dirtysidedown

Both fleets fly to Hawaii. I believe we are hiring for both coasts now.

rmcbear08

For those interested, I just finished my technical screening (the 2nd part of the 3 step process). Pretty basic, nothing really that you wouldn't know from a little study session a few days prior. I used Everything Explained For The Professional Pilot.

-Asked to read a few NOTAMS, METARs & TAFs
-Give a pre-flight briefing on an imaginary flight (knowing airspace and airspeed rules)
-Brief an arrival/approach/missed (knowing when you can descend below DA/MDA)
-When do you require an alternate?
-O2 requirements
-Any questions

All in all it lasted about 30min

thehead

Keeping your resume updated - what's the best method? In the auto email message after using the ADP site they link to in their careers section, it says:

"Your resume will remain on file for consideration; however, you are strongly encouraged to reapply through our online application system as your information changes to keep us updated of your career progress and to ensure your interest remains active throughout our hiring process."

However the option of reapplying doesn't really exist. The ADP site simply says "You've already applied for this position on xxxxx date."

Mr Rumbold

Obviously, each has its pros/cons.
I currently fly 121 and the ability to commute is great- however the stress of not knowing if you'll actually get to work or home makes the idea of an actual ticket very appealing.

The 135 world obviously entails more tasks that in 121 are done by FAs or rampers,,etc.

Are there any that have flown both 121 and 135 and can shed some light on why they feel one is better than the other? Or is the same sh*t sandwich?!

clear4approach

I flew 121 for 2 years then did 135 for 8 (3 at XOjet) and am now back at 121 for a year and a half.

They both have their benefits and drawbacks, and for both, your experience varies based on where you live, and what company you work for.

Yes you have to do more "work" other than flying in 135 but it's not like it's unmanageable. As the Captain, you learn to delegate that "work". Have the FBO clean your dishes, have the flight planning company refile flight plans, have the company track down missing or incorrect catering, have the F/O set up the cockpit, while you talk to passengers, or take care of other loose ends.
Passengers in 135 vary to both ends of the spectrum from entitled
a-holes all the way to seemingly the nicest people on the planet. MOST 135 passengers are right in the middle. Pleasant enough, tidy enough, and self sufficient enough. Occasionally you get those that complain, are needy or just leave the airplane a disaster.
As I got more experience in 135, I became less intimidated by the passengers, and was more willing and able to "tell them no" (in a professional way of course). I've cancelled a flight due to an intoxicated passenger, delayed a flight for 2 hours because a celebrity passenger didn't have ID and had to send someone back to the house to get it, arrived at the FBO after passengers because of min rest and then took my normal time to get ready, and made fuel stops despite passenger wishes even though we *Probably* could have made it. Rules are rules and safety is safety. I guess it could be described as taking a 121 mentality to a 135 job. Good 135 companies will back you up, and bad ones will pressure you. XOJet was a good 135 company in my opinion.
I ultimately chose 121 again, because of the time off, the eventual pay superiority, and yes, not having to do much except show up and fly the plane.

TurboDog

I use to fly part 121 and now fly part 135. The part 121 world is definitely easier, but part 135 has its perks for sure. I've found in part 135 you are actually allowed to use your own judgement to fix an operational issue where in part 121, that just wouldn't be allowed. With part 135 you are definitely doing more work, but it's also nice to have your rental car waiting for you plane side at many stops. You can actually venture out and enjoy your overnights. In the long run, work is work and the 121 benefits and salaries far outweigh that of part 135. So if you are after retirement 121 is the way to go. If putting kids through college and retirement aren't that important, then I would say part 135 does have QOL benefits that are better than 121. I will most likely go back to 121 in the next year or so


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flyingagain

What sort of upgrade time would be expected for a 7000 hour pilot with lots of 135 and 121 turboprop time but relatively light on jet time?

Smooth at FL450

Pretty quick as long as you have a good attitude.

dirtysidedown

About a year to a year and a half on the Citation side, and a bit longer on Challenger. Still goes by seniority overall unless an attitude problem is there or you have to wait to meet upgrade times.

flyingagain

Was hoping it might be quicker than that simply due to the pay cut I'd be taking in the short term. If you start on the Challenger are you able to "bid" for upgrade on the Citation? Or do they keep you on the same airframe to keep training costs lower?