Y'all are based in Fort Worth, correct?
Why isn't DAL or DFW a domicile?

Asking out of all.due.respect (it's in the Geneva Convention).

 

Obviously a subjective measure on your part - not that there's anything wrong with that. I'm sure there are lots of good 135 outfits that rarely see favorable comments online. And plenty that suck that don't experience negative public comments, and all those in between. These threads seem to simply be a genuine willingness to share, from an insider who likes his job and thinks others might enjoy working there too.

The Baker-related posts have been enough to intrigue me, as a future 121 evacuee. While most of my consideration has been for 91 and 91k, I thought a "good" 135 operation might be worth a look. A local 135 operator that flies a really cool fleet of jets (15 minutes from my house) has expressed clear disdain for ex-121 pilots. Even though my career started in their hangar with a now-defunct 135, these guys won't give me the time of day. There are plenty of other options to pursue over the next couple of years.

Baker caught my eye based on the "too frequent" posts you describe. There might be something to it, if a deeply-vested pilot is not just singing praises, but taking the time to shed light on the minutiae of the operation. The author, Chase/Roy, who is the D.O, was kind enough to have a lengthy phone chat with me during one of his layovers. Suffice it to say he was pleasant and professional, and painted a thorough picture of a day-in-the-life as a Baker pilot. Not all roses and rainbows, but a realistic view of a job that may not be for everyone. Good enough for me to explore further.

 

Going from a 121 type operation to flying 800 hours a year at a 135 is going to kill you, especially at 65+. Doing 500 hours a year of retail 135 was enough to give me second thoughts on an aviation career, doing 800+ at an airline is a cake walk.

 

I think there's a certain kind of pilot that fits well with a shop like Baker, and I commend chase for taking the time to discuss the specifics of the job - especially on a board filled with lazy 121 heathens such as myself.

My time at a 135 was a ton of fun. I didn't even mind the 'work' - there's a sense of accomplishment that comes from being such a vital part of the client's experience. I'm just at a point in my life where being gone even 4 days is more than I like.

 

Seems like high volume 135 isnt for you. Its not for a lot of folks. But for some (150 or so) its perfect. We understand that. We post on FB and other places and clearly state that its a tough job sometimes but for 135 its got the pay and tempo that some guys desire. We have lots of former 121 guys. We have also hired a few 121 guys that realized it wasn't for them. They didn't come **** all over our posts because it was a hard job, they just said thanks and we helped them along the way. So its one of these things where lots of people wont be a good fit. Chase is out here talking to the people who will be a good fit because inside Baker thats all that matters. The rest is outside noise.

We appreciate your opinions on 135 for 121 guys but we are still hiring 121 guys an they are still thriving at Baker.

Thanks!

 

Dubh,

Baker, like a lot of 135 operators used a concept of a “floating fleet”. There are no pilot bases as each pilot starts and ends his work week by getting on a commercial flight to/from his home of record, in my case SAT.

A schedule comes out (3 lines 3.5 yrs ago, now 22 lines…44 pilots) are all tracking to or from from wherever the planes are parked and the “crew swap” occurs.

We have two large mx facilities in FTW and BUY but planes only pass theough there for the regularly schedule mx checks or when a serious issue occurs requiring a ferry flight there.

With deployed mx experts in TEB, OPF, VNY, little things get taken care of before they become big things.

Pilots contribute to the high utilization by taking 17 pics each day of all tires, oxygen/fluid levels, accumulator pressures, O2 levels, tires and brake pads. This gives the DOM a first hand look at how the planes are holding up and if mx needs to be schedule.

BTW, gave up the DO position 18 months ago We made a massive improvement with my replacement!! Just a line swine now and enjoying it

 

Quote of the year.

"the health insurance is so expensive its cheaper to just pay out my training agreement and go to Baker"

Actual words of a pilot during an interview today.

Baker Aviation pays 100% of employee healthcare premiums.

Baker Aviation does not have training agreements. Why would you keep someone around that doesn't want to be there?

Baker Aviation is hiring Citation X and Challenger 300 pilots.

 

Long time 121 guy, 2+ yrs corporate beforehand, 2 yrs Part 135 afterwards. Part 135 ops is a lot different than being a 121 Captain. Some 121 guys switch and do fine, a fair amount don't. That's why some companies are very leery of ex-121 guys. Doing paperwork (planning) in the hotel at night and take a break to call the big boss (wife) - "what are you doing?" "Paperwork. Just finished a bunch, have about another 1 hour go." "You never did this at the airline." True. More paperwork in an 8 day cycle vs several months worth of flying at the airline. Typically lost a couple of pounds every 8 day duty cycle because you're busy and '3 squares a day' is a pipe dream. #1 priority is keeping the operation moving, prepared, and solving the problems of the moment/day. 121 and the plane breaks? Hard break for a couple of days? You're done. Part 135? Bad jet? You own it until relieved. Turned out to be a 3 day AOG.* Three day trip extension on a 121 trip? "We're are we going?" Tried to squeeze a round of golf in on a Part 135 AOG....and couldn't make it work. Too many juggling balls to allow me to check out for 4 hours.** The plane is your baby, you own it, hook, line and sinker, when you're in charge. There is no hand off. Contract mx shows up? It's still your jet, you are the eyes and ears of your supervisors until relieved by another company representative.

* - FO felt a slight notch in the flight control check - "hey, feel this." Subtle...but there. Got noticeably worse in a couple of flight control checks. Hmmm. Bad bearings. Very good catch by the low time FO.
** - FO got sick. ER visit, food/fluid runs, etc.

 

what are your sic mins?

 

We both have the deep.emotional.scars of being ex-Vista, so I completely understand the floating fleet concept.
I saw “domicile” mentioned upthread, thought something may have changed.