I told them being shot at is a form of paying dues they couldn't understand, but that didn't stop the whining. So I ended up saying, "Paying dues is for chumps. A word about starting at the top: our most recent new hire started in the mid, range, flies an average of 20 hours a month, works no more than 10 days a month, has the rest of the month off with no duties, and just got typed in the most modern thing flying today A Gulfstream GVII.
Okay I am not the expert here but from my 20 years the following comes to mind. I had to move 13 times in 20 years. I briefly saw some combat flying but I never had a remote assignment or had to deploy; these days I have heard remotes are more frequent as are deployments.
I've also heard the promotion rate to major is above 95 percent and that if you want to do twenty years in the cockpit you can; things are quite different. Bonuses are much higher and last longer. All of this plays into the next question. I once had a pilot who quit for a job flying with the U. I didn't push back because, to be honest, I was happy to see him go.
But job security is something to consider. A Boeing study says the world will be short , pilots for fixed-wing aircraft by , , in North America alone. No matter which route you take, you should be able to keep flying professionally if you stay healthy and stay out of trouble. If your primary goal is to keep flying big airplanes until you turn 65, then the airlines are probably the way to go.
How to Get an Airline Job: 8 Steps (with Pictures) - wikiHow
You will more than likely have a union to protect you. The primary risk used to be airlines going out of business or being taken over. In the former case you were out on the street and had to start the process all over. In the latter you were at the mercy of the contract writers. I had friends at Northwest who merged into Delta and did great. I also know pilots at TWA who became American Airlines pilots but went from the top of seniority to the bottom, had to give up their captaincies, and were soon furloughed for a very long time.
These days the risks are greatly reduced. Most of the weaker airlines are gone and if you get hired by a major, you should be okay for the foreseeable future. As a result of the TWA to American line number nonsense, current law says your date of hire goes with you in the event of a merger. But if your airline goes out of business, you have to start over.
I hear the average lifespan of a corporate pilot is only three years and during my first ten years as a civilian that was about right. But that isn't as bad as it may sound. If you are flying a jet of the latest generation as an international captain and your company goes out of business, you don't have to start over as a copilot on something smaller and older. Companies hire you for what you can do, they don't automatically put you at the bottom of the pilot pool. Not all of corporate aviation is as susceptible to downturns in the economy, but some are.
One of my jobs went away in and I bounced between two jobs before landing the one that has lasted me ever since. Ten years and counting. Compared to today's major airlines, I think job security in corporate aviation is lower if you are considering the particular job. But it is higher when you consider it as a profession: you will end up flying longer, but not necessarily with the same company. You might want to consider age limits too.
How to GET HIRED as a Pilot
In the airline world you can fly domestically until the age of That limit does not exist in corporate aviation, though some countries will not allow you to fly as captain. Job security as a pilot in the Air Force is way up. From what I've heard, you can stay in the cockpit if you want and will not be threatened with non-flying duties all the way through the 20 year point.
But keep in mind that is the situation as it stands today. When I was at the Pentagon the Air Force budget was cut to the bone and we went from pilot bonuses to pilot severances overnight. The weirdest case I know of happened to a B pilot married to an incompetent transportation officer. He was considering getting out just as his wife got passed over for first lieutenant. That was a lot of money back then and he agreed. During that time the promotion rate to major for pilots was far below non-pilots and if you didn't make it you got one more chance and then you got thrown out.
The Chief of Staff of the Air Force was shown the statistics that he was creating a pilot shortage about five years in the future and he said he didn't care. So please keep that in mind because it was true then and it is true today: the needs of the Air Force trump yours. Here again we have a qualitative judgment that depends on what you want out of the job. My opinions may be wrong for you, but they should give you points to ponder. I've heard this during most of my careers as an Air Force pilot as well as a civilian.
If you don't want to be bothered with anything outside of the cockpit, then the airlines are for you. Everything is handed to you before you show up at the airplane: the flight plan, the manifest, the weather, etc. But it goes beyond that. If you need to know something, they will tell you. Let's say you were flying domestic and start a new line that involves crossing the pond. You won't be bothered with a lot of the details, you will be taught only what you need to know to competently cross that particular pond.
If you are interested in going beyond that, you can but it will be up to you.
If, on the other hand, you want to get into the nuts and bolts of what it takes to fly airplanes, I predict the airlines will bore you. In corporate aviation you may be responsible for route selection, diplomatic clearances, aircraft licensing, slot negotiation, navigation fees, the list goes on and on. During my first year as a corporate pilot I was put in charge of obtaining FAA letters of authorization for two aircraft and rewriting the company operations manual. During the last year I have been working on negotiating, purchasing, and outfitting a new airplane.
connecticutdrugrehabfacilities.com/caly-program-to-location.php Our pilots are responsible for worldwide operations, not just an agreed upon monthly schedule. To be honest, I do feel like I am constantly playing catch up and that I am never a master of all that I need to know. But I prefer it that way.
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Asking around, recently Air Force vets turned corporate pilots tell me the following are aspects of their jobs they find to be at a higher level than what they would have expected from the airlines:. While serving your country it is easy to lose sight of the fact you are doing just that: serving your country. You may not think of yourself as a patriot, but your country bestows that honorific upon your shoulders. Comparing my twenty years in uniform with my twenty years out of uniform is true that I am being paid more, have a higher quality of life, and feel more job security.
But I also feel like a bit of a mercenary. Your view of corporate aviation could be colored one way or another based on limited information, just as you might not have an accurate view of the airlines or the regionals. Each of these parts of aviation are pretty diverse and you cannot assume everyone is the same as one particular anecdotal story. A reader provides an excellent point and has allowed me to post his email.