NJA Advice

[White Feather]

I am debating applying with Netjets. I am a corporate pilot with 5000 hrs. - with F2000 and XL Captain experience. Pretty much all of my experience is pt91.

Every NJA pilot I've run into in the last year or so seems pretty happy. There are several reasons why I want to go to NetJets, including living where I want, and a more stable schedule.

My only question is whether I can get by on FO pay. I have more research to do and more questions to ask, but I was wondering if any of you guys were long time corporate before going to NJA - and what do you like most about it?

Is first year FO pay accurate on the web site? Is it still split by aircraft weighing < or > than 40,000lbs.?

Thanks!

 

[CA1900]

I am debating applying with Netjets....

The backlog is huge. If you're seriously considering it, I'd go ahead and apply now. Don't wait.

My only question is whether I can get by on FO pay.

Obviously only you can answer that. You should factor in the cost of medical insurance premiums that you may be paying now, but which you won't pay when you're employed here. That's a savings of about $6000 annually for me compared to what we'd pay through my wife's company, for coverage that's not quite as good as what NetJets provides. (And, perversely, she works for an insurance company...)

And while I wouldn't include it in any income calculations, you can expect to take home more than half your per-diem, since we're provided crew meals on days we're working, and most of our hotels include breakfast if the timing's right. I can usually count the number of meals I buy on a tour on one hand. Late show tomorrow, so I'm looking forward to a hot lunch at a restaurant, actually.

Is first year FO pay accurate on the web site? Is it still split by aircraft weighing < or > than 40,000lbs.?

Yes and yes. You may find the numbers on Airlinepilotcentral.com easier to read. Odds of getting a >40K airplane as a newhire are slim to none, so plan on the <40K payscale ("Base Aircraft" on the link I just gave) when running the numbers. Plan on maybe 5-10% above that for overtime (long days or early first-day starts), extended days (over $900 a shot if they don't get you home by midnight on the last day), and working on any of the 10 designated holidays (which will pay about $460 extra each holiday you work).

I'd also base your calculations on the 7/7 schedule, to be conservative. You'll likely get the 18-day schedule if you want it, but it's a lot of work. And the 15-day schedule requires lots of flexibility, and is limited to 10% of each seat in each fleet, so you might not get that if you want it. (Probably, but not certainly.) 7/7 is the normal schedule and the base pay, so use that in your estimates.

Good luck!

 

[Guitar Guy]

CA1900 pretty much answered your questions. I'd just second his advice that you not consider the pay for the planes over 40,000 gross weight, which is the Falcon 2000EX EASy right now. With the long wait to upgrade and the extra pay, I honestly couldn't see a new-hire getting one of those slots.

I also strongly encourage you to start the application process immediately if you are interested in NJA. There is quite a backlog of applicants right now.

Good luck with your decision.

 

[White Feather]

Thanks guys!

 

[gunfyter]

You can also COUNT on 5% to 10% Overtime pay on top of published scales.

 

[captain dad]

www.wikipedia.com (type in NetJets)

www.netjetspilotjobs.com (play the videos especially the bottom right, cool)

www.airlinepilotcentral.com (click airlines/fractionals/Netjets)

www.aviationinterviews.com (pay the $10.00 it's worth it)

Then you'll be all pimped out. imp:

 

[OCP]

Plan on the app process from app in (if you know someone there) to getting a job there (if you pass the interview) to be at least 6 months. Probably more.

 

[Trash8Mofo]

Sorry for a change of topic. I'm trying to get familiar with the Part 135 side of things:

What is the Part 135 weather minimum for an airport to qualify as an alternate? (E.g. Part 91 is 600 and 2 (ILS) and 800-2 (Non-Pre) Is it based on the 1 nav-aid/ 2nav-aid rule?

If the ceiling (but not visibility) is reported below min outside the FAF while the flight is under 135, can the app continue? What about under Part 91K? (e.g. OK under 121)

Thanks

 

[rydog]

If you have a question start a new thread don't hijack one.

Suggested reading: FAR/AIM! 2008!!!!!!

I promise its all there.

 

[VVJM265]

Don't forget to just browse around the main website (www.netjets.com) review past press releases, potential owner info, stuff like that.

Also, the current contract is on the visitors' site of 1108 at:
http://www.ibt1108.com/uploads/media/Visitors/2007_CBA_Public.pdf

Best of luck,
265

 

[captain dad]

Sorry for a change of topic. I'm trying to get familiar with the Part 135 side of things:

What is the Part 135 weather minimum for an airport to qualify as an alternate? (E.g. Part 91 is 600 and 2 (ILS) and 800-2 (Non-Pre) Is it based on the 1 nav-aid/ 2nav-aid rule?

If the ceiling (but not visibility) is reported below min outside the FAF while the flight is under 135, can the app continue? What about under Part 91K? (e.g. OK under 121)

Thanks

As a pilot, 135 alternates need to be within the specified distance, engine out, calm air, etc... and 400' and 1 mile or 200' and 1/2 to the higher of each mins using the one nav aid / two nav aid rule.
So if you have a LOC with 600' and 1/2 and a VOR with 450' and 1, and you use the two nav aid rule, your mins would be 800' and 1 1/2 (higher of the two mins 600' plus 200' and 1 plus the 1/2). Suitability of runway for wind direction also comes in to play and should always be on your mind no matter if it is required or not.

Visibility is the controling factor in your example.

91 and 91k visibility can be below mins prior to the FAF and you can still shoot the approach. (go take a look situation)

135 you must have required visibility prior to the FAF to start the approach. If it drops below after the FAF you can continue the approach.

If RVR is reported, it is always controling. It would also be hard to plead a case that you had inflight visibility when RVR is reported below mins. Good to keep in mind if you ever think you can "sneak it in".

Op Specs vary from the regs. When in doubt FOM / OP SPECS first then and FAR / AIM.

Fly Safe

 

[skiandsurf]

As a pilot, 135 alternates need to be within the specified distance, engine out, calm air, etc... and 400' and 1 mile or 200' and 1/2 to the higher of each mins using the one nav aid / two nav aid rule.

I assume that you are referring to Takeoff Alternates. I thought that the Engine Out was taken into account for the T/O Alt., but NJs teaches that it is Both Engines running. And I am too lazy to look it up in the FARs/AIM.

 

[Freight Dog]

Engine out scenarios don't apply in destination alternates; only takeoff alternates.

If your point of departure is above takeoff minimums, but below landing minimums, you need a takeoff alternate which is within one hour flight of flight in still air with engine out.

For destination alternate:

To use 400-1:

You need at least 1 approach to 1 runway. You add 400-1 to the "best" approach to derive your alternate mins

To use 200-1/2:

You need at least 2 approaches to 2 suitable runways (could be the same piece of concrete i.e. 9-27), and you add 200-1/2 to the "second best" approach to derive your alternate minimums.

If your situation "qualifies" for 200-1/2 and you get better alternate mins by doing 400-1.... you can choose which rule you'll go by.

 

[skiandsurf]

Engine out scenarios don't apply in destination alternates; only takeoff alternates.

If your point of departure is above takeoff minimums, but below landing minimums, you need a takeoff alternate which is within one hour flight of flight in still air with engine out.

Since we have hijacked this thread, lets try and clarify this.

My NJs FOM 2.7.8 states

No NJA flight may takeoff under IFR from an airport where weather conditions are at or above takeoff minimums, but are below authorized IFR landing minimums, unless there is an alternate airport within 1 hour's flying time (all engines operating, at normal cruising speed, in still air) of the airport of departure.


...The reason I bring this up, is I got this question wrong during the interview written exam, and I question the interviewers during the interview. During the recurrent exams, I just bite my tongue and answer it the way they want it answered.

note...I checked the FARs, and it does not specify anything about the engines, just "at normal cruising speed, in still air".

 

[CALRepublic]

I love this, a guy asked about leaving a corp. gig for NetJets, and 4 posts later we are talking about T/O alts.

 

[Trash8Mofo]

According to FAR135.225 No pilot may begin an instrument approach to an airport unless: 2) The latest weather report issued by that weather reporting facility indicates that weather conditions are at or above the authorized IFR landing minimums for that airport.

This is different from FAR 121, where specifically it mentions the Visibility must be better than the reported mins for that approach.

Does that mean under 135, the pilot must have the ceiling and the visibility to start an approach? It would be greatly appreciated if someone can check the NJ FOM. I think other potential interviewees would appreciate this, thanks.

To my own defenses on hijacking this thread, the original poster himself said that and I quote "The only question is whether I can get by on an FO's pay". First, only he knows IF he can afford it, nobody else on the chatboard knows. Second, the pay thing has been hammered to death, pilotpaycentral's numbers are correct, plus 5-10% OT. I think we have answered his only question -

 

[transpac]

The way I was taught takeoff alternates:

Part 121=engine out. Part 91(K) and Part 135=all engines operating.

 

[White Feather]

To my own defenses on hijacking this thread, the original poster himself said that and I quote "The only question is whether I can get by on an FO's pay". First, only he knows IF he can afford it, nobody else on the chatboard knows. Second, the pay thing has been hammered to death, pilotpaycentral's numbers are correct, plus 5-10% OT. I think we have answered his only question -

Yeah. The surviving on FO pay was kinda thetorical - (only I know the answer to that).

Interesting change in topic though.

Let me try and take charge of my thread and ask a DIFFERENT, relevant question:

A previous poster talks about alternate mins being on the interview written. So I ask, what should I be studying to get ready for a NJA interview?

Should I take an interview prep kind of course, or what?

Thanks!

 

[skiandsurf]

Yeah. The surviving on FO pay was kinda thetorical - (only I know the answer to that).

Interesting change in topic though.


Should I take an interview prep kind of course, or what?

Thanks!

First off....the money. Can you get by with about $70,000? Remember that the insurance is free, and you will make an extra $500/month in perdiem. Upgrades are very slow. I think as a 5yr FO, you will be close to $90,000 (with all the extras throw in).

As far as interview prep...I went in totally unprepared. It was a last minute thing. I breezed thru the written test, missing 4 0f 25 (I think). Took maybe 2 minutes to do the test.

If they ask you why you want the job, dont say "because your flight department is closing", or "I lost my airline job due to age 65". Tell them that you really want to work here. If they ask about how you dealt with the passengers problems, dont say "I let the FA or FO deal with them".

Its not that difficult. I have talked to some of the interviewers, and they say that some guys just dig their own grave with stupid answers.

Good luck.

 

[White Feather]

I think as a 5yr FO, you will be close to $90,000 (with all the extras throw in).

Really? Man, I didn't think the pay went up hardly at all until you change seats. That's encouraging.

As for the rest - thanks. Sounds pretty straightforward. Everyone says that safety and customer service is top priority at NJA. That being the ase, I am hoping that my experience as a 91 pilot, flying VIP's and the CEO around will gie me some kind of advantage.

How important are letters of recommendation?