Question for Corporate Pilots

[BugSmasher999]

Got a Question for some corporate pilots.

I've heard that 121 Operators will generally accept Corporate pilots into the company. But as far as the Corporate ranks, generally corp. flight departments WILL NOT generally accept pilots with a significant amount of 121 (especially regional) time.

I guess it's mostly because management figures that the former 121 pilot will leave as soon as another job opens up at a major.

Is this true? Can working for a 121 carier hurt you when you're trying to move into the corporate side?

I'm working 135 now, and have the option of going in as a 121fo. Can this hurt me later on if I want to go corporate?

Corporate gigs seem like you always gotta know someone. And the flt. time requirements are high(er than what I got now). Is SIC (multi-turbo) really worth it when it comes to corporate?

Thanks in advance.

 

[Gulfstream 200]

No. there are plenty of ex-121 guys who are in corporate. It just depends on the individual.

and, yes, more than ever - knowing someone is the key. It wont get you the job but it may get you the interview.

like any business - its supply and demand...and...well...we know the state of the business right now.

 

[2000flyer]

Bug...

First question I would have is "what are your career goals?" Do you want to fly corporate or airline? Are you going to be miserable doing one while wanting the other?

Corporations are very cost conscious. Hiring and training an individual is an expensive task, especially if someone hangs around a year or so and leaves.

I think a big questions is if you are quitting airline flying to go corporate, or you're furloughed. You'd probably be more apt (a general assesment) to go back when recalled rather than go back as a newhire at the bottom of the seniority list.

Gulfstream 200 is correct. So much corporate hiring is who you know. If the chief pilot or someone in the pilot group knows you and can attest the fact that your here to stay, your chances at moving from 121 to 91 are very good.

2000Flyer

 

[BugSmasher999]

Well I guess, my goal is to do a significant amount of international flying, Europe, Asia, ect.. I like to spend a few days in one spot and "have a look around" (which is one thing I like about the 135 job I have now).

Most of the airlines that I'm elligible for now are obviously nationals. And even at the Majors, my guess is that you have to be pretty senior to get the "long" international routes.

The only way I see getting to a job Like that is to hook up with a large multi-national company.

I guess you could say that I'm cool with "paying dues" and flying gobs of hours for crappy pay @ a 121, BUT ONLY IF there's going to be a payoff at the end of the road. I am unsure if the hours gained in the two or three years SIC 121 (Multi turbo time) are really going to look good next to 135 (recip multi), & possibly being PIC within a year. Companies always say.."we're looking to hire captains" , to me that would seem to indicate a leaning toward PIC time, even if it's not in a huge jet or turboprop.

Thoughts?

 

[mike1mc]

I know a few 135 operators that try to steer clear of 121 guys for three reasons:

- They are not used to dispatching themselves and they've had previous problems

- There is a lack of the Customer Service skills needed to deal with passengers one on one

- Fear they may go right back to the airlines (mostly with furloughed guys)

I am not saying these things are true, but the question was asked, and this is what I've heard. Don't kill the messenger.

 

[Indigo]

I know a few 135 operators that try to steer clear of 121 guys for three reasons:

- They are not used to dispatching themselves and they've had previous problems

- There is a lack of the Customer Service skills needed to deal with passengers one on one

- Fear they may go right back to the airlines (mostly with furloughed guys)

The charter company I work for has hired a number of furloughed 121 people in the past few years. None have been called back by the airline that furloughed them, but a fair number have gone to other airlines who are hiring now.

In most cases, even though they weren't used to dispatching themselves, they got used to it. The best people were those with a charter background before the airlines. The worst were people who were hired by the airlines with low time and never experienced this segment of aviation before.

I never saw much problem with customer service skills. Maybe those people were weeded out in the interviews.

In all fairness, most 135 companies can't hold a candle to the pay, benfits, etc. that these pilots had before they were furloughed, so it's no wonder they miss their old jobs and want to find something similar. That said, I think for the company's sake, it's better to hire a pilot who considers the job a step up rather than a step down. Morale is better that way.

 

[banned username 2]

Well I guess, my goal is to do a significant amount of international flying, Europe, Asia, ect.. I like to spend a few days in one spot and "have a look around" (which is one thing I like about the 135 job I have now).

Most of the airlines that I'm elligible for now are obviously nationals. And even at the Majors, my guess is that you have to be pretty senior to get the "long" international routes.

The only way I see getting to a job Like that is to hook up with a large multi-national company.

I guess you could say that I'm cool with "paying dues" and flying gobs of hours for crappy pay @ a 121, BUT ONLY IF there's going to be a payoff at the end of the road. I am unsure if the hours gained in the two or three years SIC 121 (Multi turbo time) are really going to look good next to 135 (recip multi), & possibly being PIC within a year. Companies always say.."we're looking to hire captains" , to me that would seem to indicate a leaning toward PIC time, even if it's not in a huge jet or turboprop.

Thoughts?

If I were you I would stay 135 and try to get some jet time (and eventually a jet type rating). Having a 135 background is having a background in a similar work environment as to Corporate and is typically looked upon favorably. Maybe try to move on to a larger Charter operator where there is more chance of movement, upgrade, etc...

I have to say, I get a kick out of you guys with 1500 or so hours who are complaining they need to move on from Charter... I didn't even get into Charter until I had over 2400 hours... How times have changed...

 

[redeye69]

I so agree with Falcon Capt. Stop thinking so much and get what you can. I've gone from 135 to corporate to 121 when I could. I guess I was lucky because I always got the jobs I wanted. But sometimes you find yourself stuck somewhere because of the economy. Sounds familliar?
Good luck though.

 

[Aileron2020]

Network...Network...Network...

It was already mentioned, but it's worth repeating. Corporate flying is ALL about who you know a.k.a. networking! If you go to a 121 carrier, you will never build up any sort of network in the Corp. world. Your best bet is to be flying near the guy / gals you want to work with and start building that network.

Talk to the corp. crews that you come across, have a resume in your flight bag, etc... You never know when someone will be looking for a F/O and you just happen to be the first guy who hears about it and gets the gig cuz of your network.

-A

 

[501261]

Since most “quality” corporate operators consider themselves to be “career” jobs, they would tend to not hire someone who is looking to use it as a stepping stone or as paycheck till something better comes along.

So I don’t think that being a current 121 guy hurts your corporate job search, other than the inability to network. However, it might be an uphill battle convincing a corporate operator that your interest in a corporate job is sincere and not just a chance for a paycheck till the recall.