Originally Posted by Irishblackbird

I was flying corporate as well during 911, and 2008 and fortunate enough to still hold a good paying job. Bad times in business aviation indeed. Yes they furloughed 500 pilots and they were out on the street for a good 5 years before all of them were offered a recall. They were way overstaffed at the time and hired too many pilots, thats not the case now. Why do I think it's better? How about pay for starters ($82-60k a year to start depending on scd) plus overtime you don't even have to try for, all major medical insurance is 100% covered by the company(saves a family of 4 about $5-6k a year), 56 cents on the dollar 401k match(not many companies I know of offer this), home basing so no more commuting, perdiem you pretty much pocket because you get crew food (up to 4 meals a day). Keep all your hotel points, airline miles, and credit card miles. 2 weeks of vacation to start which translats to about 6 weeks of vac time on the 7 and 7 schedule. How about the Atlantic Bucks and fuel programs the pilots benefit from, which usually translates to a couple grand or more in gift card's a year. Tell me which regional will offer as much to start. Let's not even compare work rules and the strength of a regional union to that of Netjets.

The negative. Woefully slow upgrade times, loading bags (not really that bad), stocking the provisions and wiping down the interior, not many schedule's to choose from. Never know where you will be from day to day while on duty.

If I was looking to get back in, while applying to the majors I think l'd rather hang out at a good fractional then a regional. Guess it all depends on the individuals needs. Just offering another suggestion to the OP, as he wouldn't take near the hit pay and benefits as he would going to a regional.

I don't see why you think a regional is better.... it's really isn't.

Originally Posted by wrxpilot

Going to Netjets is probably a good move for someone that wants to break into part 91. But if their sights are set on a major airline job, it’s absolutely a bad move.

Originally Posted by Irishblackbird

Different subject, the Legacies rely so heavily on their regional feed, (I believe 50% of US domestic departure's are from regional feed) how will they keep the regionals alive as it is clear they need the lift they provide from smaller markets?

Originally Posted by Wildflyin

Personally, I think that's why they have the flow programs in place. They can control an exodus by guaranteeing a spot, they just control how long it will be until you get that spot.

Originally Posted by FredFlystone

You might consider a direct entry captain at CommutAir. IAD and EWr bases, $45k sign on, CPP to United and really good training. I did DEC and started in Oct. Happy to share details if you’re interested.

Originally Posted by FredFlystone

You might consider a direct entry captain at CommutAir. IAD and EWr bases, $45k sign on, CPP to United and really good training. I did DEC and started in Oct. Happy to share details if you’re interested.

Originally Posted by rickair7777

Careful... DEC training is not for the faint of heart, especially if you're not currently flying. Relatively high failure rate, and that will set you back much further than just doing a little right seat time to get back in the swing of things.

Originally Posted by Wildflyin

I have been in command on the 135 side, and I fully understand where you are coming from. Is your recommendation to bid FO first to get time in the jet and acclimate and then try to hold captain shortly after?

Originally Posted by c402fr8er

Yes.

Anywhere that is hiring street captains is also running upgrades. Get current in the right seat and used to the aircraft as an FO before bidding captain.

I've seen way too many good people get pressured by recruiters or chase dollar signs, only to just not quite be ready. The only thing worse than them washing out, is them actually squeaking past, only to get a violation or worse on their record.

I've seen lots of guys succeed as street captains, but they generally all had one or two boxes to check. Not current, no 121 PIC, no jet time, no time in type, not all of them.

The training is good, but there is a limit to what can be trained and what you have to bring to the table. Also, at any regional hiring street captains, remember- the most experienced FO's you'll be flying with have maybe 1000 hours in their role as well.

They're JUST starting to learn how to do their job, the vast majority are in that danger-zone of 3-500 hours, where they're comfortable and confident, but don't know what they don't know. And you'll be expected to mentor and groom them into the next round of captains.

For the record, I came in as an FO, with thousands of hours of jet time under 135, PIC and SIC, no time in type, no 121 time, but current. I upgraded in 4 months. Those 4 months in the right seat were invaluable to getting up to speed with the company ops, and get comfortable in the aircraft without the pressure of command as well.

My (non existent) hat is off to those that have managed to come in off the street and thrive in that role.