High Requirements???

OnTheFly7

OnTheFly7

Well-Known Member
Would like to get a few opinions on this...........is it me or do these mins. seem quite high for the aircraft?

Multi-Engine Pilot
TEA is looking for an experienced pilot with at least 3500 hours total time, 2500 hours multi-engine, 1500 multi-turbo, 150 hours in a Piper Cheyenne and Simcom training for the Cheyenne within the past 12 calendar months. Instructor rating not required but is a plus. If you meet or exceed these qualifications, please e-mail resume with cover letter to info@flytea.com. Phone calls will not be accepted. Due to the quantity of correspondence, you may not receive a response to your inquiry. At TEA, we keep qualified resumes on file for 6 months
 
Sounds about right for a Cheyenne captain (actually single-pilot operation probably) in a 91 aircraft management environment. The Cheyenne is a 300 mph pressurized turboprop that can fly FL320 (depends on the model) and is not an entry-level aircraft. It looks like this TEA does aircraft management, so I would guess that there is an owner that needs a pilot to fly his aircraft, or fly with him for insurance purposes. Often small business owners that are pilots will step themselves up to aircraft that meet their mission profile, but that they do not personally qualify to fly (at least in the insurance company's eyes). I would wager a guess that the compensation for this job is a lot higher than first-year regional pilot, and it probably has a pretty good QOL with not many overnights away from home base. Just a guess...

:)
 
thanks for the info...........did not realize that the aircraft under 91 ops. would be such a good gig.............always learning :)
 
Part 91 (corporate) flying can be all over the board as far as quality of life issues. They can vary from the very worst (on-call, short notice, gone often and for long periods, low pay, poor equipment, nickel-and-dime expenses) to the very best (fixed schedule, no overnights, "hard" days off, great pay, top of the line equipment, great expense accounts) in the aviation world. It really pays to know something about the individual operator when contemplating corporate flying.

I painted a pretty rosy picture about the Cheyenne job because I've seen a fair number of pretty good gigs on that type of equipment. What I think is a pretty good gig might be the pits for someone else, though. It depends upon what you want out of the job. It is certainly possible to get a real bum job in a position like this too.

The best thing is to talk to current or former pilots to learn about the details of the job. It is important to keep in mind that what is important to one person might not be as critical to another, so find out exactly what someone likes or dislikes about a job, not just whether they thought it was good or not. You might very well enjoy the things about the job that another person dislikes.
 
So basically they're looking for someone to jump ship after learning how to fly the chyenne on someone else's dime.

The flight time mins are reasonable imo but I kind of resent how so many corporate operators want their applicants to have experience in type...
 
I would have to agree with you E................in type experience is not that easy to get (unless you are very lucky) and if one has exp. in type why not stay where you are and move up (kind of like senority in this environment) at that location? I guess everyone has their reasons.

I guess the "in type" requirements are a "cathc 22", "damned if you do, damned if you don't" type of thing. Good if you have it not so good if you don't.
 
E_Dawg said:
... but I kind of resent how so many corporate operators want their applicants to have experience in type...
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Sounds perfectly reasonable to me. Many times an operator acquires a new (to them) aircraft and they need a pilot with time in type to fly it first. It may very well be insurance driven also. Either way it is justifiable for them to want someone experienced in that type to fly it.

Another angle is that it keeps less unneeded applicants from applying. If they have a hard time finding applicants they will ease the requirements. It also keeps them from getting resumes from 10,000 CFIs with 200tt saying they will do it for 1/2 price.
 
NJA_Capt said:
It also keeps them from getting resumes from 10,000 CFIs with 200tt saying they will do it for 1/2 price.
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no, that's the insurance companies that are preventing that from happening.
 
The insurance keeps them from flying it unqualified, the job posting containing the hour requirements keeps the company from getting resumes.
 
averyrm said:
The insurance keeps them from flying it unqualified, the job posting containing the hour requirements keeps the company from getting resumes.
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if the insurance req's weren't what they were, then what they would be is less! and if they were what they would be, than they wouldn't be what they are. savy?
 
wheelsup said:
if the insurance req's weren't what they were, then what they would be is less! and if they were what they would be, than they wouldn't be what they are. savy?
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Reading that post gave me headache....

It's not always insurance driven. There are many places that place high qualifications just to lower the applicant pool. It allows them to chose from fewer and higher quality applicants.

Unlike many jobs today where heartbeat = job.
 
wheelsup said:
if the insurance req's weren't what they were, then what they would be is less! and if they were what they would be, than they wouldn't be what they are. savy?
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but if reg'sweren't what they are, they could be what they aren't and that is more, if more regs=less premium than regs would be more and pay might be less so reg's and pay and premiums all found equilibrium.......savy?
 
wheelsup said:
that's hilarious, you are hiding behind a federal regulation stipulating time requirements
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Me? I'm not hiding. Everybody knows where I am, and how I can be reached!

I'm just quoting . . .
 
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