Executive Fliteways looking for Pilots!
 

Executive Fliteways is a growing Aircraft Management and Charter operator located at Long Island's McArthur Airport. EFI began operations in 1981. We have a fleet of 14 aircraft including 3 GIV's, 2 Falcon 50's, 1 Falcon 900, 4 Hawker 800's, 1 LR60, 1 LR35, 1 BE-200, and 1 SK-76.

We are actively recruiting and hiring SIC's into the LR-35, Hawker 800 and LR-60. We have a "promote from within" policy whereby all promotions to PIC and larger aircraft are filled by pilots employed by EFI. We do not hire directly into the Falcon 50 and larger aircraft. Estimated upgrade to PIC is 3 to 12 months depending on the individuals ability and company needs. Pilots go through training and get type rated in their assigned aircraft at Simuflite in Dallas, Texas.

Due to our anticipated expansion, we may be able to offer experienced applicants PIC positions in the LR35 and Hawker 800.

To be considered, pilots must have a minimum of 2500TT and 1500ME. PIC applicants must have 4000TT, 3000ME, and 300 hours in type. All crewmembers must reside within a 1 hour drive of Long Island McArthur Airport (ISP). This is not a job that you can commute to.

We offer a starting salary of $45,000, full health benefits, 401K, and profit sharing. Direct entry PIC compensation depends on experiance. Over the past 12 years the profit sharing program has averaged 10% of employees annual salary!

This is the ideal position for a regional pilot looking to make the transition to business aviation.

Visit our website at www.fly-efi.com and apply on-line or
submit your resume to [email protected]

Cape Air flow through?
 

What happen to the acclaimed flow through agreement? Thats why nobody wants to fly for Cape Air, a 2 year contract to get a promised flow through and yet your advertising for SIC!! Thats SIC....

There is no promise for "flow through" on our part. We do have preferential interviewing as stated below. We actually offered employment to two pilots from Cape. The first did not pass the TSA background check and the second decided that he did not want to move. The first pilot that was mentioned is now eligible to work for us as he cleared up his history with the TSA. He is next to be hired. We are now interviewing for future vacancies.

I am certain that pilots do not go to Cape Air just to get a job at Executive Fliteways. From what I hear Cape Air has a pretty good program and the pilots that I met from there seem to enjoy their job.

EFI does not have any ties to Cape Air other than what we advertise.

You should not spew B/S unless you have the facts.

This is what is advertised on our web-site:

...............................

what BS am I suppose to be throwing at you without facts.
Only 2 pilots???? Thats the same thing someone said over there at your facilities 4 years ago. Good hunting..........

[quote=honk;151738]what BS am I suppose to be throwing at you without facts.

The "promise" of a flow through Honk.

I encourage any pilot at Cape Air that meets our pilot hiring minimums and has completed 2 years there to apply to our company. Every pilot that has gone through this program, meets our minimums, and expressed an interest to move to Long Island has gotten an opportunity to interview with us.

We have referred many pilots that have applied here that do not meet our minimums to Cape Air in the past.

Like I said in my previous post, I really do not think that pilots go to Cape Air just to get hired with Executive Fliteways.

If I am wrong, please have those pilots that you feel have not had an opportunity to apply at [email protected]. Make sure that they make note of the Pass Through Program.

Company Questions
 

[quote=fly-efi;151807]
What seems to be your competitive minimums from the applicants that you have seen recently? Is the 2500 / 1500 a fair shot or just a bare minimum? Also, you say that you cannot commute to this job, so is it on call 24 / 7, or do you have a 4 on 3 off / seven and seven type of schedule? Sorry for so many questions, just don't know much about the company.

Thanks
VT

[quote=VTcharter;151926]2500TT/1500ME is our SIC minimums. These minimums are imposed by independant auditing companies that work on behalf of our clients. As far as competitive minimums are concerned all I can say is that it is really based on prior experiance and attitude.

We are an aircraft management company that manages aircraft for corporations and individuals. We do on demand charter when the aircraft are not being used by their owners. Our average pilot works 15 days per month. Whenever you are not on a day off or flying you are considered on call.

Pilots have a minimum of 8 days off every month. It is not a job that someone can successfully commute to. Not many pilot jobs in the corporate arena allow for commuters. Not even the fortune 500 flight departments.

Feel free to PM me if you have any other specific questions.

The Love of Flying
 

[QUOTE=fly-efi;151962]I love flying and miss it dearly everyday. I have the flight experience you mentioned but man that schedule would be ruff. I had a job like that and remember a time when I had to leave a cart full of groceries while waiting in line because my pager went off. I could never get more than 30 minutes away from the airport, couldn't go to a movie, couldn't take a long walk. Everything I did had to be accomplished within 30 minutes of arrival at my airport. It is like being on reserve 24/7

I have a similar opportunity at a a former employer however they only pay LJ35 captains 45K. FO's make much less.

SKyHigh

[quote=SkyHigh;155095]The on call thing is never fun. We staff each aircraft with three pilots so the QOL is a little better than you describe. Immediate trips are few and far between. The schedule is pretty predictible as pilots can see which aircraft is flying when on the web-based system that we have in place. 45K is what we start F/O's at in our entry level aircraft (LR35, Hawker, LR60).

Better
 

[QUOTE=fly-efi;155105]I am sure that your company is much better especially since you don't offer air-ambulance. Getting jerked awake at two in the morning twice a week was aweful. :mad:

SkyHigh

I'm trying to figure out what you are saying about PIC in the Lear. IF you have the other mins and 300 hours in type you may get hired as a PIC. If you do not, but then get the 300 hours as a SIC, would the upgrade be that fast? I think you said the PIC pay is dependant on experience, what if you upgrade from within? Full medical benefits, does the employee contribute or is it paid all by the company? I work for Cape Air and I'm just looking for information. I attended your briefing two years when you guys came to visit. You look like a great place to work, I just can't move to LI for 45K.

Thanks,

Sack

Thats a lot of ?'s

We rarely hire direct entry PIC's in any of our aircraft. Someone with 4000TT/ 3000ME 300 hours in type (LR35 or Hawker), and previous 135 experiance may be considered as a direct entry PIC. Threre is not a need for this at the moment but I am gathering a pool in the event we get a few new managed aircraft in a short period of time.

Our upgrade has been averaging about 14 months. This may be less as we add more managed aircraft. Seniority plays a part in upgrade but is not over riding. A persons ability, attitude, and experiance is what we are looking at.

Health insurance. Typicall the company pays 50% and the employee pays 50%. Some aircraft owners pay 100% of the health insurance. It depends which account you are on. The entry level aircraft owners generally do not pick up the other 50%. This is done more in the Falcon's and GIV's.

We really have not gotten many Cape Air pilots come through. I have 1 in the pool right now that I hope to hire soon.

Hope this answers your questions..

Thanks for your answers. And one more question; what is the PIC pay for your various aircraft?

Thanks,
Sack

The pay ranges depending on which account. Captains on the smaller aircraft range from 65K to 85K and the larger aircraft can go over 140K.

Thank you for your time.

On call is on call, sounds like crap spelled with a different name.

Thanks for the clarification on this.

There are not many corportate flight departments, including the fortune 500's, that will not fly an airplane when the boss wants to go because a pilot has a day off. We have days off but we do not have a defined schedule as the trips change daily. Someone has to fly the airplane when a trip comes up. Most trips are scheduled in advance some are not. Thats why people buy and charter airplanes.

It is the nature of the business. If you feel it is "crap" than you should stay out of corporate aviation.

This forum is a good source of information for many pilots. There is no need to flame me or my company. I am just trying to expand my search and inform those who visit this forum of our company and what we have to offer.

What about your competition on the Island that offers a schedule( Excelair, Summit). There are plenty of 135 and corporate departments that offer definitive schedules. To say that if your not willing to get up and run to the airport anytime the boss calls, you should stay out of corporate aviation is just wrong. Are the Fractionals considered corporate aviation? They offer very good schedules with competative benefits.

I was referring to the previous post where the schedule was referred to as "crap".

We staff each airplane with three pilots. One pilot will be off while the other two are either covering or flying the airplane. If the airplane is sitting and two pilots are covering it then they will be called if a trip "pops up". This does not happen often. The majority of the time you will know what you are doing a day or two in advance.

The pilots at the fractionals do have a good day off schedule but I guarantee you that when they go to work they do not have a difinitive schedule as to where they will be on a daily basis.

Our average pilot flys 12 to 15 days a month.

12 to 15 days really isn't that bad if your getting paid industry standards. My company only has 2 pilots per plane, so you know what that means, yes we fly every trip.... 3 pilots per plane is the perfect mix, sounds like a good stable place to work. If you guys ever come to the midwest I please make a post because I would love to check it out!

So you guys have a min. of 8 days off a month. Are these days Scheduled in advanced or are they like if you didn't fly that day that was your day off? Are the days hard days off? If they are scheduled in advance, how far in advance?

Training Contracts?
If so how long? Initial
Recurrent

I'm just trying to compare apples with apples.

Each airplane is staffed with three pilots. Lead pilot (captain), Captain, and SIC. The three pilots decide which days they want off among themselves. The lead pilot submits the days by the 15th day of the preceding month. These days get incorporated into the days off schedule and it is posted by the 20th.

2 year initial training contract. 10 month recurrent.

Is it possible to hire directly in to the GIV? If so, what are the requirements? Thanks.

All upgrades to larger aircraft come from within. We do not hire directly on to the GIV or Falcon 50.

Crap.........

Do you guys hire on a part-time basis? I will be flying for a large international airline based out of JFK starting in August and would be available late December. I live 30 mins from ISP. I will have 5-7 on, 5-7 off schedules. If so I will be glad to forward a resume.

We only hire full-time pilots. Thanks for the offer..

Application completed and email sent :)

On Call Is Not Rest
 

No disrespect intended, but those are bold statements coming from a 135 CP on a public forum. If a 135 CP feels comfortable enough making a statement like that in public, then apparently there are not enough 135 pilots out there who are aware that the law is on the side of safety in the on-call dilemma. Perhaps a few of them will read this.

There are several interpretive letters issued by the FAA regarding the definition of rest. Here is a quote from one of them, a letter from Donald P. Byrne, Assistant Chief Counsel, FAA, to Frederick G. Pappas, Jr., Director, Flight Services, Midwest Corporate Aviation, Inc. (June 24, 1991):

"[A] rest period must be prospective in nature. Stated another way, a flight crewmember must be told in advance that he or she will be on a rest period for the duration required by the regulations. In addition, a rest period must be free of all restraint....Moreover, a flight crewmember in a rest period must be free of present responsibility for work should the occasion arise." (see link below)

The US Court of Appeals, First Circuit found that interpretation of rest to be reasonable. They also found that the FAA could take enforcement action against pilots and 135 certificate holders for violating that interpretation (again see link below).

So, at the end of every 14 hours on call a 135 operator must release a pilot for 10 hours of rest if they expect him/her to be legal for another 14 hours at the beginning of the next 24. On call is not rest time! If the company assigns and the pilot accepts a flight without 10 hours of rest (that were determined in advance, were continuous, and were free from any responsibility to the company) in the 24 preceding the end of duty, then the pilot and company can (and will according to FAA Notice (again see below link)) be violated!

To give an example, if you (pilot) have been on call for 12 hours (say it's 2100) and company calls and assigns you duty from 2200 to 0200 it is a violation to assign/accept that flight. Realistically speaking (1 hour to report + 1 hour preflight + 12 = 14) at 12 hours on call, the company must give you 10 hours of rest before requiring you to report for duty.

Come on guys, stop doing this stuff for these guys. Stop risking your license, future, and life (fatigue)! If the boss wants to have a jet available to him on a moments notice, then he should hire adequate crews to handle a situation like that.


http://www.ca1.uscourts.gov/pdf.opin...9-1888-01A.pdf

Honk, you get fired or turned down by these guys? This is a management company just like all the others out there. Nothing odd. Don't like the pay or sched? Then GO AWAY and stop whining. Got a beef? Present the facts or stop whining.

It appears Honk has been banned, and therefore cannot defend himself.

SR22

Define "on-call"

I'm sitting at home, have the option to sleep or not. Can do pretty much what I want. I can also choose to accept or decline a trip. This is the typical routine of most corporate/charter pilots. So am I on duty or in rest.

So that I don't totally hijack this guy's thread, for those who want to discuss the on-call dilemma, go here:

http://www.airlinepilotforums.com/sh...ad.php?t=27617