True.
I didn't hear the guy say, "Ooh! Jet SIC!" it was more like "Turbine PIC... Nice..."
It does not matter if it's jet or turboprop as PIC is king.
Value of PIC Turbine in a Beech
- Thread starter Piperflyer
- Start date
True.
I didn't hear the guy say, "Ooh! Jet SIC!" it was more like "Turbine PIC... Nice..."
It does not matter if it's jet or turboprop as PIC is king.
Screaming_Emu
Well-Known Member
What about turban PIC?
That would just be single pilot turban.
PeanuckleCRJ
Poodle Wrangler
I find myself a bit torn on this subject.
There are two different ways to look at it:
1. It's turbine multi PIC, which is the gold that gets you to the majors. It is light turbine PIC, but it burns that wonderful smelling kerosene and checks off that box in the major applications.
2. It's not 121- Getting hired at a major without 121 experience is quite rare. There may be a dime a dozen RJ drivers, but 9 out of 10 in my new hire class at Widgets-R-Us were coming from RJ's (the other was a former Cactus whale driver and 737 captain- her hubby is a captain for us and she had taken a few years off to take care of their sick child). A 121 jet captain is gold for getting hired at a major.
I have flown king airs for corporate in my past doing the same type of flying that you'll be doing. I wouldn't expect to get 95 hours a month like the regional guys do... maybe 300 hours a year. Another issue is places like that many times expect a certain time commitment for the company if you go to training. Also: what are your flying times and will you qualify for the insurance for single pilot king air? My company that I used to fly for required some pretty serious flying time (they were insured for a tremendous amount of money, though)
The perks of it were previously mentioned- the rental car, the expenses paid for vice per diem. Sitting in the FBO and being at the beck and call of the boss weren't particularly up my alley.
I like flying more and the potential for making alot more money. Even with all the cuts, being pampered at a major just can't be beaten. I prefer walking to the gate and seeing my release coming off the printer... basically error checking and seeing if the flightplan, fuel amount, and alternate selection are what i want. The dispatchers here are extremely good and I can see how one could get lazy- it's extremely rare to find an error. The OCD twitch in me from always watching my back at the regional with inexperienced dispatchers keeps me always looking over the release with a fine-toothed comb, haha. (That in itself is a perk of going to a regional- If you bust your butt and really try to the job right, you will develop excellent habits that will make the rest of your career and any transition super easy)
You may find that corporate stuff is for you- we each have our own niches. I proudly have my own, but what I love is not what others might love (which is good!) Keep us posted and the best of luck to you!
There are two different ways to look at it:
1. It's turbine multi PIC, which is the gold that gets you to the majors. It is light turbine PIC, but it burns that wonderful smelling kerosene and checks off that box in the major applications.
2. It's not 121- Getting hired at a major without 121 experience is quite rare. There may be a dime a dozen RJ drivers, but 9 out of 10 in my new hire class at Widgets-R-Us were coming from RJ's (the other was a former Cactus whale driver and 737 captain- her hubby is a captain for us and she had taken a few years off to take care of their sick child). A 121 jet captain is gold for getting hired at a major.
I have flown king airs for corporate in my past doing the same type of flying that you'll be doing. I wouldn't expect to get 95 hours a month like the regional guys do... maybe 300 hours a year. Another issue is places like that many times expect a certain time commitment for the company if you go to training. Also: what are your flying times and will you qualify for the insurance for single pilot king air? My company that I used to fly for required some pretty serious flying time (they were insured for a tremendous amount of money, though)
The perks of it were previously mentioned- the rental car, the expenses paid for vice per diem. Sitting in the FBO and being at the beck and call of the boss weren't particularly up my alley.
I like flying more and the potential for making alot more money. Even with all the cuts, being pampered at a major just can't be beaten. I prefer walking to the gate and seeing my release coming off the printer... basically error checking and seeing if the flightplan, fuel amount, and alternate selection are what i want. The dispatchers here are extremely good and I can see how one could get lazy- it's extremely rare to find an error. The OCD twitch in me from always watching my back at the regional with inexperienced dispatchers keeps me always looking over the release with a fine-toothed comb, haha. (That in itself is a perk of going to a regional- If you bust your butt and really try to the job right, you will develop excellent habits that will make the rest of your career and any transition super easy)
You may find that corporate stuff is for you- we each have our own niches. I proudly have my own, but what I love is not what others might love (which is good!) Keep us posted and the best of luck to you!
skydog
New Member
Ok so I am at one of those slow upgrade regionals flying a jet about 50 hours a month. In the back of my mind I have been considering flying for Ameriflight or possibly Big Sky to build quick PIC time. Both have bases close to my home and the pay would not be that much different from what I am making now.
I was wondering if Beech captains at either of these companies generally move to a major or something like NJI or CS?
What are your opinions if you have any?
Before I left the profession I interviewed with Continental Airlines. I am convinced that the reason I was called for an interview was not the hours in my logbook, but the breadth of my experiences. I had spent some time as an instructor and check airman. I had spent some time in management. I had a variety of different experiences. That was what set me apart from every other guy that had 1000 TPIC. My point here is to think longer term than just being able to check off the "1000 PIC" box on an application. Look for a company that offers an opportunity for professional growth, and not just to grow your logbook. Look for a company you could make a career at, or at least be happy to spend some time at. You never know: Your next job might just be your last.
By the way, I did get the job, but I didn't want it any more.
tinman
Well-Known Member
You'll have to let me know. I was told a couple of years ago, but who knows if it's the same story. Word up!!
scramjet
Well-Known Member
Maybe someone could dig up this thread (i'm in a hurry right now) but Doug posted a thread about a 135 freight dawg who was hired at DAL.
With the race to the bottom standards wise at the regionals, if I was a major airline hiring department, I'd go for the 135 guys, that's some real flying. But that's just me...
With the race to the bottom standards wise at the regionals, if I was a major airline hiring department, I'd go for the 135 guys, that's some real flying. But that's just me...
DE727UPS
Well-Known Member
"I'd go for the 135 guys, that's some real flying. But that's just me..."
But people will scream "Those guys have no crew time, no CRM skills".
Yeah....whatever.....
My formal CRM training was a one day class 12 years ago. And crew experience? Let's say for a single pilot Metro or 1900 driver, crew experience simply means he has someone to give him a break with the radio's and such. It's not a hard concept to figure out in about 15 minutes...
But people will scream "Those guys have no crew time, no CRM skills".
Yeah....whatever.....
My formal CRM training was a one day class 12 years ago. And crew experience? Let's say for a single pilot Metro or 1900 driver, crew experience simply means he has someone to give him a break with the radio's and such. It's not a hard concept to figure out in about 15 minutes...
gomntwins
Well-Known Member
WalterSobchak
Well-Known Member
Mesaba street hiring CA's right now. Saab isn't a bad plane and you'd make more than any of the places you described going to. Just an idea.
jtrain609
Antisocial Monster
I wish it was just about flying, but it would seem to me, from my experiences at a freight company and at a regional airline I'd say this job entails maybe 80% dealing with BS and 20% flying. Dealing with BS might include sitting in a crashpad (which I'm doing right now), dealing with CRM issues that come up during flights, customer service issues, etc. etc.
I'm not trying to knock time spent at a freight company at all, because I think it's incredibly valuable time, but hiring boards don't look at 135 time in that manner because this job isn't JUST about flying.
KLB
Well-Known Member
Yep. I heard about that. Goes to show that the key to this business is networking.