trescommas

To each their own is true. I am fortunate to have a corporate 91 job where I don't have to worry about my phone on days off, and don't have "a boss", so much as a department of pros who handle it when other pilots are off duty. I also learned a long time ago to never try to tell an airline jock that they don't have the best job in the world

The dude

I don't think I have the best job in the world, but having flown at the regionals, a very good part 91 Corporate gig, and the majors, I don't hesitate to say I found my spot.

FedEx call yet?

MaxPowers

I've done both . . . 91/135 jets and National/Major 121. I like both, but here's my take-

1) Corporate flying is more fun. Trips to more varied places, more challenges in planning and executing trips. Being contactable on days off, and difficulty getting time off for family things was something I tolerated as a younger, newer Pilot, but am not as willing to endure now.

2) The worst flying at the major airlines as a newhire or junior Pilot, most closely represents a decent corporate or 135 gig- hard days off, but no idea what to expect for the days you are assigned to fly.

3) Once you hold an actual LINE at an airline (generally takes about 10-30% off the bottom of the seniority list in your base/equipment/seat, depending on your airline's staffing method) the difference is night/day. You can trade your trips with other pilots or with the Company, trading in and out of trips until 48-72 hours before the trip starts. Once you report, you generally know every leg you will fly and where you will overnight, unless weather starts creating havoc, or something happens to force a change. On your days off, no one will call you, and if they ever do, you are not required to answer the phone, or to call them back, period.

Drawbacks- Loading canned flight plans and flying 3-4 (or more) flights a day gets pretty old for me. They also take a lot of the Captain's authority and distribute it to people who aren't even on board- Dispatcher, Ops Agent, etc. The Captain loses authority but retains responsibility. The Airline will often sacrifice a Pilot to the FAA to save themselves from a violation or penalty, and, while hopefully, the Union can get it resolved, you are definitely under closer scrutiny than a 91/135 guy whose plane doesn't snitch on him if he moves the flaps while taxiing or decides not to use Max auto-brakes on a dry runway.

So, in my humble opinion, corporate flying is more fun, and often more challenging (circling approaches at an uncontrolled field?) but I decided to trade the fun for the schedule and pay of a 121 carrier. As senior FO, I can count on 17-19 hard days off a month, so I'm willing to fly my ass off on the 13 days I'm working, and forgo the Tellurides and and Aspens until I'm on vacation or just off work.

Best of luck whatever you all decide to do.

ZapBrannigan

Agree 100% with MaxPowers. I'll also add that the seniority list means you always know the rules to the game. Promotions and layoffs happen by the number, not by random chance or the chief pilots golfing buddy.


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Lear333

If I got upgraded by the company, and I have not yet gotten a raise by the owner. How do I approach asking for it, without sounding like I am going to leave?

I got offered quite a bit higher pay, but with a baby on the way, I do not want any chaotic job changes.

Vital Signs

Childern require a lot of money. I am not saying to leave current job, but do what is best for your family.
Which job has best stability, benefits, pay and understanding time off when your new baby is sick and needs to be taken care of?

Lear333

The current one has great stability and QOL, not too sure about the new one just yet. I'd like to stay at my current one, just with a raise to PIC pay. I was hired as an SIC with the idea I would upgrade to co captain.


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undflyboy06

Have you been involved with any projects in the department; fuel savings program, electronic flight bag, standardization, etc?

That will help you a little when you're trying to sell your point about a raise because I think that stuff gives you more worth in the department. Industry surveys will also help you provide proof to what you are requesting.

Unfortunately in this part of the industry I have heard a lot of people on here say that sometimes the only way to get a decent pay raise is get a new job because it ultimately depends on the owner.

Milksheikh

Its been a while since this threads seen any activity. I came across this article today and was just wondering if anyone had any info on departments hiking salaries to retain pilots lately. It seems as if the vacuum of corporate guys going airlines simply due to the pay disparity is only going to get worse as hiring ramps up at the majors. I can't say I blame them either. Why top out at about 150k (not completely sure of this number but just a guess based off the salary surveys) when you can make that within 2-3 years at several of the majors and ultimately more than double that number. I get its not all about the money but I have to believe there are a lot of corporate guys with apps in at the majors waiting for a call.

https://www.reuters.com/article/us-a...-idUSKBN1DI005

Boeing Aviator

Question from a Legacy airline guy. Apologize if this was already discussed. I’ve never seen this issue discussed in these type of threads before.

What Long Term Disabilty benefits are common in the corporate pilot world?

The folllwing are the current LTD benefits at the big 4 airlines.

AA

60% of average monthly compensation for last 12 months or highest calendar year of past five to a max of $8000 per month.

DAL

50% final average earnings No Cap - plus 32% 401K company contribution.

UAL

50% monthly income to a max of $8000.

SWA

66 2/3% of earnings to a max of $18,750 monthly.

All above are are paid tax free to age 65 and pay out if you can’t hold a FAA Class 1 Medical.

Also no restrictions or deductions from benefits if you work anywhere in any other job other then pilot.

At United we start negotiations early soon with a joint goal between union and management of reaching a deal by our current contract amendable date of Jan 19. I would hope we would match DAL’s if not at least reach SWA’s LTD program.

Most of us want to fly to retirement age, but unfortunately we all know a percentage of pilots Medical out. What protections do corporate pilots have in this regard?

Lastly, in the airline world (for those of us with a union & contract - most) you can’t be terminated without “just cause” with a union and contract. Without union protection it’s hire and fire at will. Unless you can prove some sort of illegal discrimination. You could legally be fired for anything other then illegal discrimination. That can be difficult standard to prove and that’s the employeees responsibility. In a union, while you can be fired it’s a very difficult standard and if you are fired your guaranteed binding arbitration in which you have a good chance of getting your job back with back pay.

Not attempting to brag just trying to bring forth important considerations (especially for young pilots that have 30 plus years of career flying ahead of them.) Maybe This doesn’t seem like an important consideration to the younger guys who really don’t think about these as much as us older guys in there 40’s, 50’s and even early 60’s.