What kind of times are corporate flight departments looking for?

Another Guy

Another Guy

New Member
Do they prefer jet time? PIC?

What would be the best way to obtain all the necessary pilot qualifications for a corporate pilot job flying business jets?
 
What he said ^ but more specifically, I stay in contact with a couple PT91 department heads that are in charge of 3-6 G550s depending on the department, and some lighter aircraft such as the Challenger 300. These departments use their Gulfstreams primarily for international long haul stuff - Europe, Asia, Australia, India, etc. and the smaller for their domestic needs. The bare minimum to have a shot with the Gulfstream shops is 3000 hours total time. Most of them also require an ATP, a PIC Jet type rating, and a Bachelors degree in whatever you want. Obviously if you have more flight time than that, you will be more qualified on paper - but to a lot of these shops, it's the attitude that matters more than the flight time. You can teach most folks how to fly, but you can't teach personality, work ethic, or dependability. Time in type helps for every shop I've talked to, and if you don't have that, then time in make helps as well (Gulfstream experience, Citation experience, etc.) They like to see 1000 hours of jet time, 1000 hours multi time, and 1000 hours PIC time. For the international big Falcon, Global, Gulfstream type shops - they want to see Atlantic crossings, CPDLC training (if your jet is equipped), international training, and a wide range of countries visited. To get this kind of experience, I would recommend going to the regionals for 1.5-2 years to build up a couple thousand hours - then transition to a Gulfstream flying PT135 company to get that international experience.

In my humble opinion, the most important piece of the corporate puzzle is NETWORKING. Most of these 91 departments hire people they know, because turnover at the good shops is rare and they want solid folks getting in the door. Get in there and start networking your ass off - be persistent, present a sharp image, and always have an updated resume with you. I've been stopping by one of the departments for 5 years and will continue to do so, because it's where I want to retire from. I wasn't anywhere near qualified for four of those years, but I've known them for a while now and I am getting within striking distance of their requirements.
 
What VlyByWire22 said is mostly dead accurate. We are a Part 91 (w/ mostly 135 OpSpecs) with two G650ER's and a F900. Our hour requirements for Capt are 5000 total time/2000 PIC/1000 multi jet/250 in type. FO is 2500 total time/500 PIC/500 PIC/500 multi jet. 4-year college degree, background check, and the rest of the things FlyByWire 22 said. We pay at the very high end of the NBAA salary surveys for type plus benefits. We have some leeway on the hours but we are somewhat constrained by the insurance company requirements.

Back in the olden days, one could "hit the bricks" and make visits to corporate flight departments. I think these days are over. Our security looks like Ft. Knox and higher-end Part 91's that I know are set up the same way. In other words, no appointment, no entry. The "bottom feeders" don't care so much, apparently. We have never had to advertise for a flight department position. Networking is everything. Every pilot we have hired was referred to us by someone we knew and respected.
 
Appreciate the responses, folks! I'm hoping to go to the regionals to build time then transition to corporate/part 135 from there.

Any tips on what aircraft would be looked upon most favorably? Obviously, it's got to be a jet.
 
Another Guy said:
Appreciate the responses, folks! I'm hoping to go to the regionals to build time then transition to corporate/part 135 from there.

Any tips on what aircraft would be looked upon most favorably? Obviously, it's got to be a jet.
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Building time at the regionals may be a good idea, but could also somewhat backfire. As has already been said in this thread, the absolute best way to get a corporate job is to network. Networking with 91/135 operators while you are flying 121 is difficult at best. You may also find yourself with 3 or 4 thousand hours unable to get anything other than a TP or light jet job because you have no 91/135 experience.

The regionals are hiring at the same experience or more as most 135 operators today. If your end goal is 91/135, then get your foot in the door early. Once you are in this world, meet people at your training events and while you're out on the road. Your next job will come because you know someone, not because you have the time.


To answer your other question though, I can only think of one plane that will have any effect on getting a private gig. The small Embraer RJ type is the same as the Legacy. I have talked to a few Legacy pilots that came straight from 121. The CRJ is only the same type as the Challenger 850 and there just are not a whole lot of those jobs around. The Challenger 600/601 is a separate type, as is the 604/605.
 
Our department likes to see jet time. We've got folks from all different backgrounds: 91, 135 freight/EMS, 142, 121 regional, and military; most of our people have a mix of at least a couple of those. Not sure exactly what our minimums are, but I think it's the typical 2500 TT/500 ME/xxx Turbine, etc... Preferred mins and "you're hired" mins are probably quite a bit higher. We've got over a half dozen aircraft, all jets.

Edit: Forgot to say that networking is definitely the key. I, and many of our folks, had resumes hand-delivered to our department head. However, we've got some recent and past hires that knew no one, so don't give up hope.
 
Another Guy said:
Do they prefer jet time? PIC?

What would be the best way to obtain all the necessary pilot qualifications for a corporate pilot job flying business jets?
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More to your point, look for a charter or fractional job that operates jets, or at least has them in the department. I started in King Airs at a Fractional, but quickly moved into the jet fleet.

There are always job listings for Beechjet, Hawker, Lear, and comparable size aircraft. If you can get a job flying in that segment of the industry, you'll already be doing pretty much the same job as the corporate pilot. You'll get a lot of good customer service experience and will face the same challenges as the corporate guys, like winter ops planning to a po-dunk airport in the middle of nowhere. Additionally, you'll be more likely to run into the corporate guys at FBOs or training, etc. to build relationships with.
 
Honestly, we are looking for the right person, not the right pilot time... Networking is Key. We were looking for a guy that would be happy to sit right seat only, maybe do 60-70 hours a year. The sucky part - no significant time building, and we don't want you flying on the side. The positive note though, target SIC pay was 70k/yr.

We are a 91 only Hawker 900xp. To be 100% honest though, we fly so little that we prefer to be on trips (chance to get away, and we have issues with landing and instrument currency).
 
Another Guy said:
Appreciate the responses, folks! I'm hoping to go to the regionals to build time then transition to corporate/part 135 from there.

Any tips on what aircraft would be looked upon most favorably? Obviously, it's got to be a jet.
Click to expand...

Yeah. No one cares about turboprop PIC time.

TUCKnTRUCK said:
Honestly, we are looking for the right person, not the right pilot time... Networking is Key. We were looking for a guy that would be happy to sit right seat only, maybe do 60-70 hours a year. The sucky part - no significant time building, and we don't want you flying on the side. The positive note though, target SIC pay was 70k/yr.

We are a 91 only Hawker 900xp. To be 100% honest though, we fly so little that we prefer to be on trips (chance to get away, and we have issues with landing and instrument currency).
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The only problem is that an SIC making 70k will likely be close to topped out when walking onto the property, and flying 60 hours a year isn't going to help his career any long term.
 
mojo6911 said:
Yeah. No one cares about turboprop PIC time.



The only problem is that an SIC making 70k will likely be close to topped out when walking onto the property, and flying 60 hours a year isn't going to help his career any long term.
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Would all depend how long the job stays around. Eventually (3-5 yrs?) we will need another Captain. No ATP needed, so eventually there would be a left seat spot... And then a whopping 120 hours a year. Starting CA pay was above the "High" NBAA salary study by a fair amount for a 900 of 91. It's a gamble though... Plane goes away and the. Your stuck.
 
TUCKnTRUCK said:
Would all depend how long the job stays around. Eventually (3-5 yrs?) we will need another Captain. No ATP needed, so eventually there would be a left seat spot... And then a whopping 120 hours a year. Starting CA pay was above the "High" NBAA salary study by a fair amount for a 900 of 91. It's a gamble though... Plane goes away and the. Your stuck.
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Yup
I've always been fearful of the job that is flying one jet for one guy.
 
bucksmith said:
Yup
I've always been fearful of the job that is flying one jet for one guy.
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It's a good fear to have. 7 years seems to be about the average. If he still has the Jet after 7, you very well could be set for a long time.

I was very picky when I took the job. My family has personally history with the owner, and traditionally he has rewarded loyalty very well. If you are in his trusted circle, you'll make out pretty well. It's the little things- I.e holidays. They make sure that we can always make the airline home to spend it with family. If we have a quick turn (late arrival, early departure) he will ask us what time we can depart, and arrange his meeting to meet that. Bad weather? Let's go get dinner guys and see if it clears. Always nice and pleasant. My wife was going through some more medical stuff- they called her to see how she was doing, and got a contract pilot without asking if I wanted the days off etc.

Seems like the single owner jets can be big risk/ big reward. If you get lucky, it's a career place. If not.... It sucks.
 
TUCKnTRUCK said:
It's a good fear to have. 7 years seems to be about the average. If he still has the Jet after 7, you very well could be set for a long time.

I was very picky when I took the job. My family has personally history with the owner, and traditionally he has rewarded loyalty very well. If you are in his trusted circle, you'll make out pretty well. It's the little things- I.e holidays. They make sure that we can always make the airline home to spend it with family. If we have a quick turn (late arrival, early departure) he will ask us what time we can depart, and arrange his meeting to meet that. Bad weather? Let's go get dinner guys and see if it clears. Always nice and pleasant. My wife was going through some more medical stuff- they called her to see how she was doing, and got a contract pilot without asking if I wanted the days off etc.

Seems like the single owner jets can be big risk/ big reward. If you get lucky, it's a career place. If not.... It sucks.
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Very well said. Great to hear about your guy, I love to hear those stories!
 
Is not having a bachelor degree an automatic nope with the companies wanting them?


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