Wheels up

[BentOver]

If you add in constant international flying, airline flying can be a bit more difficult givin the language differences, different regulations and procedures. Not to mention 121 seems to be a bit more " under the microscope" than 91/135... I don't recall the FAA ever showing up to do a line check at NjA, but have had 2 or 3 FAA guys in the Jumpseat over the past 6 months..( on 6+ hr flights to boot) at the airline. Factor in airlines are not simply starting up and taxiing out from an FBO at uncontrolled fields. We have to deal with ATC, ramp controls, tug drivers, FA's getting their safety briefings done before we reach the end of the runway. EtOPs paper work, load close outs, Maintemaince sign offs, prelim and final numbers...

Never really consider a pop up trip to an uncontrolled field all that difficult at NJA.. But I tell guys all the time that getting an ASE to some Podunk field in NC was fun because it was different..

IMO airline flying is more challenging when you factor in everything.

 

[Photoflight]

If you add in constant international flying, airline flying can be a bit more difficult givin the language differences, different regulations and procedures. Not to mention 121 seems to be a bit more " under the microscope" than 91/135... I don't recall the FAA ever showing up to do a line check at NjA, but have had 2 or 3 FAA guys in the Jumpseat over the past 6 months..( on 6+ hr flights to boot) at the airline. Factor in airlines are not simply starting up and taxiing out from an FBO at uncontrolled fields. We have to deal with ATC, ramp controls, tug drivers, FA's getting their safety briefings done before we reach the end of the runway. EtOPs paper work, load close outs, Maintemaince sign offs, prelim and final numbers...

Never really consider a pop up trip to an uncontrolled field all that difficult at NJA.. But I tell guys all the time that getting an ASE to some Podunk field in NC was fun because it was different..

IMO airline flying is more challenging when you factor in everything.

Except for possibly line checks, All of that stuff you listed happens in a fractional flying environment as well......

 

[2000Easyguy]

If you add in constant international flying, airline flying can be a bit more difficult givin the language differences, different regulations and procedures. Not to mention 121 seems to be a bit more " under the microscope" than 91/135... I don't recall the FAA ever showing up to do a line check at NjA, but have had 2 or 3 FAA guys in the Jumpseat over the past 6 months..( on 6+ hr flights to boot) at the airline. Factor in airlines are not simply starting up and taxiing out from an FBO at uncontrolled fields. We have to deal with ATC, ramp controls, tug drivers, FA's getting their safety briefings done before we reach the end of the runway. EtOPs paper work, load close outs, Maintemaince sign offs, prelim and final numbers...

Never really consider a pop up trip to an uncontrolled field all that difficult at NJA.. But I tell guys all the time that getting an ASE to some Podunk field in NC was fun because it was different..

IMO airline flying is more challenging when you factor in everything.

wow, all sounds very challenging! Gotta love the guys that turn every leg into a mission to Mars!

 

[pilotyip]

I've done both as well and I disagree with your disagreement.

I think fractional flying has been the most dynamic and challenging type of flying in my career.

Then you haven't done auto parts on-demand out of KYIP. Both 121 airline and fractional flying are in world apart from flying cargo on-demand in 50 year old airplanes with FMS, GPS, or even auto pilots.

Fits here, ole to the freight dawg, my apologies to Bill Shakespeare

That he which hath no stomach to this fight,
Let him depart; his passport shall be made,
And crowns for convoy put into his purse;
We would not fly in that man?s company
That fears his fellowship to fly with us.
He that outlives this night, and comes safe home,
Will stand a tip-toe when MMIO, LRD, are nam?d,
And rouse him at the name of a life flown aged out junk
He that shall live this night, and see old age,
Will yearly on the vigil feast his neighbours,
And say ?To-morrow is Clear and a Million.?
Then will he strip his sleeve and show his scars,
And say ?These wounds I had on my 3rd load.?
Old men forget; yet all shall be forgot,
But he?ll remember, with advantages,
What feats he did those days. Then shall our names,
Familiar in his mouth as household words-
Mar, huck, and Pcr, pilotyip, spooky 2 and con pilot,
Capo, j9, and all the Lear driving variants,
Be in their flowing cups freshly rememb?red.
This story shall the good man teach his son;
And The day we flew shall ne?er go by,
From this day to the ending of the world,
But we in it shall be remembered-
We few, we happy few, we band of freight dawgs;
For he to-day that shares this godforsaken profession with me
Shall be my brother; be he ne?er so vile,
This day shall gentle his condition;
And gentlemen on the ground now-a-bed
Shall think themselves accurs?d they were not here,
And hold their manhoods cheap whiles any speaks
That fought with us on Starving Pilot's pay.

 

[Photoflight]

What are you talking about?

Freight flying is the easiest....especially on demand.

You don't have to worry about making a go/ no-go decision.
Don't have to worry about deviating around weather
Don't have to worry about weight limits or balance limits.

Just start the motors and don't hit the mountains.

 

[jetlag7]

Actually yip, I have flown freight.

Life of a freight dawg has it's own set of unique challenges. It certainly was the most hazardous time in my career (marked by the number of friends who lost their lives during that period) but I was too young and inexperienced to fully understand how dangerous it really was. (Photo's post nails-down what my mindset as a 1500-hr 20-something year old freight dawg was back in those days)

What I do today is infinitely safer, but I still believe it to be the most challenging.

 

[misdemeanors]

"IMO airline flying is more challenging when you factor in everything" by "Bent Over"

Dude,

Are you serious? The airlines do almost everything for you, including cleaning the plane, putting food/drinks on the aircraft, packing the bags, fueling the aircraft, scheduling hotels, and taking care of expenses on the road. Oh I forgot to mention, 121 OPS generally only fly to a handfull of airports that are "approved" in your OPS Specs, and most likely they are Part 139 airports as well. And I bet you don't get dispatched to airports with Lat/Long coordinates and your sitting in some FBO looking at WSI weather reports wondering if you can "get in there"... So don't feed us that b/s...

91K/135 is equally as challenging, if not more challenging than 121 operations. I've done both extensively, and sometimes wish I had the luxury of 121 flying.

 

[outerfix]

It doesn't really matter what type of flying is harder, the only thing that matters is how much money is generated. Are major league ballplayers ten times better then minor league ballplayers? No, but they generate ten times the revenue. Same with plastic surgeons vs. family doctors and 747 drivers vs. King Air Drivers.

 

[jetlag7]

It doesn't really matter what type of flying is harder, the only thing that matters is how much money is generated. Are major league ballplayers ten times better then minor league ballplayers? No, but they generate ten times the revenue. Same with plastic surgeons vs. family doctors and 747 drivers vs. King Air Drivers.

The surgeon charges more for his services because he has experience and training his clients are willing to pay a premium for. (supply and demand). The "revenue" he earns for his practice does not drive the cost of his services. You're using circular logic in that instance.

Revenue has nothing to do with the equation. It boils down to what the client will pay for.

If the client is comfortable with his wife and kids flying in a Wheels Up King Air with a "fresh out of Riddle" 20-something rookie behind the yoke, then there really is no incentive for that operation to pay anything better than mediocre salaries.

 

[SharkRider]

The surgeon charges more for his services because he has experience and training his clients are willing to pay a premium for. (supply and demand). The "revenue" he earns for his practice does not drive the cost of his services. You're using circular logic in that instance.

Revenue has nothing to do with the equation. It boils down to what the client will pay for.

If the client is comfortable with his wife and kids flying in a Wheels Up King Air with a "fresh out of Riddle" 20-something rookie behind the yoke, then there really is no incentive for that operation to pay anything better than mediocre salaries.

I don't think there are any 20yr old Riddle Rats at Wheels up