Advice for an aspiring United pilot
04-13-2021 | 07:01 AM
#12
On Reserve
Joined: Nov 2016
Posts: 73
Likes: 2
From: 777 FO
Is there a commitment term for getting the type rating, i.e. 1-2 years locked in or they have to pay some of it back?
That might take a big bite out of the $120K salary gains if they decide to leave for a regional before the end of the term...
That might take a big bite out of the $120K salary gains if they decide to leave for a regional before the end of the term...
04-13-2021 | 07:35 AM
#13
Gets Weekends Off
Joined: Feb 2013
Posts: 391
Likes: 0
From: CRJ200; FO
My college roommate is currently sitting at ~2000 hours as a CFII, and is waiting to hear from the couple of regionals he had CJOs from last year pre-Covid. He was just offered a position flying SIC (with a PIC type rating paid for) in a Citation X as a Part 91 operation with his current company - making around $120,000 total (CFI +Citation) and flying around 350-400 hours per year. He would continue in his role as CFI and be given some administrative duties to comprise the rest of his salary.
His long term career goal is to make it to United, and he's wondering if he needs to turn down this job and wait on the regionals to call, or if he'd set himself up better by taking the jet job. If taking the jet job, how long should he be there before attempting to move on?
Any thoughts or advice?
His long term career goal is to make it to United, and he's wondering if he needs to turn down this job and wait on the regionals to call, or if he'd set himself up better by taking the jet job. If taking the jet job, how long should he be there before attempting to move on?
Any thoughts or advice?
a bird in hand is worth two in the bush. Does your roommate have a class date with a regional? In my January class there were 2 straight corporate and at least 3 charter (NJ, XOJET). I myself came from XOJET as well although I had about 2000 regional 121 as well from way before. I would be on the side that the airlines have finally began to see they have been missing out on a vastly qualified pool of pilots from 91/135. I also know that in the two classes before me there were other XOJET pilots and I believe a Wheels up.
Take that for what it’s worth.
04-13-2021 | 07:54 AM
#14
Gets Weekends Off
Joined: May 2009
Posts: 3,076
Likes: 3
From: The GF of FUPM
If you want a seniority number at a decent major, go to a regional and start applying to majors the day you finish your initial check out. Fly your ass off and keep the resume flowing out. If you can get a job at a 121 non-sked that flies bigger planes, jump to that.
Seniority, seniority, seniority. Over a 30+ career, it makes a huge difference.
Seniority, seniority, seniority. Over a 30+ career, it makes a huge difference.
04-13-2021 | 07:57 AM
#15
Prime Minister/Moderator
Joined: Jan 2006
Posts: 44,888
Likes: 684
From: Engines Turn or People Swim
Caveat... get some PIC at the regional before you jump to non-sked, or make damn sure you can upgrade QUICKLY after you jump. Getting stuck in a slow seniority system with no PIC could marginalize you for years.
04-13-2021 | 08:00 AM
#16
Gets Weekends Off
Joined: Feb 2013
Posts: 391
Likes: 0
From: CRJ200; FO
a bird in hand is worth two in the bush. Does your roommate have a class date with a regional? In my January class there were 2 straight corporate and at least 3 charter (NJ, XOJET). I myself came from XOJET as well although I had about 2000 regional 121 as well from way before. I would be on the side that the airlines have finally began to see they have been missing out on a vastly qualified pool of pilots from 91/135. I also know that in the two classes before me there were other XOJET pilots and I believe a Wheels up.
Take that for what it’s worth.
Take that for what it’s worth.
04-13-2021 | 08:09 AM
#17
Gets Weekends Off
Joined: Jul 2017
Posts: 1,030
Likes: 0
My college roommate is currently sitting at ~2000 hours as a CFII, and is waiting to hear from the couple of regionals he had CJOs from last year pre-Covid. He was just offered a position flying SIC (with a PIC type rating paid for) in a Citation X as a Part 91 operation with his current company - making around $120,000 total (CFI +Citation) and flying around 350-400 hours per year. He would continue in his role as CFI and be given some administrative duties to comprise the rest of his salary.
His long term career goal is to make it to United, and he's wondering if he needs to turn down this job and wait on the regionals to call, or if he'd set himself up better by taking the jet job. If taking the jet job, how long should he be there before attempting to move on?
Any thoughts or advice?
His long term career goal is to make it to United, and he's wondering if he needs to turn down this job and wait on the regionals to call, or if he'd set himself up better by taking the jet job. If taking the jet job, how long should he be there before attempting to move on?
Any thoughts or advice?
04-13-2021 | 08:21 AM
#18
Banned
Joined: Aug 2019
Posts: 1,244
Likes: 0
Your “friend” would be crazy to turn down a 120k job. A gig like that is better than being at a regional any day. The reason you go to the regionals is because you have no other options or you know for sure you already have an in at United and just need the time. So if it doesn’t apply to you, please don’t turn down all that money and QOL to be sitting reserve in NY
04-13-2021 | 08:51 AM
#19
— No Relief On Scope —
Joined: Mar 2015
Posts: 4,536
Likes: 308
From: B737 Left Seat
I spent the Lost Decade at a regional where I couldn’t upgrade.
I bailed to a corporate gig for nearly nine years until hiring started up again. By that time, I had the required 1000 TPIC, three type ratings, and a lot of experience in a multitude of roles.
The airlines in 2015 were looking at more than just 121 time.
Of course, the diverse experience of the mixture of 121 and Part 91 over 16 years isn’t the same as an entry level corporate pilot.
A $40K type rating has value, yes. One must consider the long game here—and upgrade times at a regional are relatively short compared to the Lost Decade where upgrade times were either very long or non-existent.
Be sure to read the fine print as far as training costs and service commitment.
How much flight time will you get in the next three years in a corporate jet? Captain seat may be limited by company insurance requirements (mine was 3000 total and an ATP).
While any jet experience is valuable, a regional pilot will be immersed in Part 121 and fly 500-800 hours a year without question.
The corporate gig will fly much much less and spend more time waiting on passengers. It’s also tougher to build time at Mach .92.
When the next hiring wave happens, you need to be in the position to apply with competitive credentials, and all indicators point to the next five years.
Corporate may not be the path at this time for that candidate.
Be wary of the old “shiny jet” syndrome, and focus on the long game’s goals.
I bailed to a corporate gig for nearly nine years until hiring started up again. By that time, I had the required 1000 TPIC, three type ratings, and a lot of experience in a multitude of roles.
The airlines in 2015 were looking at more than just 121 time.
Of course, the diverse experience of the mixture of 121 and Part 91 over 16 years isn’t the same as an entry level corporate pilot.
A $40K type rating has value, yes. One must consider the long game here—and upgrade times at a regional are relatively short compared to the Lost Decade where upgrade times were either very long or non-existent.
Be sure to read the fine print as far as training costs and service commitment.
How much flight time will you get in the next three years in a corporate jet? Captain seat may be limited by company insurance requirements (mine was 3000 total and an ATP).
While any jet experience is valuable, a regional pilot will be immersed in Part 121 and fly 500-800 hours a year without question.
The corporate gig will fly much much less and spend more time waiting on passengers. It’s also tougher to build time at Mach .92.
When the next hiring wave happens, you need to be in the position to apply with competitive credentials, and all indicators point to the next five years.
Corporate may not be the path at this time for that candidate.
Be wary of the old “shiny jet” syndrome, and focus on the long game’s goals.
04-13-2021 | 10:21 AM
#20
Gets Weekends Off
Joined: Feb 2013
Posts: 391
Likes: 0
From: CRJ200; FO
I spent the Lost Decade at a regional where I couldn’t upgrade.
I bailed to a corporate gig for nearly nine years until hiring started up again. By that time, I had the required 1000 TPIC, three type ratings, and a lot of experience in a multitude of roles.
The airlines in 2015 were looking at more than just 121 time.
Of course, the diverse experience of the mixture of 121 and Part 91 over 16 years isn’t the same as an entry level corporate pilot.
A $40K type rating has value, yes. One must consider the long game here—and upgrade times at a regional are relatively short compared to the Lost Decade where upgrade times were either very long or non-existent.
Be sure to read the fine print as far as training costs and service commitment.
How much flight time will you get in the next three years in a corporate jet? Captain seat may be limited by company insurance requirements (mine was 3000 total and an ATP).
While any jet experience is valuable, a regional pilot will be immersed in Part 121 and fly 500-800 hours a year without question.
The corporate gig will fly much much less and spend more time waiting on passengers. It’s also tougher to build time at Mach .92.
When the next hiring wave happens, you need to be in the position to apply with competitive credentials, and all indicators point to the next five years.
Corporate may not be the path at this time for that candidate.
Be wary of the old “shiny jet” syndrome, and focus on the long game’s goals.
I bailed to a corporate gig for nearly nine years until hiring started up again. By that time, I had the required 1000 TPIC, three type ratings, and a lot of experience in a multitude of roles.
The airlines in 2015 were looking at more than just 121 time.
Of course, the diverse experience of the mixture of 121 and Part 91 over 16 years isn’t the same as an entry level corporate pilot.
A $40K type rating has value, yes. One must consider the long game here—and upgrade times at a regional are relatively short compared to the Lost Decade where upgrade times were either very long or non-existent.
Be sure to read the fine print as far as training costs and service commitment.
How much flight time will you get in the next three years in a corporate jet? Captain seat may be limited by company insurance requirements (mine was 3000 total and an ATP).
While any jet experience is valuable, a regional pilot will be immersed in Part 121 and fly 500-800 hours a year without question.
The corporate gig will fly much much less and spend more time waiting on passengers. It’s also tougher to build time at Mach .92.
When the next hiring wave happens, you need to be in the position to apply with competitive credentials, and all indicators point to the next five years.
Corporate may not be the path at this time for that candidate.
Be wary of the old “shiny jet” syndrome, and focus on the long game’s goals.
my take would be if the contract were only for a year then it’s a good deal. If it’s longer then maybe consider. These type of contracts will be prorated too so wouldn’t be the full cost. Trying to put myself in the shoes of the roommate. The ink on my CFI was still drying when the recession happened and I would have killed for this vs working in a factory, grocery store etc. for almost a year.
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