Once-in-a-lifetime Opportunity
10-27-2019, 12:13 PM
#12
Line Holder
Joined APC: Jul 2018
Posts: 36
We’re about to negotiate the employment proposal and I want to know where the ballpark is. My pilot duties will be totally separate from my IT duties, so it’ll be like working 2 jobs. I’ve never been a pilot and they’ve never hired one, so neither of us know what it should look like. I just want to make sure I’m not getting low-balled, even if he is paying for my training. It’ll start with single engine piston, then SIC in the Citation, then eventually PIC. Curious about salary progression.
In addition to what everyone else has said, they now want you to do two yes two jobs. The kicker is they aren't going to pay you for each job. It'll be lumped into one low paying job to save the company money.
Go back to doing your IT services and let someone else do the flying. There's pry a reason they are doing it this way and I'm guessing the local pilots know to stay away from this company.
01-02-2020, 10:39 AM
#13
Airborne bus driver
Joined APC: Apr 2014
Position: my seat smells funny
Posts: 222
Said the Pilots when minimums fell,
"Sir I think we should wait for a spell."
Said the Boss, "I'm too tired,
You'll fly or you're fired."
His estate paid their Widows quite well.
RadialGal
"Sir I think we should wait for a spell."
Said the Boss, "I'm too tired,
You'll fly or you're fired."
His estate paid their Widows quite well.
RadialGal
01-02-2020, 11:15 AM
#14
On Reserve
Joined APC: Dec 2019
Position: Survey Pilot
Posts: 15
Serious question from someone with low time (about 500 hours), why is this such a bad idea? The guy would get his ratings and then fly a 206 (I did that with 250 hours at my first job) and then he would move on to SIC in a jet and then become captain. Safety wise how is that different then someone paying for their own ratings getting hired to fly a 206 and then applying to be an FO on a jet before upgrading to captain? I'm not questioning any of the knowledge and experience of those who have said this is a bad idea, I'm seriously wondering why though?
01-02-2020, 02:31 PM
#16
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 40,044
Serious question from someone with low time (about 500 hours), why is this such a bad idea? The guy would get his ratings and then fly a 206 (I did that with 250 hours at my first job) and then he would move on to SIC in a jet and then become captain. Safety wise how is that different then someone paying for their own ratings getting hired to fly a 206 and then applying to be an FO on a jet before upgrading to captain? I'm not questioning any of the knowledge and experience of those who have said this is a bad idea, I'm seriously wondering why though?
The OP's stated that neither he nor the employer have any idea what they're doing. That's a lethal combination with a turbojet.
I'm nearly certain their insurance company would put the brakes on this. But if they're self-insured, they may not understand the risks (which are very high).
01-02-2020, 04:32 PM
#17
On Reserve
Joined APC: Dec 2019
Position: Survey Pilot
Posts: 15
The regional airline system is a smoothly oiled machine, and there are many safety limitations and supervision that doesn't exist in 91. You'd have 2500 TT and 1000 121 turbine before upgrading.
The OP's stated that neither he nor the employer have any idea what they're doing. That's a lethal combination with a turbojet.
I'm nearly certain their insurance company would put the brakes on this. But if they're self-insured, they may not understand the risks (which are very high).
The OP's stated that neither he nor the employer have any idea what they're doing. That's a lethal combination with a turbojet.
I'm nearly certain their insurance company would put the brakes on this. But if they're self-insured, they may not understand the risks (which are very high).
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