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BBJ or 737 contract pay

HalinTexas

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Sure like to know where you found that job.
 

Rick James

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800-1,000 per day, plus expenses, would be my guess. It could be a lot less, or more, depending on the operation. I know a person that does 767 and 727 contract work to the tune of 500-700 per day. Evidently, it's a fairly competitive position as there are more than a few retired and furloughed 121 guys with that type of experience.
 

freighthumper

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The BBJ is a tough contract market due to all the airline 737 guys willing to do trips for next to nothing.
There is no difference between Captain and FO pay in the contract world. Recurrent training costs the same for a Captain as it does for an FO. A reputable operator should be paying at least $1500 a day plus expenses and would never ask you to take less if you are sitting in the right seat.
 
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svcta

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Seriously, I make 500/day on a 25,000# bizjet. 800/day on a 35,000# bizjet.
 

Fly91

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There is no difference between Captain and FO pay in the contract world.

Not true. My friend is typed on the Gulfstream 550, it took him 3 months to break into the 91 corporate world with zero time in type. And now that he's in, everyone around the world will only pay him $800-$1,000 per day, compared to the experienced G550 captains he's flying with making $1,400 and $1,800 (domestic/int'l respectively) per day. Everyone is telling him after he gets 100-200 hours in type, then he'll make the higher pay. He's flown trips for London based companies, Dubai and a G550 out of Bermuda. All say the same thing.

And as far as the BBJ talk in this thread is concerned, I know a couple guys with SIC types and they don't make the same as the captains either, and the training does not cost the same.

I've also repositioned a B-747 from Nigeria to California Part 91. I'm type rated and I had 820 hours on the 747 at the time. I got $1,000 per day and the captain with much more experience charged them $2,000 per day.
 
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SansPlane

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a family member manages a bbj
If you’re a family member it’s probably the “family member” rate. My guess; $250.00 a week and BBQ and beer after the flight along with the opportunity to help fix the fence and plan the addition to the game room.
 

freighthumper

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Not true. My friend is typed on the Gulfstream 550, it took him 3 months to break into the 91 corporate world with zero time in type. And now that he's in, everyone around the world will only pay him $800-$1,000 per day, compared to the experienced G550 captains he's flying with making $1,400 and $1,800 (domestic/int'l respectively) per day. Everyone is telling him after he gets 100-200 hours in type, then he'll make the higher pay. He's flown trips for London based companies, Dubai and a G550 out of Bermuda. All say the same thing.

And as far as the BBJ talk in this thread is concerned, I know a couple guys with SIC types and they don't make the same as the captains either, and the training does not cost the same.

I've also repositioned a B-747 from Nigeria to California Part 91. I'm type rated and I had 820 hours on the 747 at the time. I got $1,000 per day and the captain with much more experience charged them $2,000 per day.


I can see someone making less due to inexperience in type. It also make sense for a guy with an SIC type to not make captain pay since hes not captain qualified. However, a type rated and qualifed pilot should expect to see fair market contract pay weather he is PIC or SIC.

Things may be a little different with a 747 or 737, but in aircraft designed to be a corporate jet, you typically cant just go to flight safety and get an SIC recurrent, they charge the same as PIC.

Thats terrific if someones airline pays for the recurrent, just dont forget that when you take pay that is less than standard, you are really screwing someone who is actually in this business as their sole means of income. If they own a BBJ, they know how much the pilots make, and shouldnt expect to pay anything less.
 

California

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If you’re a family member it’s probably the “family member” rate. My guess; $250.00 a week and BBQ and beer after the flight along with the opportunity to help fix the fence and plan the addition to the game room.

ha ha, that is why i am asking! spot on!
 

Fly91

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just dont forget that when you take pay that is less than standard, you are really screwing someone who is actually in this business as their sole means of income.

A pilot just starting out, or a pilot with less experience than the captain that might be on the flight making more money, most of the time will be offered less money per day. Should that pilot NOT work and make nothing because he thinks another pilot is somehow getting screwed somewhere in the world.

Thats really just talk and a saying that has become popular to say about pilots who except less to fly. My friend who just started in the G550 has no choice but to except a little less, otherwise he can sit home and make nothing after paying for a $35,000 type-rating. (((Yes, it was only $35,000 because it was one of the first classes at Simuflite in Morristown and it included G450 and GV differences)))
A pilot that needs to work will except anything to get the experience so he can then make the higher pay. This is how the aviation industry is and its how it will always be.

Until companies have no choice but to pay everyone the same, they will always pay the SIC's (typed or not) less money. There will always be someone who will do it.
 

CALDC9

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A pilot just starting out, or a pilot with less experience than the captain that might be on the flight making more money, most of the time will be offered less money per day. Should that pilot NOT work and make nothing because he thinks another pilot is somehow getting screwed somewhere in the world.

Thats really just talk and a saying that has become popular to say about pilots who except less to fly. My friend who just started in the G550 has no choice but to except a little less, otherwise he can sit home and make nothing after paying for a $35,000 type-rating. (((Yes, it was only $35,000 because it was one of the first classes at Simuflite in Morristown and it included G450 and GV differences)))
A pilot that needs to work will except anything to get the experience so he can then make the higher pay. This is how the aviation industry is and its how it will always be.

Until companies have no choice but to pay everyone the same, they will always pay the SIC's (typed or not) less money. There will always be someone who will do it.

Very true statement! ;)
 

AA717driver

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Fly91--Sounds like we have the same mutual friend.

The key is experience. Zero timers have to take less.

If it's who I think it is, his rate will go up when he meets insurance mins.

It's supply and demand. Tons of 737 people out there (and 767/757 for that matter). Fewer G550/V/450 out there and even fewer contractors (yes, I know the number is growing every day...) with 500+ in type.

Caveat: I believe the guy Fly is talking about is EXTREMELY well qualified in aviation. He just is new to the 550 community. If you're fresh out of the right seat at Eagle with $40k burning a hole in your pocket and a whopping 1500 TT, being a zero timer in contract flying will be tough.

TC
 

lewis flyer

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For the BBJ I got 1400 per day plus expenses overseas. 1000 per day is more reasonable to expect in the USA since the retired airline and furloughs guys are killing the market by working cheap. Those days include days waiting away from home and travel.
In the NBAA and Stanton surveys all pay for corporate pilots goes down when aircraft if over 140K/#s for this reason as well.

GOOD LUCK!
 
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Spooky 2

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There is generally a misconception about what qualifies you for recurrent training or initial for that matter on a BBJ. Generally speaking 121 training does not simply transfer over to most of the BBJ's. If the BBJ is on a Part 135 certificate, then you need a Part 135 checkride. If the aircraft is on a Part 125 certificate, then you need a Part 125 checkride. Part 125 does not require any training, only checking...but most 125 operators have a training plan built into their certifcate and thus there in fact is training under the conditions of that certificate. I know of several 121 guys who are doing contract work on a 757 Part 125 operation and they all need some amount of ground/FTD training plus a Part 125 checkride using the operators procedures.

There is propsed Part 125 language that would recognize Part 121 for Part 125 ops but it has yet to be approved.

For the really low ball BBJ operators they can go out and get someone like Higher Power to do two day recurrent sim and a check ride and requal a pilot who has not been in the B737 for 7+ years. Obviously they have a sweet heart deal with their POI. Fooking amazing.
 
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