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I did an "average" of the TT of all the resumes that are sitting in our file. The number is BIG. Well over 7,000 Total Time, with at least 6 different type ratings. We have one resume with 27,000 TT! A new pilot with 100hrs of Seminole time cannot compete.
That is mind boggling, but as a rule, the money is better and there is something to be said about going to work down the road rather than having to commute halfway across the country. As the Arilines merge, and crew bases get fewer, the commuting will get worse and crash pads really gain more prominence. Besides having that talent out there, that also tells you that you ain't gonna throw a fit and quit on a lark.lol. As I said, I was lucky and it was actually knowing somebody. When I semi retired a couple years back, my FO that had flown right seat all that time moved into mine. The FE that had went to the smaller stuff years before (we had help him stay current on type and all) moved back into the new 767. They hired 1 guy to handle the King Air and the others, and all this was in 30+years
Well, every job has it's good and bad points but you are correct in one thing, as with any job, you got to pay your dues.It is sad that the RJ pilots have such a hard way to go but that is generally the quickest way to build time. As you said, luck, fate, right place at right time, plays a large part in the corporate world. Insurance aside, most companies know this and that they can get the cream of the crop cause especially in a business rather than family culture, it is more like working a regular job, since most of your pax want nights or weekends home too. There are many times my log book looked worse than an outlaw truck driver's, if it meant staying out another night or sleeping in your own bed.With my bunch they respected our time and left it as our call, but as I said, we were all looking for the house on Friday night.lol
I was pretty fortunate myself Wayne.....I stumbled into a King Air 300 to build turbine time with my buddy who was flying it for a private family. Eventually got typed etc.....If it was not for that one deal, who knows what or where I would be?
You are very correct. As they say, the world is a changing. I was lucky and got a corporate, 707 FE job with about 500 hrs and then worked up from there, but I did the same thing as I elevated, looked at hours more heavily on my replacement; not really because of insurance but because there were high profile guys wanting the job. Even as an FE way back yonder, I was making more money than a lot of Airline Captains, BUT, in 30+ years, starting with me, therere were only 2 people hired, and that was as the one above us retired. I was already left seat when we moved into the 757, had a right seat, and the FE moved down on some of the smaller stuff just to keep working.
Wayne, A freshly minted commercial pilot that has been instructing probably should choose the path to the regionals if they want to fly big equipment. The hiring minimums are going to be much more demanding at the corporate level. Not saying it hasn't happened; however, in an insurance regulated industry, some he/she with 800 hours is not going to qualify under the insurance requirements to fly right seat un-typed in a Lear 60....I have many friends that are chief pilots and most won't even consider a candidate unless he/she has a minimum of 3,000 hrs. With 1,000 turbine. I just do not want any young prospective pilots to expect a Gulfstream job right out of college, where they were instructing in a Seminole.