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Old 05-23-2017, 08:27 AM   #11
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Originally Posted by BoilerUP View Post
I was CP of a small 91 flight department (one Citation, one Cirrus) and greatly enjoyed the job and the experience.

There were a few things that were a PITA - battles that you really shouldn't have to fight, created by people that either refused to say "No" previous to you or somebody who knew just enough to form an opinion - but in the grand scheme I had an excellent boss who understood the limitations (and realities - $$$) of operating turbine aircraft and largely left me alone to manage as I saw fit.

Airplanes were impeccably maintained.

All expenses on AMEX Platinum card, nothing reasonable was ever questioned ("unreasonable" expenses were explained and rationalized). Cleaned oil off the belly of our Cirrus every so often but never cleaned the jet more than wiping bugs and spot stain removing in the cabin. Never did "b-work".

HMFIC was very good to me, flexible with family health concerns.

So why did I leave? I was in my very early 30s working for a principal who was in his late 50s and basically topped out on earning potential, and didn't want to miss a massive hiring wave and end up looking for work when my children were nearing college.

I appreciate that experience, and I'm a better pilot for it.
That's a great turn of events. Congrats. Seriously.

Agree 100% with the precedent of the owners never being told "no". It's a balancing act. You have to remember why they own an airplane and accommodate as much as the situation allows, but you also have to be mindful of "if we do it this once, they'll expect it every time..."

So wait, what was the question? Need more coffee...
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Old 05-23-2017, 03:04 PM   #12
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I have flown a citation for 7 yrs for my current company and have flown corporate for a total of 22 yrs. I also have done the regional airline thing for a couple of years prior to the "Great Recession" and was furloughed.

In my current job I do the following:

Fly 550 hrs/yr.
Fly average of 17 days/month.
On call 24/7, except for 2 weeks vacation.
Fly 1 to 2 weekends/month.
110 overnights on average.
Keep plane and hangar clean.
Provide my own line service. (towing, fueling, lav, etc.)
Manage/schedule all maintenance.
Line up all rental cars for pax and self.
Stock galley supplies, provide catering on request.
Do all trip/flight planning.
Approve all invoices relating to plane/hangar.
Keep up all necessary subscriptions/pubs.
Arrange all training.

This is somewhat typical of the jobs that I have held on the corporate side.

My salary is in line with a Captain at a decent regional but I don,t have to commute, which is what keeps me coming back. Plus I'm in my 50's so what airline would want me ?

If I were young I would go the 121 route.
Hope this helps.
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Old 05-23-2017, 04:33 PM   #13
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My salary is in line with a Captain at a decent regional but I don,t have to commute, which is what keeps me coming back. Plus I'm in my 50's so what airline would want me ?

If I were young I would go the 121 route.
Hope this helps.
UPS has hired several in their 50s and one 60 year old I believe.
Not that I would recommend a change, just letting you know it wouldn't be hopeless.
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Old 05-23-2017, 11:05 PM   #14
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I want to thank everyone for their input. It is a certainly a big decision and I appreciate the different points of view.

While there are many different things we look for, I think given the chance, many would potentially take a job with a good company and QOL like the one “Falcondrivr” has. Those jobs unfortunately (for those searching) have a very low turnover rate. Even on what seems to be a descent (but not fortune…anything) company at first glance, I’m finding that having a family, the potential for earnings over the long-term, retirement and travel benefits with the airlines are weighing much higher than I previously thought. While commuting is not high on my list of priorities, those other factors are making me lean away from the part 91 world to try my hand at the 121 world. Could be a false sense of security but hopefully, it will pay in the end.
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Old 11-10-2017, 03:39 PM   #15
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I want to thank everyone for their input. It is a certainly a big decision and I appreciate the different points of view.

While there are many different things we look for, I think given the chance, many would potentially take a job with a good company and QOL like the one “Falcondrivr” has. Those jobs unfortunately (for those searching) have a very low turnover rate. Even on what seems to be a descent (but not fortune…anything) company at first glance, I’m finding that having a family, the potential for earnings over the long-term, retirement and travel benefits with the airlines are weighing much higher than I previously thought. While commuting is not high on my list of priorities, those other factors are making me lean away from the part 91 world to try my hand at the 121 world. Could be a false sense of security but hopefully, it will pay in the end.
You can always go back. If you go to 121 now you'll HAVE to retire by the time you're 65. But if at that point you want to keep flying, and still feel in good shape, got your medical, etc. You can get yourself a part 91 job. Lots of companies look for the grey hair and 20k hours of experience to fly around the owner, CEO, CFO, and important clients. It is easier to go from 121 to 91 than the other way around. I was in your shoes a couple of years ago, decided to go 121 and build some jet time, eventually part 121 jet PIC time, and then figure out if I want to stay with the airlines or go Corporate.

Surely having jet PIC time, won't hurt if you're looking to fly a King Air, Citation, Challenger, Gulfstream, etc.
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Old 11-13-2017, 10:41 AM   #16
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I graduated in the fall of 2001, so my choices were extremely thin walking straight out of college with a degree that was about as useful as toilet paper after that fateful day. I was hired into the right seat program at what was then, GE Capital Simuflite. I worked mostly in Lears and other light aircraft for over a decade, charter and 91 alike. I was given an opportunity 6yrs ago to fly a Global after many years networking and sharpening the resume'.

Today, I am currently a captain for a Fortune 200 outfit making 4th Year Captain pay at FedEx with one week on, one week off schedule & a month of vacation a year. Great right? I say all this in jest because I'm sitting at 38yrs old, looking at what the retirement among places such as Delta, FX or UPS are currently offering. It is light years better than what is currently offered at my current employer. The stability is slightly better at my current company as they have had a department nearly 60yrs without any layoffs.

But yet I still peek over the proverbial fence.

Without knowing your age or experience, I would tell you to go the 121 route, simply too many retirements and not enough folks to fill them. At any quality corporate department, you will have SOP's, ERP's & Company Ops Specs like many before me have stated. That should be the least of your concerns as if they don't, run the other direction. Times have changed, and a vast majority of upper management understands the value of safety and compliance.

Either way I think you are in a great position for the future. Keep us updated on what you decide and & best of luck!


Quote:
Originally Posted by Lvflying View Post
Hello Everyone,

I am new to both the forums and corporate flying in general. Looking for information and personal experiences from those who don't mind sharing. Especially (but not limited to those with experience on Citations and Challengers). I have an offer from a regional but am also interested in corporate part 91 flying.

While I understand that there are good and bad things to everything and a wide range of experiences and opinions, here is what I'm looking at:

1. Airlines: Pretty structured flying and procedures intensive. Low pay initially but worth in on the long run. Can become routine.

2. "Charter/135": Fairly structured as well. Interesting destinations which keep you on your toes and provide variety. Descent pay at times but some may take to interpreting rules loosely in the interest of profit (enough said).

3. Companies with flight departments flying part 91: While some have very capable planes, they have the least regulation. Potentially, good pay. Also, very high potential for fun/interesting flying.

I'm very drawn to the "airlines" because of the income potential after paying my dues for a while and the greater adherence to procedures and safety. At the same time, I believe that could also be found with a part 91 operator and potentially have a better schedule right from the start, BUT, am a bit skeptical as profit seems to at times override safety and regulations making for not so fun moments (again POTENTIALLY). So with that......

Do these part 91 operators generally listen, are reasonable when input is given regarding safety or being mostly type A and results driven, they disregard advice?

Experiences flying the CE-500/560, Challenger 604

Any experiences are welcomed as are any things to keep in mind which could help me find out culture, safety, and general environment of a potential part 91 company.

Thanks to everyone in advance....
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Old 11-14-2017, 11:49 PM   #17
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Originally Posted by galaxy flyer View Post
My department ran pretty much like my AMC squadron as to rules and scheduling, including set crew rest times, post-trip recovery days and monthly hard days off. We also had a scheduled 36-hour break every eight days. It helped that we were mostly ex-service.

Some of the most interesting and demanding flying, too.

What Falcondrvr is true.

GF
Same here and pretty much the same as what Falcondrvr said.
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