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.
Viliamu said:Good luck; keep looking.
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."
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.
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.
semperfido said:most people i know would have zero desire to work at any airline
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.
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).
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)
GVFlyer 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.