to get a front end alignment and a new windshield for my truck.

After leaving that load, I came back to Albuquerque to perform a route survey for a 23 foot wide load going into Colorado on US 285.  I thought it would be relatively easy, but I found that several different construction sites in the Santa Fe area that nixed that idea.  So, I’ve had to be creative.  I will finish up that survey tomorrow and then return to Gallup to resume that load.

I’ve been asked to come up with a chase escort for this load to Nevada.  Getting a decent escort for the price they want to pay is not easy.  We all are between a rock and a hard spot.  The big trucking companies set the rates which they will pay, acknowledging that fuel prices have gone up dramatically but they are holding their rates.  It is understandable.  With the economy wilting the way it is, shippers know they can demand cheap rates because the companies need the business.  The same is with us:  the trucking companies know we need the business, so they hold the prices artificially low.  This makes it difficult for small pilot car companies and newly established ones to survive.

The best we can do is to try to minimize our costs, maximize our profits, and do what we can to stay in business at reasonble, profitable rates.  There is a danger in overpricing ourselves out of the market.  One trucking company instructed their pilot car brokers to not hire escorts out of our area because our rates are more than they want to pay.  It is foolish economy.  I know of one load where the high pole escort could not get certified in NM and the chase almost didn’t get certified.  The end results was that the load was delayed for more than four hours until a replacement high pole escort could get to the load…and the load will be a day late, as a result.