Contract Pilots

C150J

C150J

Well-Known Member
Hi all,

I searched the forums, but was unable to find any information on contract pilots. How hard is it to fill such a niche? Is anyone on this board a contract pilot? I'm pretty sure this is the occupational term, but if I'm wrong, I'm talking about individuals who are not employees, but fly for 91/135 ops when needed (therefore, they are usually part time).

Thanks!
J.
 
I know a few contract pilots, they are usually high timers with some good experience and a few type rateings under thier belt. The Key to contract pilot work is availabilty. Its hard to "break" into an organization but once you're in you are in. Corporate operators tend to call on the same people time and time again ... providing the personalities mesh. One word of caution though ... the insurance companies are really mucking things up for part timers. They are really pushing for both pilots to be typed, we are arguing this point as well as a few other companies that I know of. The insuarance companies at a minimum require the copilot to have attended simulator based training within the preceading 12 mos. With that in mind you may be able to focus your efforts on one particular aircraft ... get to school on it and market yourself accordingly. BTW: a second in command school runs about 7K for a mid size jet.

Jim
 
Thanks Jim, and be safe on your deployment! I spoke with an individual in the federal law enforcement arena (aviation unit), and he said that such time puts candidates over the top that are looking to work in the air wing of the organization. I just hope this occupation isn't seen as "scab-like."

Thanks again!
J.
 
Thanks J.
I'm not sure why your contact said that, its contrary, but I've run into others that had a chip on thier shoulder toward military pilots.

Jim
 
I think he was trying to say that most agents that come on board only have commercial cert's (if that), and they like to see individuals with a little corporate-type time.

Of course, they do also have agents with ATPs and 121/military experience, but they tend to fly full-time. I'm interested in flying as a collateral duty (working cases at the same time).

Thanks again!
J.
 
I am a part time contract pilot. I have a full time 135 job with hard days off, and on those days I sometimes fly for either of 2 local partnerships that operate aircraft. I started flying for both with relatively low time, I was lucky in that the folks at the respective comanies liked my attitude enough to get me on their insurance and use me. This was all just a matter of being in the right place at the right time.
 
Contract flying can be a great life - I've done it for a while but am going back to a good full time gig. There is a HUGE difference between doing 'some contract flying on the days off' and being a 'full time Independant Contract Pilot' - being a full time contract pilot can be very, very hard. First thing is to be taken seriously you generally need to have a significant amount of experience in the aircraft you're flying with appropriate ratings, etc..

To give you a glimpse of the economics involved - on the Challenger 604 I was charging $850 a day for domestic trips and $950 a day for international trips. Some months are obviously better than others but let's assume you work an average of 15 'billable' days(which would be very hard to average) a month at $850 a day - that's $12,750 a month for a total gross of $153,000 a year - not bad huh?? Now subtract an easy $35,000(minimum) for Flight Safety training - Challenger recurrent is expensive, plus add money for travel and lodging, plus a trip to Intl Procedures recurrent - now you're down to $118,000 - still not bad right? Knock off another 20G's for various taxes. Don't forgot to put in some health care costs because you'll have to buy your own insurance - add in money for standard business expenses(because being an ICP is very much a 'real business' with advertising costs, etc).......at the end of the day you may end up with $75,000 of that original $153,000 - still not bad for a year of working 15 days a month but $75,000 for a Challenger Captain is only average or below average pay - most corporate flight departments would pay more.

People think that being a contract pilot gives you ultimate control over your life(schedule wise) but that's not really true. You have to be prepared to go anywhere when the phone rings. Sure you can turn down any trips you want BUT do that too often and operators will quit calling you and you'll find it hard to fill schedule.

Contract flying can be fun and many people enjoy doing it but being a contract pilot as your primary job can be tough going - you have to work very very ahrd to be successful.

Jason
 
Have some time to spare at the moment, so thought I'd weigh in. That's what I had heard. High daily rates (especially in the Northeast?) but you'll need a type (from an acceptable source) on an ATP and some time, substantial time. And be on the insurance. Maybe even have your own insurance or insurance documents (indemnify, hold harmless, etc.) And have the contacts to get the work. I also heard of guys taking one trip only to lose out on a longer, more lucrative trip because of availability. On type ratings and recurrency training: it's expensive. I'm not a contract pilot, but met a couple along the way. Like many forms of self-employment: if you have the cash flow and/or the capital, and the clients, self-employment can be rewarding/satisfying. If you crave stability, predictability, then...
 
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