Came off active duty as a 1st Lieutenant in the guard, took a job flying corporate (albeit I fly the medical specimens side of the house) for $60,000/yr in light piston twins and single engine turboprops.Huggyu2 said:For ex-mil corporate pilots: what was your starting salary at your first corporate job after leaving the military? I'm looking to see how good/bad the range of responses will be.
Just to add on to what SemperFIDO and Viliamu said, I was lucky to get this job. I was actually returning to my airline job, and had gone through the captain upgrade on the Dash-8 regional turboprop. At the end of my first month as a captain, the airline started merging two of its divisions, we lost a bunch of airplanes on our side, and we had a fleet reduction that forced me to the right seat and over 50% pay reduction. A close friend was able to shoehorn me into the corporate job because they needed a pilot right now, and I happened to have a broad range of experience in general aviation, FAR 135/121, and the military. Jack of all trades, master of...well, you get the point.Viliamu said:Good luck; keep looking.
Why do you assume corporate Gulfstream G550 captains are in second best shape? A senior Southwest captain only makes about $178K a year and has no A plan or B plan. In addition to not having a defined benefit pension plan he doesn't have stock options, a before tax executive savings plan, a discounted stock purchase plan or a bonus program which in my case is at least 10%.firstthird said:"It's ironic that the guys who couldn't get on with the majors and went to Southwest are now in the best shape."
posted by GV
What say we rephrase that, maybe to something like
"It's ironic that the guys who couldn't get on with the majors and went corporate are now in the second best shape."
The hiring requirements at my unit at Andrews AFB included 2500 hours of multi-engine jet time.firstthird said:My point being that not everyone who went to SWA in the mid 90's was there because "they couldn't get on with a major." In fact, SWA has had the 1000 turbine PIC min for a long time, meaning that many people hired by the majors in the mid-90's didn't even meet the mins for SWA.
In my outfit, for the guys that wanted to go to the airlines, the preferred carriers were Delta, American, Northwest and United. The general consensus was that the pilots at Southwest worked too hard for too little pay. As I suggested in my previous post, we did have two guys go to Southwest who did not get call-backs from the majors.firstthird said:Also, many of the guys I know that went to SWA in the late 90's had their choice of airlines. Also, many of the guys that went to the various other majors had their choice. It came down to each person's priorities. Now me, I've only ever had one airline interview or job offer and consider myself fortunate.
firstthird said:Another quibble, SWA has been a major for a long time too. The new terminology seems to be legacy (hub and spoke) and LCC, although no one was talking about 'legacies' in the mid-90's so we can let it slide.
I would certainly agree with that statement, however one needs to realize there are a finite number of G1V,GV jobs in the world and many of them are just so in pay and bennies. Those really great jobs are taken by exceptionally well qualified pilots like GV Flyer and others with very strong backgrounds. The fact is many pilots seeking corporate jobs would not qualify for a blue ribbon Gulfstream position, while at the same time be a shoe in at an airline like SWA, AirTran etc. This does not diminish the SWA, AirTran pilots as group of professionals, but rather reflects the unique requirements of high end corporate jobs.semperfido said:most people i know would have zero desire to work at any airline
Copy that.firstthird said:GVFlyer,
I know very little to knowing about corporate flying. I just disagreed with your statement about SWA being for guys who couldn't get on at the majors. I tried a little irony by making another assumption about corporate jobs, apparently false. A little attempt at humor.
The pilots I know from the Navy Det at Andrews AFB have done pretty well. One's a MD-11 captain for Fred Smith's FedEx, another is the VP for Aviation at Ecilpse Aviation at Centennial, another is an exec at NetJets and yet another, a reservist who drilled there, is Aviation Director for Broadcom. The last was fired from Gulfstream for total squidism.firstthird said:Frankly, from my reserver unit many of the guys who are active duty try to get the GV navy job in Andrews so that they can nab that type rating. I just couldn't let your comment about SWA pass without saying anything. Most of us are proud of who we fly for and don't like to see it run down, like you and GVs (or me and SWA).
Thanks, I now consult for the Big G. Most of the pilots in Gulfstream Flight Test are ex-military, principally because they don't know any better - work five days a week and one weekend a month for a buck and a quarter and a 3% percent per annum defined benefit pension plan - "Sure, you bet! Sounds like what I was doing in the military except for more pay." One of our customers offered me a position that was essentially, "Fly half as much, get paid twice as much." I deliberated for about a milisecond and took the job. I still have time to fly the occasional aircraft delivery, completion test flight, technical evaluation or assist in the sales effort for my former employer.firstthird said:p.s. I hope that you guys (Gulfstream) pick up that Army RC-12 replacement contract that Lockheed has been ######## up with their E-145 partners. The were supposed to do final assembly at Cecil Field in Jax, but surprise, the E-145 can't carry the crew and equipment that Lockheed/Embraer said it could. The Gov't really ought to rebid that contract or just award it to the other bidders who I'm pretty sure were looking at a GV as their platform (American made and all that)
Congratulations GV, I hope you will be happy in your move, understand you will be flying the WSCoDGVFlyer said:Thanks, I now consult for the Big G. Most of the pilots in Gulfstream Flight Test are ex-military, principally because they don't know any better - work five days a week and one weekend a month for a buck and a quarter and a 3% percent per annum defined benefit pension plan - "Sure, you bet! Sounds like what I was doing in the military except for more pay." One of our customers offered me a position that was essentially, "Fly half as much, get paid twice as much." I deliberated for about a milisecond and took the job. I still have time to fly the occasional aircraft delivery, completion test flight, technical evaluation or assist in the sales effort for my former employer.
I was recently talking with Bryan Bedford of Republic Airlines when an Embraer rep named Mark something made a call on him. I took the opportunity to ask "Mark" about Airborne Common Sensor (ACS). He said that their current strategy was to convince Lockheed Martin to use the EMB 170. The EMB 145 was a laughable candidate for the spook aircraft - it couldn't fit three required operators or accommodate the mission equipment and if it could have would only have been able to climb to 24,000 feet. The G450 is ideally suited to the ACS mission and Gulfstream is aggressively marketing that platform to the Army.