I was simply suggesting that outside influences like NAI can impact the health/salary structure for the majors just as a a new CEO can immediately change the course of a corporate flight department, for better or worse. I'm at a major airline now, just looking at corporate options as well.

My old Fortune 500 department offered a 6% 401K match for retirement. Yes, they offered restricted stock units, but gains were taxable!

At every major airline right now the retirement consists of a 15-16% defined contribution -- not a match. No "pay to play". At some of them the profit sharing is a qualified plan which, during a good year, an add another 15% tax free to retirement.

You're talking about 30% tax free contribution on a salary of $100,000+ for a junior FO? It's hard to beat $30,000 contribution at no cost to you.


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I was 49 and left for a Legacy carrier after 20 years of corporate flying for two private and one public company. The constant dysfunction & politics eventually ran me off. There are great [emoji882] corporate flight departments out there, but very few and far between. Airline flying is not as enjoyable I have to admit, but the QOL & compensation more than make up for the BS & non transparency of corporate aviation.


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Strong words Count, thank you!

ProPilot magazine article on corporate retention during an airline pilot hiring boom.

http://online.propilotmag.com/Apr201...Item=undefined


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It will be interesting to see how this plays out in the corporate world...good article. Thanks for sharing.

There are some inaccuracies in there. Wrong percentages on retirement, he writes "match" when he means non-elective contribution (B-fund) and some of his numbers are based on minimum guarantee which is a fairy tale. Nobody has flown that little in forever. But I guess it's conservative. Still it's good to shine a light on the problem the corp depts are going to have


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I believe the word "tsunami" is correct (over the next few years). Our small department just lost one to a Major carrier...and another will likely be putting in his notice next week. Only corporate departments that realize that the competition for pilots is the major airlines (not the corporate department across the field) and adjust accordingly will
be able to retain pilots.

Not sure how this fits, but there are similarities to my situation: starting age 57, 10k+TT, 8k+TPIC, 91, 135 and 121, ... problem is last flight left seat 121, 1995. I sort of got tired of driving the bus and had started a construction/trucking business, which died in the 07 crash, been running the big road ever since. 70+k trucking, with a minimum of bs or supervision make it difficult to return, but I have this bucket list...

2 kids graduated college and two in, one senior and one sophomore left, but pretty much paid for. House almost paid off. Vested in a pension and 401k in good shape.

Talked to old commuter (regional), many old mentors have passed on, but a few still remembered me and invited me back.

However, I flew corporate in the 80's, prior to reluctantly joining a commuter due to the tax law change in 87. (lease back) I loved the type of corporate flying I used to do: Single Pilot turbo prop. What happened to all of those small one or two person flight departments? Sort of my ideal goal, maybe one or two frames with round, steam gauges, as I have zero experience with all of the new glass, FMS junk...? Little worried about that.

121 was nice in a different way, as we had everything planned for us, a very reliable support network and FA's to bring us coffee, but very boring. I just recently spent 3.6 hours in a 172 to get a current BFR, but know that I need a few months in the right seat to get comfortable again.

BTW, the house that's almost paid for is in Portland, OR and I won't be moving. Should I go for the predictable and commutable 121, or search for ... what?? I am considering DPJ, as they are commutable from PDX, but really would prefer to find a small flight department. I have substantial PIC experience in all the normal turbo props, i.e.: King Air, AC-690, Cheyenne, Conquest, as well as, in the airline world: three years Metro Captain and two years DHC-8 Captain. Zero jet experience. (unless you count the "on the job training" in LR-20 series. swingin gear on revenue flights,)

I used to think that I could always easily return to aviation, but am finding that things have really changed and dated experience is almost a handicap ... Words of advice please.
Thank you very much.

Too big to fail? I remember when Pan Am, Eastern, TWA, Braniff, and a few others thought the same thing. I've flown in part 91 and 135 operations before coming to airlines, but learned years ago to not take it for granted. This roller coaster always goes up and down.