Commuting to Corporate Flying gig?
#1
Expert Jumpseater
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Joined APC: Oct 2009
Position: KC-135
Posts: 101
Commuting to Corporate Flying gig?
Looking for some input:
Former mil pilot, currently waiting my turn in line for a shot at the majors. I'm in a small city with very few corporate flying opportunities. And those are fairly low paid positions with low turnover.
Is it uncommon for corporate pilots to commute to a larger city where the flight department / aircraft is? Would this be something covered in the contract with the company? Has anyone here actually done this type of setup, and how well did it work out?
Appreciate the feedback.
Thanks,
2x
Former mil pilot, currently waiting my turn in line for a shot at the majors. I'm in a small city with very few corporate flying opportunities. And those are fairly low paid positions with low turnover.
Is it uncommon for corporate pilots to commute to a larger city where the flight department / aircraft is? Would this be something covered in the contract with the company? Has anyone here actually done this type of setup, and how well did it work out?
Appreciate the feedback.
Thanks,
2x
Last edited by 2xAGM114; 11-23-2014 at 07:09 PM. Reason: spelling
#2
2X,
Rather rare, most corporates are looking for pilots to reside "within reasonable ground travel"; usually around 2 hours. There are plenty of exceptions, though. We have a guy who commutes to NYC area from ANC. Lots drive up to four hours. FedEx corporate guys can commute, for another example.
GF
Rather rare, most corporates are looking for pilots to reside "within reasonable ground travel"; usually around 2 hours. There are plenty of exceptions, though. We have a guy who commutes to NYC area from ANC. Lots drive up to four hours. FedEx corporate guys can commute, for another example.
GF
#3
Agree with Galaxy Flyer.
Our department requires it's pilots to live no further than 1 1/2 hour's driving distance from our base. If we didn't have that, the pop-up trips would have to be relegated to those who lived close, and that is not fair.
Kevin
Our department requires it's pilots to live no further than 1 1/2 hour's driving distance from our base. If we didn't have that, the pop-up trips would have to be relegated to those who lived close, and that is not fair.
Kevin
#4
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Joined APC: Sep 2011
Posts: 80
I'd think a reputable/big city flight department will sorta read into this. Unless you are willing to move, they aren't going to sink a large portion of their training budget into you. I'd even bet the Fedex corporate guys have a jumpseat ID of some sort. The only jobs that this would be feasible would be a large cabin operation where they needed someone already typed and they'd bite the bullet in the shortterm. Like they said, two hours is the basic standard. Look at the EJM/jet aviation listings. Most require it.
#5
This would be a very unique and rare scenario to have a long term tru commute for a corporate job.
I know of a few guys to "commute" home on a few days when they can sneek away from work. Those guys are doing it temporarily due to selling homes or kids still in school. The employer knows their situation is for a pretty good reason and for a short term.
Good luck on the job hunt!
I know of a few guys to "commute" home on a few days when they can sneek away from work. Those guys are doing it temporarily due to selling homes or kids still in school. The employer knows their situation is for a pretty good reason and for a short term.
Good luck on the job hunt!
#6
We fly a couple of large cabin N registered Gulfstreams and all of our pilots commute. However we are a unique flight department since these airplanes stay overseas most of the time. We commute to meet the aircraft wherever it is in the world for a 30 day rotation and then we go home for 30 days. But this is not a traditional flight department. As others have said most operators want their pilots within 1-2 hours from the hangar.
On a side note. If you are viewing a corporate gig as a stepping stone to the majors, don't be disappointed when you get turned down from the good corporate operators. We don't hire type ratings, we hire personalities. We also don't hire guys that are not in it for the long haul. It's a waste of our principal's resources to spend money for training on a guy that is looking for a career in the airlines. My thoughts only, take it as you wish.
GVCPT
On a side note. If you are viewing a corporate gig as a stepping stone to the majors, don't be disappointed when you get turned down from the good corporate operators. We don't hire type ratings, we hire personalities. We also don't hire guys that are not in it for the long haul. It's a waste of our principal's resources to spend money for training on a guy that is looking for a career in the airlines. My thoughts only, take it as you wish.
GVCPT
#8
Gets Weekends Off
Joined APC: Sep 2010
Position: Side stick game boy.
Posts: 185
We fly a couple of large cabin N registered Gulfstreams and all of our pilots commute. However we are a unique flight department since these airplanes stay overseas most of the time. We commute to meet the aircraft wherever it is in the world for a 30 day rotation and then we go home for 30 days. But this is not a traditional flight department. As others have said most operators want their pilots within 1-2 hours from the hangar.
On a side note. If you are viewing a corporate gig as a stepping stone to the majors, don't be disappointed when you get turned down from the good corporate operators. We don't hire type ratings, we hire personalities. We also don't hire guys that are not in it for the long haul. It's a waste of our principal's resources to spend money for training on a guy that is looking for a career in the airlines. My thoughts only, take it as you wish.
GVCPT
On a side note. If you are viewing a corporate gig as a stepping stone to the majors, don't be disappointed when you get turned down from the good corporate operators. We don't hire type ratings, we hire personalities. We also don't hire guys that are not in it for the long haul. It's a waste of our principal's resources to spend money for training on a guy that is looking for a career in the airlines. My thoughts only, take it as you wish.
GVCPT
I called many a Chief Pilot, all over the country, who were operating Hawkers, my 11 year steed, and got the impression they would not hire me because of my former Chief Pilot position. Then I had the Chief Pilot of a Gulfstream operation tell me that I wouldn't be considered since I did not have experience flying large cabin jets, really, at that time I was flying a B767, was typed the 767, 737 and 727. They're pretty big cabins in my opinion.
Amazing, I guess you do have to be born with the G-wiz type to fly one, since Flight Safety must not be able to train you properly in a Gulfstream.
GVCPT, sounds like you have a good gig!
#9
Gets Weekends Off
Joined APC: Jan 2008
Position: 320 F.O.
Posts: 1,386
Being a former Chief Pilot/Flight Department Manager I agree with the idea of hiring an individual and not the log book, and that's what I did for our two mid sized jet flight department. But I will disagree with your statement saying the industry doesn't hire type ratings. I closed our operation down in 2009, and could not find a job flying any jet. All the companies that were hiring wanted current in type! Even talked to a scumbag charter Chief Pilot who put the type I flew for the last 11 years in my back yard, but said he would not hire me cause I was not current. Eventually I found a job flying a Boeing 767 internationally, but was still looking to get back to the Corporate world, and again ran into the must be current in type problem.
I called many a Chief Pilot, all over the country, who were operating Hawkers, my 11 year steed, and got the impression they would not hire me because of my former Chief Pilot position. Then I had the Chief Pilot of a Gulfstream operation tell me that I wouldn't be considered since I did not have experience flying large cabin jets, really, at that time I was flying a B767, was typed the 767, 737 and 727. They're pretty big cabins in my opinion.
Amazing, I guess you do have to be born with the G-wiz type to fly one, since Flight Safety must not be able to train you properly in a Gulfstream.
GVCPT, sounds like you have a good gig!
I called many a Chief Pilot, all over the country, who were operating Hawkers, my 11 year steed, and got the impression they would not hire me because of my former Chief Pilot position. Then I had the Chief Pilot of a Gulfstream operation tell me that I wouldn't be considered since I did not have experience flying large cabin jets, really, at that time I was flying a B767, was typed the 767, 737 and 727. They're pretty big cabins in my opinion.
Amazing, I guess you do have to be born with the G-wiz type to fly one, since Flight Safety must not be able to train you properly in a Gulfstream.
GVCPT, sounds like you have a good gig!
#10
Being a former Chief Pilot/Flight Department Manager I agree with the idea of hiring an individual and not the log book, and that's what I did for our two mid sized jet flight department. But I will disagree with your statement saying the industry doesn't hire type ratings. I closed our operation down in 2009, and could not find a job flying any jet. All the companies that were hiring wanted current in type! Even talked to a scumbag charter Chief Pilot who put the type I flew for the last 11 years in my back yard, but said he would not hire me cause I was not current. Eventually I found a job flying a Boeing 767 internationally, but was still looking to get back to the Corporate world, and again ran into the must be current in type problem.
I called many a Chief Pilot, all over the country, who were operating Hawkers, my 11 year steed, and got the impression they would not hire me because of my former Chief Pilot position. Then I had the Chief Pilot of a Gulfstream operation tell me that I wouldn't be considered since I did not have experience flying large cabin jets, really, at that time I was flying a B767, was typed the 767, 737 and 727. They're pretty big cabins in my opinion.
GVCPT, sounds like you have a good gig!
I called many a Chief Pilot, all over the country, who were operating Hawkers, my 11 year steed, and got the impression they would not hire me because of my former Chief Pilot position. Then I had the Chief Pilot of a Gulfstream operation tell me that I wouldn't be considered since I did not have experience flying large cabin jets, really, at that time I was flying a B767, was typed the 767, 737 and 727. They're pretty big cabins in my opinion.
Amazing, I guess you do have to be born with the G-wiz type to fly one, since Flight Safety must not be able to train you properly in a Gulfstream.
GVCPT
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