Becoming a corporate pilot?

TFaudree_ERAU said:
I've come across a few corporate pilots that are at gigs that are as bad, if not worse than charter.
Click to expand...

True. Since part 91 runs the gambit of one plane operators all the way to multi-national Fortune 500 companies pilot jobs vary as well.

Worst case that single plane owner-pilot may run his copilot ragged pushing the part 91 envelope with regard to duty/rest all without meaningful SOPs.

On the other end of the spectrum are corporate departments with many airplanes that run like miniature airlines with scheduled days off, duty/rest requirements that are better than Part 121, strong SOP and crew standardization and a robust safety culture driven by an SMS and insured by ISBAO certification.

It's unfair to characterize 135 as the only scumbag bizjet operators but it is essential for young pilots growing up in this industry to understand the differences between 91, 91K, and 135. All 3 may fly the same "type" but couldn't be more different from a pilot perspective.
 
I do not know how to find a job as a corporate pilot so I cannot be of much assistance, I guess. Our family owns and flies a G550 about 400 hours/year with 60 or so overnights. We think (hope) we treat our pilots well and I can assure you that the last thing we want is for either of them to leave. We pay above the top reported income for 550 pilots, have good benefits, and demand a strong safety culture from our pilots.

Both our pilots are in their 30s, both are ex-Air Force (one was a C-37B pilot/instructor, the other a C-17 aircraft commander and instructor). Both came to our attention at the time we were considering the purchase of the 550. They'd worked together, flown together and felt they worked well as a team. And it was a case of networking. The C-37B pilot we met in Savannah while visiting Gulfstream. We're very happy with our choice.

I guess we're not likely to hire a third pilot, though it might simplify things. Our Captain has identified a couple of high time G550 pilots that he trusts, and in the event of vacation, illness, etc. we pay day rates for these guys.

I agree with the comments above, regarding networking. It is the ONLY way you'd ever get into a flight department like ours. But I also believe that most young pilots looking for corporate seats don't have much of a clue as to what that means. We've frequently seen young pilots approach passengers deplaning from our airplane with questions about hiring, the flight department etc. Don't ever do this. It will NOT get you the slightest benefit and it will probably make people nervous.

Feel free to talk to my pilots in the pilot's lounge. They won't mind. If they tell you we're not hiring and if we were it wouldn't be someone off the street, it is a good idea to drop the subject. They assure me that they have long memories.

In all likelihood, if we hire again it'll be one of the temps we've used in the past (there have been three, two I would consider, one not). All three were excellent pilots, worked well with my crew, but the one I woiuldn't consider showed up late for a return flight from Munich and dismissed his lateness as a result of oversleeping in a "cat house". One of the things that I like about our crew is that they are both family men, devoted to their wives and kids. I guess what I'm saying is that if you are going to expose your personal life to a potential employer, make sure that he/she/it shares your values and won't condemn your behaviour.

Anyhow, that having been said, I wish you all well in your pursuit.
 
Thank you for the excellent writeup Marcus. It is great to get the insight of the aircraft owner on this discussion. Your discussion also brings to light that there are a few subsets to Corporate Aviation. One of which is the family owned airplane that you described. The purely family owned airplane often presents a totally different dynamic for the pilots than a purely corporately owned airplane.
 
nice stuff Marcus, Yes I see that most of the corporate family and bussiness flying is mostly word of mouth. It also appears to me that these jobs want pilots of high moral, and ethical backgrounds and guys/gals that are stable (usualy means family). "Stable pilots" usualy are thinking long term as it applies to staying with a company, and these are guys who (should) be able to be trusted on the road to not get in much trouble.

It is also CRAZY to me that someone would approach a passenger at an FBO and ask them for a job??!?!? That is just completely dumb to me, and in my opinion someone who would ask that type of question to someone like that prob doesnt have the time and resume to be flying a G550.
 
jerrywhite7 said:
nice stuff Marcus, Yes I see that most of the corporate family and bussiness flying is mostly word of mouth. It also appears to me that these jobs want pilots of high moral, and ethical backgrounds and guys/gals that are stable (usualy means family). "Stable pilots" usualy are thinking long term as it applies to staying with a company, and these are guys who (should) be able to be trusted on the road to not get in much trouble.

It is also CRAZY to me that someone would approach a passenger at an FBO and ask them for a job??!?!? That is just completely dumb to me, and in my opinion someone who would ask that type of question to someone like that prob doesnt have the time and resume to be flying a G550.
Click to expand...

One of the things that worried me a lot when we were considering doing this was the extent to which I'd seen corporate and family pilots loaded with non-flying duties that in my mind were inappropriate. I didn't want a concierge who happened to be a G550 Captain, nor did I want an FO who had great lackey skills. I wanted an intensely professional crew who was fiercely proud of their aeronautical abilities, who enjoyed recurrent training, and were friendly and happy in their work. I got what I was looking for I am glad to say. We employ a young lady as a flight attendant/concierge sort of person. She handles the catering, ground transportation, lodging arrangements and other logistical things, as well as inflight services.

We use the airplane to travel to visit family members in Europe routinely, and for a variety of mostly recreational travel in the U.S. If we are going to be away from home for more than a week, we either send the airplane home and have them come back for us, or invite the pilots' families along. That seemed to shock our crew the first time we did it, but it seemed the right thing to do. Family is terribly important to me, and I like our crew and have no wish to place their families under stress.

I truly don't know if we're doing this right, but I have the impression from what I've read here we're probably doing okay.
 
I got my first job as a Citation first officer with ~400 hours total, because I got to know someone while working as a line guy. I got my present job by simply applying, but its a fairly large 91k operation. My next job is going to come through networking.

Marcus, you sound like a GREAT employer, its sad that more people don't think along your lines. I bet you see a great return on your investment, and not the revolving door that some other owners see.
 
Jimmy_Norton said:
I got my first job as a Citation first officer with ~400 hours total, because I got to know someone while working as a line guy. I got my present job by simply applying, but its a fairly large 91k operation. My next job is going to come through networking.

Marcus, you sound like a GREAT employer, its sad that more people don't think along your lines. I bet you see a great return on your investment, and not the revolving door that some other owners see.
Click to expand...

What I haven't mentioned is that I used to be a pilot...medically grounded 22 years ago. We started a non-aviation business, built it to some 3000 employees and sold it for a nice chunk of change, which provides for the care and feeding of the 550. I had some ideas what I wanted from a flight crew before we started this, and I am quite pleased with how things turned out. Our Captain (and chief pilot) has created an Operations Manual whose safety requirements are similar to or exceed 14 CFR 121. I added some things that he agreed with but hadn't thought necessary.

For example our crew observes sterile cockpit below FL180 and are quite strict about it. No communication with the destination FBO unless its done above 180. That was the only weird thing I can remember imposing on them. I've asked them to tell me what I need to do differently and have not received any suggestions, other than they'd like to fly more than 400 hours/year. What pilot doesn't?

I trust these guy with my life, and my granddaughter's life, 100%. And they've never, ever failed to live up to that trust. They've demonstrated to me that they have the guts to say NO when they should. I told 'em if they ever let me bully them into doing something unsafe (not that I woiuld) that I'd fire 'em for agreeing with me. They laughed. Anyhow, these guys are priceless. I had about 6500 hours when I was grounded in 1990 and shared the cockpit with a LOT of guy, and I don't think I've ever seen better pilots than these two. There not just good, they're artists. They fly with a grace and precision I NEVER could have matched.

Anyhow I'm happy to share the view from the back, I guess. The airplane has been both a wonderful tool, and a source of relaxation and enjoyment for all of us. Amazing isn't it?
 
I haven't been in the 121 very long at all now but I know that my plans currently are to get a job at the local FBO that has a charter and private owned planes hooked up to it and start lining and flight instructing on the side again to get a better network going. I know two guys who lined for a while there and scooted up into some of the charter ops and flying with the guys who own their own planes.
Sounds like so much more fun type of flying them here atthe airlines :)
 
AVIATOR83 said:
CarpetCritter - I don't know if you're aware, but K-State has a very close affiliation with the FlightSafety International Cessna Center in Wichita, KS. FSI Wichita takes intern applicants from K-State and puts them into the SIC programs. The commitment is a "gentlemen's" agreement for one year and then they will type-rate you in whatever jet you get a job in. Along with that, whatever program you're in, they will SIC type rate you. I am currently an intern here in the CE-560XL, CE-650, and the CE-750 programs and love it. Also, once you become proficient and are social, the chances of being asked to do contract trips increase. I have only been here for four months and I have just received my first full-time offer to fly a CE-650 out of Farmingdale, NY.

I did the same route as Crockrocket and did some teaching down at FlightSafety Academy and then got this job. If you go to FSA, there are more opportunities to go to different FSI centers because of the Business Jet Direct program between FSA and FSI.

You fly with chief pilots from all around the world and the exposure is priceless. For example, I just did a recurrent with the chief pilot for Cessna in the Citation Ten and just from "flying" as his co-pilot, I learned so much. Its an awesome learning experience and I highly recommend it for anyone wanting to get into corporate aviation.
Click to expand...

Can't support this one enough! Go to K-State and get good grades, work with the Aviation Department there or Moore's as much as you can. K-State has a Citation but it's not open to everyone - you have to earn it.

I've personally gone to Flight Safety looking for an intern/SIC to fill short term needs. Great exeprience for them and I got the experience of someone that know how to operate the radio, gear, AND avionics. Also someone who's seen every emergency possible...win/win.

P.S. Chief Pilot of Cessna is a great person and pilot; I learned a lot from him as well......
 
You must log in or register to reply here.
Back
Top