Breaking into Biz Jet Flying

[FoxtrotGolf]

Hi All,

Thanks for the info. it's very useful to have feedback and suggestions from people with experience from both 'worlds' and with views supporting both.

A couple more questions, if I may.

Firstly could I reiterate one of my original questions. Is it worth trying to get your name heard while you are still training? As highlighted by EC DKN I am an integrated student so I have rather less flexibility to travel around and introduce myself face to face.

Is there a 'normal' progression in the corporate world? Within the airlines there is smaller to larger aircraft and short to long haul. (Before anyone jumps down my throat, I know this is not a hard and fast progression). Does it work in a similar way for corporate? Or does the variety of flights mean everything is a bit more mixed up?

FoxtrotGolf

[what next]

Is it worth trying to get your name heard while you are still training?

Certainly! But more important: Keep in contact with that instructor of yours who flies bizjets. Ask around, if other instructors or former students are working in that sector and get in contact with them. This will help a lot more than showing your face to some executives who will forget about you the moment you leave their office.

Is there a 'normal' progression in the corporate world?

Yes, if you are really after that. But if I look around, I see quite a few bizjet and turboprop pilots, especially in the corporate world, who are totally happy with what they have. People who have been flying KingAirs or Citation Jets for the same employer since 30 years and will continue to do so until they retire. If you are flying for an employer with a solid financial background (who has nothing to do with aviation and earns his money in a completely different field!) you will have the best job security of all, even better than with the airlines. They all go bust some day, without exception. You will not be unemployed for a single day during your whole career. You can build your house, pay your mortgage, raise kids and have a social life. Your airplane may not be the largest and prettiest on the apron, your pay may be average only, your car may be a couple of years older than that of those A380 pilots, but at least it gets used every day and does not collect dust in the car park for a whole month...

[SoFarFromHome]

Hi,

I started on TP's, got a command and then went airline as FO, flown a few things and got some good TR's along the way.

I am now on a large business jet and have zero plans to go back to the airlines.

Superb variety, lots of down time both at home and down route, excellent pay in excess of what I was on in the airlines and for me at least, the most important part is I really enjoy it. I wanted to stop flying at my last airline, same thing every day, for the next 30 years, no way, soul destroying and it nearly did

I can second some of the percieved negatives to this type of flying and I sometimes would like to shut it down and just go home, especially after a very long day, but thats all forgot once Im checked in at the hotel with a week or longer to explore a new place!

I know I am fortunate, not all of my colleagues have a similar experience, but then I would never have left my last position had it not been this way.

The advice I would give is much as above, if you can, join a good airline, get the hours up with a good background in SOP and operations, then come and enjoy some really great flying, research and network, but most importantly enjoy every step of the way, not many a day goes by when I don't remember with a smile all the great times and friends made along the way. The odd too.

Best of luck what ever you decide, thats always good to have!

Regards,

SFFH

[SeventhHeaven]

Thank you all for your honest assessment of the corporate industry. I am open to all forms of flying and you've given me new insight into a branch of flying I've always considered as hard to enter and closed off.

I hope to one day have a chance to fly a small jet as well (got a soft spot for the lear 45!). A shame my 260TT and 2 years out of training aren't really winning me any favours with HR departments

[JonDyer]

For FOs on a multi-crew Super-light, we look for 4-500hrs of post-graduate flying. We like instructors; instructors with a decent block of twin time, even more so. Turbine time is a plus.

Most 250hr CVs look alike - what will set you apart is the information that someone somewhere trusted you with some responsibility to get a job done and fly something more expensive and more complicated than a PA28.

It's a tricky route and luck plays a part in many job opportunities. We have never advertised a position, we just go to the pile of CVs from the last 3-4 months and work with those.

Be lucky, as an ex-colleague of mine used to say.

[I-AINC]

SeventhHeaven

I have 1800h on the Learjet 45, and I started on that one... So good luck :-)

[SeventhHeaven]

@JonDyer

Thanks for your advice! It's great to get some feedback from someone on the inside, rather than beating my head against the wall trying to figure it out for myself!

I have honestly nothing against an FI rating or being an instructor. Unfortunately there is an over-abundance of FI(R) in my country so I'm not sure if it's worth the initial outlay. Moving abroad for a job that earns ~10k per year, at age 29, with a young daughter is probably not going to make the wife happy

If I may ask, would simply flying more and getting the hours going be worthwhile? Imagine if I had 350 or 400 TT instead of just 250, but still no actual work experience, would that make any difference?

@I-AINC

Great to know there are still opportunities out there!

This thread is going to make me jelly people getting 757 command at 29, people starting on light or medium jets straight out of training, etc!

[what next]

If I may ask, would simply flying more and getting the hours going worthwhile?

No. Privately flown single-engine piston hours don't count as work experience for most employers. It will be different if you spend that time instructing or doing aerial work (photo flights, paradropping or similar).

...people starting on light or medium jets straight out of training,

The three FOs I currently fly with on light jets were all hired directly out of training, two of them as recently as last year. All three were age 30 or above when they were hired and all three had a previous working life in a completely different field. Like myself. I started flying early, but made it my profession long after I was 30 years old and started on jets well above age 40. Welcome to the world of business aviation!

[westernswamp]

Greetings Gentlemen, hoping someone can help shed a bit of light...
Would Helicopter experience count for anything if trying to break in to the field?
(6000h+ ME/SE turbine, Multi and single pilot)
Thanks!

[galaxy flyer]

Great experience, IF the department has a helicopter. . Truthfully, limited applicability, but much depends on connections, type of experience, currency in fixed wing.

GF

[noneya]

westernswamp,

If you have a FAA ticket, the NY area has lots of flight departments that need dual rated pilots. They seem to hire helicopter pilots and then put them as an SIC on the jets till they are up to speed.

It is easier to get a helicopter pilot trained as a Fixed Wing SIC, than to train a Fixed Wing guy as a helicopter pilot, at least in a timely manner.

FYI...I am dual rated, but it really has only helped me with one job over the years.
J