Days OFF

[G100driver]

I think that most smaller 135 companies struggle to find ways to schedule days off. I know we try to schedule these days as best we can to fit against scheduled maintenance days down.
Until you are at a place where you have more than one crew per aircraft, it is really tough when you are doing 135 and part 91 both and you have to get the total hours up where the two crews are utilized.

Pub, with all due respect, and really I mean that as I have given you crap before .... but that is your job .... not ours.

You need to tell the owner that it is about impossible to have a charter aircraft with 2 pilots. You (I mean marketing) needs to be realistic about costs and deferred costs and providing QOL for employees or expect to pay the consequences.

PS I do not envy you here.

 

[AA717driver]

Spitfire--You have a good deal by good straight 91 standards. I'd keep a low profile--AND, I'd keep my owner the HE!! away from other 135 owners! TC

 

[charter dog]

Charter Dog, it sounds like they were abusing you guys. My schedule would bother me less if I flew more, but I'm only getting abut 30-35 hours a month, which is postponing my brighter future.

Yeah, there was some abuses, and not only of pilots! But by golly we flew! I got seven hundred hours my first year. That got me to PIC and a better job that much sooner. These days, 24 days on the hook only gets me 15 or so days away from base and 35-40 block hours average per month. More sit and wait with less flying and shorter legs on average.

This decreasing flight hours trend has slowly developed over the last 5 years so that I seem to fly a little less each year while my time commitment to the company remains about constant. I think this is reflective of the overall effect of more new airplanes than new charter customers, resulting in less demand for each aircraft, especially older ones. The fracs are competitive with charter, but have created lots of new business. This is creating an industry wide consolidation trend whereby the smaller companies are increasingly forced to live on the table scraps of the bigger operators. If more than half of your trips are externally brokered or seconded by another operator, then you see what I mean. Companies which have enough internal demand from their own customers generally fly more hours per month, have less turnover and more stable scheduling. Those who rely primarily on outside brokerage tend to fly less predictably and require more schedule flexibility of their crews. This translates to more popups and more time on call with fewer "cherry" trips.

Like you, I feel that less waiting and more flying would be vastly preferable. But as Hyman Roth said to Michael Corleone regarding a hit on his friend Mo Greene in a scene from the movie The Godfather part II, "This is the business we have chosen." Mr Roth was simply pointing out that it comes with the territory. And so goes the life of the charter pilot. Take the bad with the good but always seek to improve your lot. The "good" companies usually set higher standards for their pilot hiring. They also often pay better and have more palatable scheduling practices. It takes time and effort to get there. I'm only about half way there and it's a daily struggle to keep my eye on the ball and not become a hopeless pain in everyone's rear. I know that Starbuck's is still hiring but I think I'll hang in here a while longer in the hope that I'll make it to the next level.

Best,

 

[spitfire1940]

AA717 -- you're right, it's not bad compared to some of the stories i heard. The company is also good about maintenance and duty-day hours, but lame on salary. But I'm looking for a reality check--which is why I started the thread. Thanks for adding.

charter dog,
you are totally right about the fact that we need to sleep in the bed we've made, but try to improve things at the same time.

Unfortunately, my company seems to rely quite a bit on outside brokerage. A lot of our trips pop up on the schedule a couple days in advance, but I don't get hit with many drop and runs. Consulting the master schedule at the beginning of the month is a waste of time, since it's OBE in a couple days.

Last year we were getting lots of business from NJ, but that has dried up since their new contract. I've got my eye on another company that generates most of its business in house ... which I assume stabilizes scheduling.

Of course, schedule is just one factor among many in judging a job.

It's a strange way of making a living, but I wouldn't trade it for a cubicle.

 

[brokeflyer]

Since i came to netjets ill never go back to a "regular" charter outfit ever again. Ill quit flying altogether. It's sooooo nice having a kick butt schedule and good pay.

 

[leardawg]

This concept of which you speak, Days Off, is meant to describe days where you...DO NOT WORK AND HAVE ALL TO YOURSELF?! A most fascinating concept! You must send me more information on this ... Days Off. In the meantime, I shall retreat to my flushable study to contemplete the implications of this amazing concept. Most brilliant, yet, too much to handle? Perhaps mankind, especially the piloting species, is not ready for this.

 

[Publishers]

G100-- While the objective is to always have more than 2 people to crew a 135 managed aircraft, it is not always as doable. We have been looking for a Hawker 800 pilot for sometime as well as others. By the time you go through the training-- and we do not skip through this like some- and getting them on the certificate, it seems we are moving them up or they find they do not like the QOL of 135. The owners do not want to pay for full time 2 man crews let alone 3.
I understand that these are the things that managers deal with. South Florida, however, is much more transient than other places, and people move much quicker than in other locations I have been in. There is also a slow moving to the northern counties as housing is a problem in this area no matter what you make. There are also the cyclical aspects of charter. I used to say that if you had 5 aircraft on certificate, your costs starting amortizing pretty well. With the current regulatory environment, I think you almost need 10 to amortize your non direct flying costs.