Meat of the issue: What opinions are there on a pilot being employed simultaneously by two separate carriers?
Double Duty
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Double Duty
Finally getting with technology - long time aviator - new guy on block in the home computer world.
Meat of the issue: What opinions are there on a pilot being employed simultaneously by two separate carriers?
Meat of the issue: What opinions are there on a pilot being employed simultaneously by two separate carriers?
Failure to plan on your part does not constitute an emergency on mine.
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just curious
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Re: Double Duty
If they share the same market share, then they generally don't like it to the tune of giving you the choice of ceasing or leaving.
If you're driving a boeing and talking about a kingair weekend job, probably ok, if you watch duty times.
If you're driving a boeing and talking about a kingair weekend job, probably ok, if you watch duty times.
Re: Double Duty
Or even similar aircraft types but doing different work. ie: one doing sked and the other charter might be ok, but if the two outfits compete for the same pax it isn't going to work.
Re: Double Duty
Your replies are all in line with my thoughts on the issue.
I fully recognize that pilots very rarely if ever stay with the small carrier. We as pilots all desire to move forward with flying bigger, better, newer machines - the evolution thing. As a small business person (not directly in the air carrier business) I also see that it can be tough for a pilot to "grow" with an employer where they have achieved the pinnacle of that company's ladder. And I have known of a very similar case to the Boeing driver/King Air scenario - pilot works part time at two carriers to make a living AND advance. Smart owner sees the skill set possibly departing so he works with the pilot in order to ensure some continuity at his company and give him time to ensure his junior birdmen are up to the task of filling the pilot's boots as it were. But this was done with full complicity of both operaters to the benefit of all.
What about "moonlighting" - full time (aside from the regulatory issues of duty time/flight time etc.)?
I fully recognize that pilots very rarely if ever stay with the small carrier. We as pilots all desire to move forward with flying bigger, better, newer machines - the evolution thing. As a small business person (not directly in the air carrier business) I also see that it can be tough for a pilot to "grow" with an employer where they have achieved the pinnacle of that company's ladder. And I have known of a very similar case to the Boeing driver/King Air scenario - pilot works part time at two carriers to make a living AND advance. Smart owner sees the skill set possibly departing so he works with the pilot in order to ensure some continuity at his company and give him time to ensure his junior birdmen are up to the task of filling the pilot's boots as it were. But this was done with full complicity of both operaters to the benefit of all.
What about "moonlighting" - full time (aside from the regulatory issues of duty time/flight time etc.)?
Failure to plan on your part does not constitute an emergency on mine.
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Re: Double Duty
I'd see the big issue as flight times. Each carrier has to record all of your flight times from both carriers, plus personal flying if you do any of that.
If carrier "A" finds he can't use you because you did 50 hours for carrier "B" he isn't going to be impressed.
If carrier "A" finds he can't use you because you did 50 hours for carrier "B" he isn't going to be impressed.
