Next career move?

Alaska82

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I'm looking for some advice on what career move to make next. I fly 135 scheduled cargo in barons and 402's. I got about 1800 tt and 300 me. I've got three choices. 1. Go to a regional. 2. I got a line on a 135 MU2 PIC job. 3. Right seat job in a 135 Lear 24 with a 1 year contract. Then upgrade after that year with another 2 year contract.

My long term goal is to fly internationl long haul flights. Which of these 3 jobs would you guess would be most likely to land me my dream job? The T prop job would pay the best with no contract. How important is prior 121 time? Would having more PIC turbine time be better in a smaller ship? Or would right seat time for a 121 be better?

Thanks in advance.




oops was still logged in under my friends account, if the profile is confusing.
 
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pilotyip

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What is your career goal?, It would look like getting your 1000 hr's turbin PIC would be the right move. But what kind of training is done at each place, what is the turnover record, what is there business. If the MU-2 is marginal the LJ place might be a better bet. But stay away from the regionals right now, you will learn alot more by flying PIC.
 

TIGV

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For my next career move I'd like a double-barrel shotgun-blast to the face.
 

Godvek

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TIGV said:
For my next career move I'd like a double-barrel shotgun-blast to the face.
Sounds like you really like aviation. Maybe you should become a pro golfer.
 

islandhopper

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135 jet /turbine operators have the reputation of cutting corners and taking chances a 121 operation wouldnt be able to get away with as the feds dont watch 135 ops as hard... That being said your interview at your dream job will be much different than if you came out of a 121 job... they will ask you a lot more safety related and decision making questions,... trying to see if you would do something unsafe "just to get the job done"...

Example; your dying father is waiting for you in the airport terminal, complete with local paramedics and emergency personell, he is to be emergency evac'd to a larger hospital, you fly in to do the "lifeguard" flight and before you begin the approach, the tower notifies you the weather is below mins... What do you do?

This actually happened to a friend of mine interviewing at his "dream job". He had volunteered info previously that his family, specifially his father were the most important things to him in his life... Then they sprung the above question to him... he felt boxed in by the question and blew the interview. lucky for him... the company furloughed big time just a few months later...

Alaska82 said:
I'm looking for some advice on what career move to make next. I fly 135 scheduled cargo in barons and 402's. I got about 1800 tt and 300 me. I've got three choices. 1. Go to a regional. 2. I got a line on a 135 MU2 PIC job. 3. Right seat job in a 135 Lear 24 with a 1 year contract. Then upgrade after that year with another 2 year contract.

My long term goal is to fly internationl long haul flights. Which of these 3 jobs would you guess would be most likely to land me my dream job? The T prop job would pay the best with no contract. How important is prior 121 time? Would having more PIC turbine time be better in a smaller ship? Or would right seat time for a 121 be better?

Thanks in advance.




oops was still logged in under my friends account, if the profile is confusing.
 

aeronautic1

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Alaska82 said:
I'm looking for some advice on what career move to make next. I fly 135 scheduled cargo in barons and 402's. I got about 1800 tt and 300 me. I've got three choices. 1. Go to a regional. 2. I got a line on a 135 MU2 PIC job. 3. Right seat job in a 135 Lear 24 with a 1 year contract. Then upgrade after that year with another 2 year contract.

My long term goal is to fly internationl long haul flights. Which of these 3 jobs would you guess would be most likely to land me my dream job? The T prop job would pay the best with no contract. How important is prior 121 time? Would having more PIC turbine time be better in a smaller ship? Or would right seat time for a 121 be better?

Thanks in advance.





oops was still logged in under my friends account, if the profile is confusing.
www.truckschoolsusa.com or maybe be a TSA Security agent. These would pay better than any of the choices listed above.
 

PAPA FOX!

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islandhopper said:
your dying father is waiting for you in the airport terminal, complete with local paramedics and emergency personell, he is to be emergency evac'd to a larger hospital, you fly in to do the "lifeguard" flight and before you begin the approach, the tower notifies you the weather is below mins... What do you do?
If asked this in an interview I tell the interviewer that I'd declare an emergency to ATC and explain the circumstance in a "to the point" manner! I could use FAR 91.3 and excercise my PIC authority and of course later I'd fill out a NASA form. If worse came to worse a 60 day suspension certainly beats a dead father who could have been saved!! If this happened in a car I will bet my bottom dollar that every single one of you would be driving as fast as you possibly could blowing through stop signs and traffic lights. Sure laws/FAR's would be broken but the GREATER GOOD would be done by saving another human being!! On the other hand if you do the above to get to a business meeting, hot date, or bachelor party that you "must" attend, you will NOT have my sympathy and certainly not the FAA's either! Being PIC means making command decisions and knowing instinctively when to say when.
 
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wheelsup

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PAPA FOX! said:
I could use FAR 91.3 and excercise my PIC authority and of course later I'd fill out a NASA form. If worse came to worse a 60 day suspension certainly beats a dead father who could have been saved!!
That's exactly what they're not looking for. NASA forms can't be used for intentional rule breaks - i.e. you knew what you were doing and went ahead and did it anyway. Well, you could fill one out but it won't do you any good.

Also, yeah, it sure beats a dead father. But what if you ran off the end of the runway because of [inset wx event]. Then you've killed more people than just your father.

~wheelsup

P.S. Alaska - why not post this message in the cargo forum, and ask where the guys flying for your specific target companies came from, their backgrounds, etc. That should give you an idea of where to start. That's what I did, and it worked pretty well - kinda like working the "problem" backward :).
 
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islandhopper

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PAPA FOX! said:
If asked this in an interview I tell the interviewer that I'd declare an emergency to ATC and explain the circumstance in a "to the point" manner! I could use FAR 91.3 and excercise my PIC authority and of course later I'd fill out a NASA form. If worse came to worse a 60 day suspension certainly beats a dead father who could have been saved!! If this happened in a car I will bet my bottom dollar that every single one of you would be driving as fast as you possibly could blowing through stop signs and traffic lights. Sure laws/FAR's would be broken but the GREATER GOOD would be done by saving another human being!! On the other hand if you do the above to get to a business meeting, hot date, or bachelor party that you "must" attend, you will NOT have my sympathy and certainly not the FAA's either! Being PIC means making command decisions and knowing instinctively when to say when.
Thats pretty much how my friend answered and also how he blew the interview... Remember it is an INTERVIEW... I personally would have answered "oh well it would sure suck for my dad to die today but it would suck even more if my dad and I BOTH died on the same day"...
 

Gulfstream 200

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islandhopper said:
Thats pretty much how my friend answered and also how he blew the interview... Remember it is an INTERVIEW... I personally would have answered "oh well it would sure suck for my dad to die today but it would suck even more if my dad and I BOTH died on the same day"...

Any dip$hit who asks you these stupid scenario questions at interviews deserved to get biatch-slapped right there on the spot.

Where do these interviewers come from? are they beat up regional lifers?

I would laugh at the prik and walk out. sheesh...

People dying in the back and you cant shoot an approach because its 1600RVR instead of 1800? is that what were talking about? call me a rebel or a rogue, I'll shoot the approach......if I was the interviewer Id hire the honest guy, not the farkin dork who would let his dad die over 200 RVR.

I guess they want rule followers, even if they laugh and giggle thier way up to "410 dude".

talk about a flawed process.

:rolleyes: .
 

inthewind

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islandhopper said:
135 jet /turbine operators have the reputation of cutting corners and taking chances a 121 operation wouldnt be able to get away with as the feds dont watch 135 ops as hard... That being said your interview at your dream job will be much different than if you came out of a 121 job... they will ask you a lot more safety related and decision making questions,... trying to see if you would do something unsafe "just to get the job done"...

Example; your dying father is waiting for you in the airport terminal, complete with local paramedics and emergency personell, he is to be emergency evac'd to a larger hospital, you fly in to do the "lifeguard" flight and before you begin the approach, the tower notifies you the weather is below mins... What do you do?
QUOTE]
The weather below mins did happen to me on a lifeguard, organ harvest flight. We took a crew of surgeons from IND to SWF. Forecast was for 1500 and 5 but on arrival it was 200 and 1/2 with appr lights out. Below mins. We looked at some plates figured out that Bridgeport, CN was only +/-40 miles away and we were legal on wx and landing distance by 5'. That's right kids 5'. Anyway we diverted and enroute had approach call our dispatch so that they could divert the ambulance to BDF. It wasn't ideal but it was safe and was the right answer. Of course both of us are furloughed 121 pilots but I believe that my military experience coupled with that allows me to think outside of the box a little bit.
Not trying to pat myself on the back just trying to show how you can turn a negative situation into a winning one with a little thinking outside of the norm.
 

MVSW

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Alaska82 said:
I'm looking for some advice on what career move to make next. I fly 135 scheduled cargo in barons and 402's. I got about 1800 tt and 300 me. I've got three choices. 1. Go to a regional. 2. I got a line on a 135 MU2 PIC job. 3. Right seat job in a 135 Lear 24 with a 1 year contract. Then upgrade after that year with another 2 year contract.

My long term goal is to fly internationl long haul flights. Which of these 3 jobs would you guess would be most likely to land me my dream job? The T prop job would pay the best with no contract. How important is prior 121 time? Would having more PIC turbine time be better in a smaller ship? Or would right seat time for a 121 be better?

Thanks in advance.







oops was still logged in under my friends account, if the profile is confusing.

A bunch of people have asked that question. From what I remember is that FEDEX would rather see 121 time. Yes, you would be right seat, but only for a couple of years and then its PIC JET. I would think that the training department would rather see 121 time also. 121 time shows them that you can get though the training(most of the time).Just my .2
 

CRAZY LEGS

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My long term goal is to fly internationl long haul flights. Which of these 3 jobs would you guess would be most likely to land me my dream job? The T prop job would pay the best with no contract. How important is prior 121 time? Would having more PIC turbine time be better in a smaller ship? Or would right seat time for a 121 be better?

Thanks in advance.


If this is your goal go with the MU2. You will build the PIC faster and will have your 1000 PIC turbine box checked when a door opens up. Meet the mins and make some friends in HR.
 
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