Any furloughed Gulfstream Airlines Pilots?
02-26-2009, 11:15 AM
#141
Gets Weekends Off
Joined APC: Nov 2008
Position: Livin' the dream
Posts: 626
Pat72, I'm in much the same boat as you are. Similar quals except for the FE.
In short, lots of great PIC 135 AK time, but very little MEL. Being in the Army Guard is not helping either, as it really screws up the ability to move quickly, and some of the prospective employers I've talked to are really not that into having to deal with the other commitment. I'm looking at trying to get some MEL turbine in order to do some overseas stuff. Thought about Gulfstream, but not into the idea personally. That said, I hope you can find a way to do what you need to do.
In short, lots of great PIC 135 AK time, but very little MEL. Being in the Army Guard is not helping either, as it really screws up the ability to move quickly, and some of the prospective employers I've talked to are really not that into having to deal with the other commitment. I'm looking at trying to get some MEL turbine in order to do some overseas stuff. Thought about Gulfstream, but not into the idea personally. That said, I hope you can find a way to do what you need to do.
02-26-2009, 11:21 AM
#142
On Reserve
Joined APC: Feb 2009
Posts: 12
Kilgore Trout, trust me, I rather have another option than GTA which is why I wrote my last post.
02-26-2009, 11:32 AM
#143
Gets Weekends Off
Joined APC: Apr 2007
Posts: 867
Ok, I need some advice/opinions about what route someone with qualifications like mine should take. I have my eyes on GAT for one simple reason: it is the only chance I have in this market to get 121 experience couple with twin turboprop time. So before you shoot me down, please read and put yourself in my shoes so I, and maybe someone else like me can find a way to move up a little faster.
So, at this point in time I have my commercial, CFI, CFII, A&P and FE 727. Total time not very high but still above 1000hrs thanks to my CFI/II. I did work as a mechanic at MIA for 5 years hoping to eventually get to the cockpit by having one foot in the door. It almost worked out since that allowed me to get my FE but the company I worked for sold all their 727 so I said good by to FE without logging much. At this point I’m at a stand still with only 16 hrs of Beech Baron that I got 15 years ago when I did my Commercial ME so what’s next? I can’t get a job anywhere with 16 hours of MEL and if I go spend money on a MEI license, there is a good chance in this market that the very few students who can actually pay mucho $$$ on a commercial multi will be stalked by a flock of MEI’s (most with more MEL time that I do). So, yes, I’m looking towards GAT because I don’t see any other route to log decent hours. Does that make me a wannabe pilot who is using a shortcut to steal jobs from other pilots? Didn’t I try hard enough to make it without this last resort? I don’t think so. I’m almost forty and if I end up getting a job somewhere after GTA (if I actually go there), I will be patiently waiting for some fellow pilot to throw in my face that, because I went to GTA, I don’t deserve a seat in that cockpit. If any of the GTA bashers out there have any constructive advice to give me please do so and I’ll be glad to follow them if they make more sense than spending 30K. This is no lottery money and I would rather not spend it but I have been in the aviation field for almost 17 years and I think I tried hard enough and long enough for anyone to tell me that I’m not entitled to a “short cut” at this point in my life if it makes sense. Thanks again for any good advice.
So, at this point in time I have my commercial, CFI, CFII, A&P and FE 727. Total time not very high but still above 1000hrs thanks to my CFI/II. I did work as a mechanic at MIA for 5 years hoping to eventually get to the cockpit by having one foot in the door. It almost worked out since that allowed me to get my FE but the company I worked for sold all their 727 so I said good by to FE without logging much. At this point I’m at a stand still with only 16 hrs of Beech Baron that I got 15 years ago when I did my Commercial ME so what’s next? I can’t get a job anywhere with 16 hours of MEL and if I go spend money on a MEI license, there is a good chance in this market that the very few students who can actually pay mucho $$$ on a commercial multi will be stalked by a flock of MEI’s (most with more MEL time that I do). So, yes, I’m looking towards GAT because I don’t see any other route to log decent hours. Does that make me a wannabe pilot who is using a shortcut to steal jobs from other pilots? Didn’t I try hard enough to make it without this last resort? I don’t think so. I’m almost forty and if I end up getting a job somewhere after GTA (if I actually go there), I will be patiently waiting for some fellow pilot to throw in my face that, because I went to GTA, I don’t deserve a seat in that cockpit. If any of the GTA bashers out there have any constructive advice to give me please do so and I’ll be glad to follow them if they make more sense than spending 30K. This is no lottery money and I would rather not spend it but I have been in the aviation field for almost 17 years and I think I tried hard enough and long enough for anyone to tell me that I’m not entitled to a “short cut” at this point in my life if it makes sense. Thanks again for any good advice.
pat,
If you are still in FL, look at FlightExpress. I have no idea about their status, but I will tell you that after completing the 250 hr internship in a 1900 and having 1200TT, I cannot see this industry being any different. The GIA/GTA will not help any pilot right now because there is nothing on the horizon after that internship is done. GIA has FO's on furlough so nobody will be able to stay past the 250 hrs, right. Also, there is only 1 other 1900 121 operator right now and there is no telling whether they will be hiring 6+ months from now. Don't get me wrong, the 1900 is a great plane to fly, but what do you do after GTA?
So, what do you do? First, get back into the CFI gig. It keeps you flying and money coming in. The CFI gig is a great networking opportunity because you meet people, not just students, at the airport. You never know who you will meet hanging out there. Second, stay active with the A&P. If possible, get your IA (that's less than the $30k internship, right). Keep doing maintenance. Start talking to 91/135 operators in your area at this level. Many 91 operators (corporate) like people who can work on their aircraft, as well as fly it. If you are willing to turn wrenches, too, you can negotiate a pay rate that is better than a Peter Pilot.
Neither the CFI nor AP/IA work is not what you want to be doing all of your life, it sounds like, but it's a way to get your foot in the door.
02-26-2009, 11:39 AM
#144
Gets Weekends Off
Joined APC: Aug 2008
Posts: 770
Ok, I need some advice/opinions about what route someone with qualifications like mine should take. I have my eyes on GAT for one simple reason: it is the only chance I have in this market to get 121 experience couple with twin turboprop time. So before you shoot me down, please read and put yourself in my shoes so I, and maybe someone else like me can find a way to move up a little faster.
So, at this point in time I have my commercial, CFI, CFII, A&P and FE 727. Total time not very high but still above 1000hrs thanks to my CFI/II. I did work as a mechanic at MIA for 5 years hoping to eventually get to the cockpit by having one foot in the door. It almost worked out since that allowed me to get my FE but the company I worked for sold all their 727 so I said good by to FE without logging much. At this point I’m at a stand still with only 16 hrs of Beech Baron that I got 15 years ago when I did my Commercial ME so what’s next? I can’t get a job anywhere with 16 hours of MEL and if I go spend money on a MEI license, there is a good chance in this market that the very few students who can actually pay mucho $$$ on a commercial multi will be stalked by a flock of MEI’s (most with more MEL time that I do). So, yes, I’m looking towards GAT because I don’t see any other route to log decent hours. Does that make me a wannabe pilot who is using a shortcut to steal jobs from other pilots? Didn’t I try hard enough to make it without this last resort? I don’t think so. I’m almost forty and if I end up getting a job somewhere after GTA (if I actually go there), I will be patiently waiting for some fellow pilot to throw in my face that, because I went to GTA, I don’t deserve a seat in that cockpit. If any of the GTA bashers out there have any constructive advice to give me please do so and I’ll be glad to follow them if they make more sense than spending 30K. This is no lottery money and I would rather not spend it but I have been in the aviation field for almost 17 years and I think I tried hard enough and long enough for anyone to tell me that I’m not entitled to a “short cut” at this point in my life if it makes sense. Thanks again for any good advice.
So, at this point in time I have my commercial, CFI, CFII, A&P and FE 727. Total time not very high but still above 1000hrs thanks to my CFI/II. I did work as a mechanic at MIA for 5 years hoping to eventually get to the cockpit by having one foot in the door. It almost worked out since that allowed me to get my FE but the company I worked for sold all their 727 so I said good by to FE without logging much. At this point I’m at a stand still with only 16 hrs of Beech Baron that I got 15 years ago when I did my Commercial ME so what’s next? I can’t get a job anywhere with 16 hours of MEL and if I go spend money on a MEI license, there is a good chance in this market that the very few students who can actually pay mucho $$$ on a commercial multi will be stalked by a flock of MEI’s (most with more MEL time that I do). So, yes, I’m looking towards GAT because I don’t see any other route to log decent hours. Does that make me a wannabe pilot who is using a shortcut to steal jobs from other pilots? Didn’t I try hard enough to make it without this last resort? I don’t think so. I’m almost forty and if I end up getting a job somewhere after GTA (if I actually go there), I will be patiently waiting for some fellow pilot to throw in my face that, because I went to GTA, I don’t deserve a seat in that cockpit. If any of the GTA bashers out there have any constructive advice to give me please do so and I’ll be glad to follow them if they make more sense than spending 30K. This is no lottery money and I would rather not spend it but I have been in the aviation field for almost 17 years and I think I tried hard enough and long enough for anyone to tell me that I’m not entitled to a “short cut” at this point in my life if it makes sense. Thanks again for any good advice.
Are you certain that 250 hours of right seat time in a B1900 and an SIC type is going to give you anymore guarantees of a job? Are you willing to gamble $30 large to find out?
GIA is no magic ticket... and many of them who were hired by other regionals in the last couple years could have saved a lot of money, as their peers were getting picked up with a few hundred hours and no multi.
In your situation, your niche may lie elsewhere. A good friend of mine that I instructed with was a long time A&P with perhaps 1000 hours and little multi time. He found work with an air ambulance company flying lears, and they pair to type him. He stood out because his A&P knowledge would make him valuable when they fly down to some remote part of the amazon and have a problem. He's now a captain for them.
Airlines have their own mx, but you might find some smaller corporate or charter outfits that would value your expertise.
Martinaire, Flight Express, and several other small frieght operators are looking for either single pilot captains with 135 IFR mins, or first officers on brasilias and ATRs on their island ops. Not glamourous, but it's work.
If you were going to spend any more money, the only thing I would suggest would be getting your ATP.
02-26-2009, 11:40 AM
#145
C21H30O2
Joined APC: Mar 2008
Position: L/R or workin' the panels!
Posts: 356
i agree with deadstick, after the 250, then what? the industry is at a standstill at this point with over 2600 on the street. overseas has dried up except for very experienced heavies. be patient for a little while longer, then look at GIA. personally i don't agree with this training airline, however everyone has to look out for themselves when there are trying times. nobody else will look out for you.
02-26-2009, 11:56 AM
#146
Gets Weekends Off
Joined APC: Sep 2008
Position: B767
Posts: 1,901
If you have $30,000, go apply at Great lakes. You'll have enough money to live on (because the $16k/yr they pay isn't), you'll fly a lot, and you won't be ashamed of where you worked (since in fact you actually would be working, not paying to sit in a seat). You'll have a very good shot at upgrading there in the next couple of years, so you'll eventually get the much coveted TPIC. I'd be all over lakes if I could afford to live on the pay.
Even if you don't get on at lakes, you may as well sit tight and keep instructing. There's nowhere else to go right now, and blowing $30,000 doesn't seem like a smart move in today's economy.
02-26-2009, 12:03 PM
#147
Gets Weekends Off
Joined APC: Nov 2008
Position: Livin' the dream
Posts: 626
All good replies, at least in my opinion, and my opinion and .99 cents will get you a cup of coffee at 7-11.
Pat, have you thought about finding a way to rent a multi-piston from a flight school to at least get back into the swing of things? I'm looking into doing that lately.
GrUpGrDn, thanks for the advice on the overseas stuff. I'm not looking at heavies there though. More along the lines of your "Charlie don't surf" byline.
Pat, maybe we could buy a ratty old piston twin and wrench on it together?
I'll buy the coffee.
Pat, have you thought about finding a way to rent a multi-piston from a flight school to at least get back into the swing of things? I'm looking into doing that lately.
GrUpGrDn, thanks for the advice on the overseas stuff. I'm not looking at heavies there though. More along the lines of your "Charlie don't surf" byline.
Pat, maybe we could buy a ratty old piston twin and wrench on it together?
I'll buy the coffee.
)
02-26-2009, 12:20 PM
#150
On Reserve
Joined APC: Feb 2009
Posts: 12
Gotta go (wish it to fly) but thank you all very much for the great replies. I'll look more closely at each one of them when I come back. I am sure I'll figure out something. Just wondering, what if I get hired as A&P for Gulfstream, work there for a while / get to know the B1900 very well and maybe when things clear up in the future see if they would guarantee me a SIC seat after training...which would eventually could lead to PIC a few years later. Would it be worth it then? Maybe I didn't mention that, but my goal in going to GTA is to stay at Gulfstream after the 250hrs and fly until I can go PIC. I'll be cool with that. I'm certainly not paying 30K just for 250hrs SIC.
Thread
Thread Starter
Forum
Replies
Last Post
B727DRVR
Cargo
14
08-22-2008 02:23 PM
