Career insights: Downsizing

Many serious flight students envision being an airline pilot. There is nothing wrong with that, and we all know the airlines are hiring right now. But focusing narrowly on an airline career may cause some to overlook other opportunities. Many think of the “on-demand” business as a stepping stone toward the airlines, but it can be a viable and lucrative career path. Having spent some time in the FAR Part 121 (airline) world and now at my second FAR Part 135 (on-demand) company, I’m finding I like it here on the charter side.

Despite some contract flying in Learjets early on, I had never seriously considered it as a career. Later, life as a commuting airline pilot had lost its shine. Commercial flights are very full these days, making it stressful to get to work. So a colleague pointed me toward a charter company that he knew offered home basing.

This is one of several key differences between the airline and charter worlds. Airline pilots often don’t live at their base city, but commute to them as I had. This has its problems, such as when the last flight of the day at your base is canceled, leaving you to find a hotel room on short notice and at your own expense. Many charter companies do it differently. You are required to live within a certain distance of a major airport (usually one to two hours), sometimes called your “gateway.” On day one of your work rotation, you are given an airline ticket to go meet your aircraft. The company then puts you up in hotels while you fly your work rotation, and gets you another airline ticket home at the end. Traveling on an actual paid ticket was a big deal to a former airline commuter like me. Much less stress than flying as a “non-rev,” and you can usually keep the miles. Disregard this scheme if you are hired at a company that does medical flights—you’ll be required to live close by and be ready to go at a moment’s notice.

Another difference is the training. Charter companies conduct a “basic indoc” (indoctrination) and simulator training as airlines do. But the simulator portion is usually conducted at private training centers where you are treated as a more of a client. I’ve received type ratings at two of these facilities and found it a different experience from training at an airline. However, many charter companies will require you to sign an agreement in which you pledge to remain in their employ for a certain period of time. Leave early, and you’re on the hook for the prorated cost of your training.

Perhaps the biggest difference between being a charter versus an airline pilot is contact with passengers. Upon entering the aircraft an airline pilot makes a left turn toward the cockpit, while the charter pilot turns right to meet and attend to the passengers. In fact, the pilot probably greeted them in the FBO and loaded their baggage, possibly after a shopping trip to procure whatever catering or special goodies they requested.

Some larger private jets will have a cabin attendant, but it’s often just the passengers and the pilots. And there’s nothing like serving a few drinks before starting engines to remind you that this is a high-end service business. Passengers pay huge amounts of money for chartered jet trips and they expect a good experience above and beyond simply arriving safely. I’ve met pilots who seemed to resent this, and I suspect they would be happier in the airline world. Charter pilots will often clean the aircraft cabin and service the lav.

But most people are interested in the actual flying experience. What’s it like to fly an airborne limousine? It’s great. Many business jets are as fast as airliners and can often out-climb them. The Cessna Citation CJ3 I flew at my first on-demand company would put you smartly back in your seat on takeoff. The CJ3, and the Hawker jet I currently fly, can cruise at 45,000 feet—considerably higher than most airline traffic.

Although some small jets and turboprops can be flown by a single pilot (and often are in Part 91 operations), two pilots are more common in the charter industry. They work together much the same as an airline crew does. But in the hiring process companies often look for an amiable attitude to go along with the stick and rudder skills—after all, you may be on the road flying with your partner for a long stretch.

Charter pilots will sometimes go to more diverse destinations. Pilots start the day at busy commercial airports such as O’Hare or JFK and end it at a backcountry, nontowered field with minimal lighting. We bring many skiers to mountainous airports, and sometimes see remote island vacation spots.

Now, the downsides. Unlike airliners, charter airplanes are often far from significant ground support. Break down in say, the Grenadine Islands or a hunting village in northern Canada, and significant drama can ensue. And the passengers are right there with you in a relatively small space. It’s one thing to announce a canceled flight over the PA system from behind a locked cockpit door. Try telling it to a busy CEO’s face when she needs get to a board meeting.

Work schedules at charter companies vary. My current rotation is 12/6, meaning 12 days on and six off—8/6 is becoming common, and 7/7 is prized, but less common. Some companies have set work rotations; some have airline-style bidding. Your company may even require availability at all times, although FAA regulations require some rest days. Even a good schedule can be a long time away from home, and doing laundry on the road is never fun.

The workload can be high. At my first charter company the captains did their own flight planning and filing. On a five- or six-leg day, it was a lot to handle in addition to flying the airplane. It took time to adjust to the extra tasks and responsibilities after my upgrade to captain.

The fast-paced nature of the business can be dizzying. I’ve learned to treat anything more than a few hours in the future as tentative. Plans can be changed or scrapped in an instant due to a pop-up trip, weather, maintenance issue, or crewing problem. I’ve even been rerouted in flight by satellite phone. There can also be a fair bit of airline travel and rental car trips when crews need to be re-positioned, so keeping a flexible mindset is a must.

But it’s an interesting way to fly if you can pace yourself and roll with the changes. Because they’re not subject to the 65-year-old rule, charter companies often employ retired airline personnel. So I’ve had the pleasure of flying with, and learning from, some highly experienced pilots. We stay in good hotels, eat well on the road, and occasionally see exotic places.

While a good argument can be made, particularly for younger pilots, that getting to a major airline quickly and staying there is the optimal career path, the charter side has a lot to offer. Industry leaders offer salaries and benefits on par with major airlines. Seniority may have less impact on scheduling, so even new hires can have a good quality of life. And, like the airlines, many companies are now hiring.

Jason Catanzariti has been a flight instructor for 15 years, has flown for a regional airline, and is currently a charter pilot.