Intro - L Golden

[LaurenG-LA-709]

I'm a 39 year old male looking for a career change. I've always been interested in aviation, but bad eyesight kept me out of military flying and one thing or another kept me out of flight school 'till last year. I have a BA in philosophy, am multi-lingual, and have been working in the business world for 15yrs. I finally got my private pilot certificate in December and have about 85 hrs in a C 172. I'm very interested in any commercial flying, but I probably need more flexibility than the major airlines can provide. I own a business with two other members of my family. I usually have plenty of time for other pursuits, but when there is an emergency, my priority is my business. We are in southeast Louisiana, so hurricanes are a big issue. I would say that on average I spend 3 to 4 (nonconsecutive) weeks a year dealing with obligations I can't get out of, but sometimes it's major - I spent six months dealing with the effects of hurricane Katrina, and (though I hate to say it) I have to be ready to do it all again. I'm hoping to find charter/cargo/taxi work under part 135 of the FARs - Something that would let me fly as my primary occupation, but still have the flexibility for me to deal with my business when I must. I have no delusions about 135 flying being a particularly lucrative line of work, but I can afford a significant pay cut for a while to do something I enjoy.
That being said, It seems that the career pilot program is the way to go to to do any real commercial work. Any input you have would be appreciated.

[SkyWest JJ]

Hi Lauren--

Welcome to the forums and thanks for the good bio. I of course have gone the airline route, so I haven't interviewed or even looked into 135 jobs much at all. But you are right, given what you've just said, that you need more flexibility than an airline job would offer. From what I understand, there are all sorts of different arrangements for charter flying and I suspect you will be able to find a job that has the flexibility you need. My advice is to start networking right away.

The Career Pilot Program is the way to go as far as becoming a professional aviator. You can check job listings yourself, but I am sure any job will require a multi-engine, instrument, commercial certificate. You will also earn your flight instructor ratings which will give you one option to build time and will give you a bit of an edge when your resume is compared to others. I instructed in Atlanta--I don't know if you were thinking of attending there based on your location or not--if so, it is a good airport to hang out at because the ATP location is located in a very busy and well run FBO. Just by hanging around you will meet all sorts of charter pilots and opportunities--more so than at other ATP locations (RDU actually is similar).

Welcome again!

JJ

[CaseyC-GA-509]

JJ
Were you at Fulton County while instructing? If so, I am VERY familiar with the FBO there, Hill Aircraft. My childhood was spent going there since I have 2 family members that worked in accounting. Did you have any interaction with the guys who ran Hill... Guy Hill Jr or Larry Westbrook? I know them well, and hopefully that will work to my advantage after ATP (the networking is done, hopefully they will give me the opportunity to fly with their charter department)! Anywho, I was just curious. Later.

Casey

[LaurenG-LA-709]

Hi JJ,
Thanks for the quick response. A couple more questions here... Is there support at ATP for non-airline commercial pilots? Do you know anything about ATP Tampa? I'm planning on a visit in August, and if everything checks out will probably train there. It seems to be a good area to network, I know there are tons of small operations shuttling tourists around. Also, is the transition from piston to turboprop a difficult or time consuming change to make? I know I'll be training in piston twins, but much of the 135 business seems to be in turboprop King Airs or Caravans.

[SkyWest JJ]

Hi Casey-- Yep, that is Hill Aircraft. I never met the owners, but everyone who works there is really great. That was actually ATPs first location.

[SkyWest JJ]

Hey Lauren--

As far as finding a job after flight school, I'm not sure what sort of support ATP might offer. I'll ask Corporate Dan to check in, because that is the route he is on now.

I've never been to ATP Tampa and I actually don't know anything specific about it. Your visit will be the way to go--you'll be able to check out the facilities and the airplanes.

I also don't know how difficult it is to transition from piston to turboprop (I'm a lot of help today, huh?) because I transitioned from piston to jet. However, I'm sure it is very similar. You will study a lot. But that is the same for the ATP program, so I think most guys actually find the step up not so bad. You will be in the learning groove. Everything moves at a much faster speed, which takes some getting used to. You will be following the natural progression so you will get lots of help from other pilots who have done the same thing.

JJ

[Corporate Dan]

Hi Lauren. This is "Corporate" Dan. JJ asked me to chime in on your question about corporate aviation. As far as getting into charter and/or ATP resources to help. In my experience, at every charter operation/corporate flight department I interviewed at or sent a resume to it was about flight time experience. Many charter outfits have higher minimums than the airlines due to insurance purposes. I don't really know the technical answer as to why there are higher insurance restrictions. Perhaps since the FAA can closely monitor the training programs of the U.S. regional and major airlines(there not being a huge amount of companies) and there being hundreds of charter/corporate operations with their own training programs it is too difficult to closely monitor those training programs due to the amount of resources and man power that the FAA can handle. So perhaps that could be one reason. So getting back to ATP. Due to the fact that charter pilots usually become charter pilots at higher flight hour experience levels and ATP deals with graduates and instructors at lower experience levels getting them into the regional airlines(no judgment on the pilot level just the amount of flight hours) ATP puts more of their resources toward the airline career path with their letters of agreement with many regional airlines. There aren't really any resources that ATP directs toward the charter world due to the later time/progression that a pilot is considered for a charter position is further down the line. ATP does have certain things that can help your resume for being a charter pilot such as the amount of multi-engine time you will accumulate through your training at ATP. That alone sets you higher than most people and also their added programs such as their CRJ and FMS certification course. After all the CRJ is basically the same as a Bombardier Challenger(a business jet) in all practical reality.
One thing that I contemplated early on in my career is how I would get enough flight hours to even be considered as a candidate for a pilot position at a corporate flight department or charter operation. I did have the option of instructing at my old local flight school(which I did for 2 months) and then moving up to sitting right seat on some charter flights as time passed by. (I was not able to log any flight time on those flights due to the fact that King Air that they used was certified for single pilot operations. So I knew that this avenue would be a much longer road to building flight time and experience. So I choose the regional airline route where I was able to fly close to 100 hours each month in all kinds of weather with all kinds of pilots into all kinds of airports. My total time accumulated very quickly in the time I was at the airline which got me the experience to get some interviews in the corporate world. That is my experience that worked for me.

There is some of my 2 cents. Let me know if I can help any further.


Dan

[LaurenG-LA-709]

Thanks for the info Dan. I've spoken to a few others at ATP, and after talking to them, a stint at one of the regionals may be a good prospect. Can you tell me what kind of commitment they expect when you are hired? I could probably commit to a two-year stint, but any longer than that may be more than I could handle. The career pilot program and Gulfstream internship seem to be a good way of getting a foot in the door. any thoughts? Thanks.

[LaurenG-LA-709]

One more quick question - will my age be a problem with the airlines (or any other operator)? I am assuming I won't have a problem with a class 1 medical. I know I'll be working for peanuts for a while, but I'd hate to spend this kind of money on training, then not really be a viable candidate because of my age...

[SkyWest JJ]

Hi Lauren--

As far as commitments go---at SkyWest there is none. You are free to walk away at any time with no commitment to the company. I think some of the guys from Mesa Airlines had a one (or maybe two?) year training bond that they had to pay back if they left before that time. So--be sure you research that when you decide where to go. I have a feeling most don't make you commit.

Your age is a non-issue. We had a few guys in their 40s in class--that is not unusual.

JJ