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.

totally agree with the “shiny jet” syndrome. I think my point is that if you have a job offer from them but none from the regionals it’s a no braineder? I think the OP said 3-500 hrs a year. That’s not nothing especially in a jet. Again one could always bail for the regional. It’s not often that these companies come after you if you break a contract due to time and money (don’t break it pay it out, never burn a bridge).

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.

Just re-read the OP post. If they have CJO from the regional and a good paying CFI job maybe the best plan is to wait it out.

Absolutely right. I flew non-sked for a while and some of the guys there were stuck in the right seat. Many of them never stood a chance at a mainline outfit anyway, so I guess it was better to be stuck flying there than as an FO at Brand X regional.

Agreed. From what I understand the multiple pathways through Aviate (Academy or through regional partners and flight schools) will both increase his odds and get him here much more quickly. Getting hired off the street from a Citation job appears to be much more difficult going forward.

FWIW......my class had plenty of corporate pilots in it.

Hey Pal.......Dont bring more HEAT to the party~

Hey Pal.......Don't bring more HEAT to the party~

400 hours/year is not enough flying if your goal is to get to United. I would take the regional indentured servitude job and fly as much as possible (1000/hrs/year) and get into the left seat ASAP. If you can’t get the upgrade then take a job flying a X or any jet for the PIC. The goal should be 5000TT, 1500+ jet PIC.

You can do both. The choice before you isn't like getting married.

Fly the corporate gig while you are simultaneously sending out applications to other places.

You're looking for waves to surf at the same time you are looking for the Big Kahuna.

Corporate may lead to a regional and a regional may lead to a major.

The best job you'll ever have is the one you have right now. As long as it leads you to where you are going.