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Which path to chose to become a corporate pilot?

Hi Guys,

Just to explain a situation briefly:
Mid-way through atpl(H) exams, hours to qualify and a few turbine. Am I right in saying that if I want to end up as a corporate pilot (perhaps many, many years down the line) then the North Sea is the only viable stepping stone in order to gain the necesary experience, MCC and twin-turbine time. The end goal is to fly 109's (or the like) corporately but am unsure what to do once passing my commercial g.f.t. I realise that the instructor route is great for learning and the hours, but with the amount of nice machines coming into the U.K. there must surely be a shortage of Twin IFR pilots eventually. Am I wrong? Should I just plunge for the I.R. straight away and try and scrounge some twin time or bide my time via the instructor route. Would really appreciate any feedback from skyjockeys who know a lot more than me. Thanks. (Appreciate the spelling of choose).

FF01

If you go North Sea route you will be struggling to get P1 time until you get captaincy and very hard to get job corporately until you get P1 time. You get all P1 time with the instructor route. I know thats not the same as North Sea but it is P1 which is something that is looked for when corporate jobs are advertised. It is possible to get corporate job from within a flight school presuming they do that sort of thing and great experience teaching. Good luck with decision.

Thanks Vertical T/O, I thought as much. Still has me wondering even with the time P1 and the experience of an instructor - what happens when that twin ifr job becomes available and i'm left with thousands of single vfr time? It's a tricky one isnt it. Guessing right time, right place has a lot to do with it also.

FF01

When that Twin IFR job falls in your lap, you'll need to have been instructing or the like to build up enough hours before anyone will let you loose. Contrary to popular belief, there isn't really a shortage of Twin/IR rated pilots.
Experienced ones definitely, but all of the IR schools are fully booked so expect to struggle over the next couple of years to find that specific type of work if you don't manage to get a job offshore. :hmm:

Flying Corporate

The question is why the desire to become a corporate pilot?
Stick with a position where the mission has reason, not one where some un-greatfull CEO or rich ego are inflated every time you pick up and drop off said PAX!

Corporate may yield bigger bucks, more whistles and bells, but you can kiss good bye to any quality of life.

Much can be said about schedules, try years without!

The electronic leash is loooooong!!!

[QUOTE=Capt Hollywood;3029633]Let me try and answer that question for you in pictures!

You can afford all this from a CPL{H} JoB?

No, I think he works for a corporate heicopter company and these are the perks, the photo's sort of give it away, Irish

Capt. Hollywood, so let's get this straight - don't corporate pilots get any days off?

Sean H,

Heliringer is right, I never said they were my toys. :ok:

Shytorque,

That was a pretty busy week!

CH :cool:

Capt. H, Keep the dream alive:)

Don't have to Helipolarbear, I'm living it! :ok:

I don't think there is any real path to becoming a VIP/Corporate pilot.

Licence wise you will need CPL or ATPL + IR (this is the minimums for many corporate flight departments). All depends on the machinery being used.

That aside, personality and being able to put up with the mundane is a big advantage PLUS who you know.

Apply for every corporate job going.

The toys that Capt. Hollywood shows us are there for some of us it's just I have no photos of them (except my trusty steed).

ALOT of waiting around as well!

Ah but look how much fun waiting around could be on Fridays and Saturdays :}

Are we all sure that Firefly01 isn't confusing his terminology? ie 'corporate' with 'onshore charter'?

Very similar but at the same time, quite different!

Bravo73;

You are absolutely right. We do a mix of corporate/charter here. luckilly it gets you away from just being pilot for one person/organisation, and there is variety of aircraft, customers and jobs on a day to day basis.

Our corporate customers also accept that we operate their machines to public transport standards ie weather minima, landing site size, aircraft performance etc. They also have to accept that the pilot's word is final. No is No no matter how much money you have.

Depending on the aircraft and customer requirements can vary as to pilot experience and qualifications. Our tightest requirements are 3500 hours P1 with IR and 500 hours on type. Normally they want 2500 and an IR. When we took on a new type last year four of us had to get an exemption from the client's rules about time on type because there weren't any to gain experience on. This is going to happen again this year.

Much as I enjoy the work a roster would be nice. Time off can happen on a "fallen off the end of the FTL basis." especially in the Summer. This flexibility is essential in this business to remain competitive whilst maintaining legality. Weekends are unfortunately for others, including your own familly.

There is no way I would want to be dedicated to one customer, especially when new to the situation. It can make for a very unhealthy relationship with the pilot trying to please the boss, or the boss expecting his wishes to be fulfilled.