Just Curious ppilot, where do you work?

 

I know at least 4 bush pilots who had careers in other fields (2 of them had a military career, a regular career and are now bush pilots). They started flying after age 35 and they all work their two week on two week off shifts and take home 70k+/year for what is essentially working 6 months.

 

Wisconsin.

 

Regret cuts both ways...

Gee I wish I had followed my dreams become a professional pilot.

Gee I wish I had Not followed my dream to become a professional pilot.

I advise against using regret as a motivator since it can go both ways. However if you are already rich and have little to loose otherwise then there are fewer reasons against it. If flying does not work out then just go back to what you were doing.

Skyhigh

 

It depends on a number of variables. Of primary importance is your career goal. Do you want to be a major airline pilot? A regional airline pilot? A corporate pilot? A flight instructor?

The short answer is, I'm an airline pilot and this is a second career for me. Additionally, I fly with many Captains that have had other non-flying careers and are doing very well with flying.

The long answer is, you should expect at least 4 years from the time you start flying full-time before you can be employed at a regional airline and at least 6-10 years before you can be employed at a major carrier. These numbers could be an underestimate and are based on ideal conditions...

 

Any updates? How is it going?

 

I started flying at 34, actually 3 weeks before I turned 35. I'm 42, have about 2200 hours, an ATP, and I fly about 5 days a week with multiple part time endeavors. I instruct (I actually enjoy instructing), fly part 135 single pilot pax carrying ops, fly for a couple of owners, and also keep my hand in my first career (engineering). I have never owed anybody anything for any training because I always paid as I went. I have turned down regional flying opportunities because of pay and QOL.

That being said, my days flying are the best in my life, second only to the time I spend with my wife. I regularly turn down opportunities to bill up to $160 per hour as an engineer for the ability to fly an aircraft, almost any aircraft. I would rather instruct in a 152 for $20 per hour than design massive mixed use developments for tens of thousands of dollars. When it comes down to it, life is about the journey, not the destination. I love to fly, and make sacrifices to be able to do that (no, I don't pft or offer to fly free when I should get paid. I do try to make the industry better ). If you love to fly too, then do it, but do it with money you have (no debt), and do it over time so you can enjoy the entire experience!

My opinion. That and a buck and a quarter will get you a cup of coffee at QuikTrip (or 7 Eleven, if you don't have QuikTrip in your area)!

 

This approach has it's advantages, you have a lot of flexibility to come and go, and your career progression is not at the mercy of an airline's seniority list.

Downside would be that it's a pretty busy lifestyle, but it depends on what you like. Also if you make a habit of flying different airplanes (especially different models) you have to really be on your toes about Mx and airworthiness, as well as ensuring that YOU know enough about the model in question. Otherwise the FAA and/or the laws of physics will catch up with you eventually.

 

You are right, Rick. This is a busy lifestyle, but I don't have young kids at home anymore, and I get to pick and choose what I fly usually. I have very little 172 time because I have positioned myself where I just didn't spend much time there. Lots of time in glass (Cirrus and G1000) and high performance stuff. It is tough going between multiple aircraft types, though. I buy checklists for the aircraft I fly so I can review speeds, etc..., prior to flight.

 

I do this too, except that I make all these checklists on my own in Excel. You can make a two-sided printable checklist for an airplane in Excel and print it out as often as you like. Making your own checklists is a little heavy on the time up front because you have to go through the operating handbook to make one but it pays off after that. Obviously anything with an approved checklist can't be substituted for, but most airplanes operating under Part 91 can.