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Thinking about making the jump from fractional to the airlines—or wondering which path is right for you? In this episode, I break down my personal experience going from flying the Citation Latitude at a fractional operation to flying a 737 as a major airline pilot.

We cover the real pros and cons of each career path: the seven-day work weeks and FBO life of fractional flying versus the "turn left and you're done" simplicity of airline operations. From quality of life changes after becoming a parent to the grind of short-call reserve, I try to give an honest, no-holds-barred comparison of both worlds.

Whether you're chasing Garmin avionics and owner interactions or looking for longer overnights and schedule predictability, this episode will help you understand what to expect from each side of the professional pilot world.

Topics covered:

• Quality of life: 7 on 7 off vs. airline scheduling
• Customer service and crew dynamics
• The reality of short-call reserve
• Making the decision that's right for your family

Episode 347 of the pilot the Pilot Podcast takes off now.

The Pilot the Pilot Podcast is brought to you by Ground School from the Finer Points, the indispensable training app for new and experienced pilots.

Visit learnthefinerpoints.com justin to save 10% off your first year aviation justin here from Pilot the Pilot Flying is not just about the miles.

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When I was taking a 172 or I was flying a 206 all over the country for Aero Survey, we had the 172.

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And welcome back to the Pilot.

The Pilot Podcast.

My name is Justin Seams and I am your host.

Today's episode is a fractional versus airline pilot.

Now, I've made a couple videos and a couple podcasts about this, and I have talked about some differences, but I wanted to create just a podcast in itself that talks about for me personally, what the differences are, because there's a lot of people that come up to me, especially when I used to fly fractional, they're like, yeah, I've never really heard of this, and I think I can make this a career.

I really like seeing what you post on Instagram, so I figured I could put kind of the pros and the cons of fractional and the pros and the cons of an airline pilot as well.

I promise you, I. I will do my best to not be a jaded former employee at a previous company, because I'm not.

I'm honestly not.

I could highly recommend that company.

If you're looking in the fractional world, they are the place to go.

And I could have spent my whole career there and I would have been very, very happy.

But as I said in the why I quit my job video a couple years ago, my life changed when I had my kid, my priorities changed and I just needed something else.

So that's what we did.

So I hope you enjoy this podcast.

And before we go, you're probably like, justin, you haven't talked about it yet, but we have released the Pilot to Pilot magazine.

It is out.

It is awesome.

It's 13 articles, 13 podcasts, close to 100 pages of actual magazine.

We have a print version.

We also have a print and digital version.

You can order@pilotthepilothq.com backslash mag, the first magazine you order, if you're ordering print plus digital is 9.99 and it's gonna be quarterly.

And then every quarter after that it's 14.99.

And the digital only version, if that's what you want, I highly recommend the print version just because it's a very premium product and something that feels great in your hand and feels more like a magazine or feels more like a book than it does an actual magazine.

So the digital version, first one is 4.99.

And if you want to go ahead and sign up for the quarterly, which when you sign up, you will be, it will be 9.99 for everyone.

After that, it's, I think it's about 98 pages, 13 articles, 13 podcasts.

I feel like I put my blood, sweat and tears, but mostly just sweat and Tears especially shout out to Nick and Ally and Rico.

Rico, Adventures of Rico.

He did the COVID shot.

He did the Cities at Night spread.

Ali helped edit all the articles because as I said a million times, you do not want me to write without someone editing.

So we have had that happen.

And thank you, Ally, for that.

And then Nick, the video editor, who I call him, he kind of put everything I, I, I reached out to him and I was like, nick, I want to make a magazine.

Can you do that?

And he's like, yes, I can.

Done.

And I, I gave him a template and he's kind of the mastermind of the design.

We, we came up with what we wanted and we're very, very excited about it.

So I don't want to take any more of your time, but I am so excited about this.

Pilotpilothq.com backslash mag check it out.

It's amazing.

I promise you, you're gonna love it.

It's amazing.

I'm so excited for it.

So, aviation, without any further ado, here's the fractional life versus airline life.

What is going on, everyone?

And welcome to the 121 Major Pilot Edition.

Because I can only talk for being a major pilot.

When I say major pilot, I mean major airline pilot.

Because I haven't flown the regionals, I haven't flown any other airline, so I can't speak for that.

But what I can speak for is my own experiences.

I can speak for where I fly now, which I'm not necessarily going to mention the airline and I can fly and I can mention and talk about what my previous experience was as a fractional pilot.

Now if anyone was to listen to this, let's say they, they listened to the podcast Hardcore for the first couple of years and then this is the first episode they listen to, they would be very, very confused.

Because I have spent so much time in the past talking about how I'm fractional pilot for life.

I'm never going to leave the fractionals.

I, and I truly meant it when I said that.

And I always tried to caveat or use the caveat that you never know what is what you are going to want.

You never know how your life's going to play out and how your, your needs and your wants from the job that you have are going to dictate what you actually want out of your job.

You know, my priorities of what I wanted at a job, I went from not minding being gone for seven days At a time I went for not minding, really just like grinding on the work week because I had seven days off and I could just sleep.

I could just do this.

But then you have a kid, it's like, all right, your seven days off sometimes are just as busy as your seven days on.

So I really realized that I wanted to try to find a job that gave me the ability to work less some months and then work more and more months and not get in trouble if you try to play a game to capitalize off of working less and making as much more, whether it's premium, whether whatever it may be, and how you can kind of play the game and game the system to work out in your benefit.

And that's what I did.

I came to the conclusion after the contract negotiations on my previous job that, you know, quality of life wasn't really being touched.

And that was.

What was most important to me, was my quality of life.

I would have taken less money to stay at the same company if quality of life would have been improved.

But it didn't.

And that's fine because you can kind of make your own quality of life in that world.

You can.

You can to an extent.

You have the ability to say, hey, I'm too tired to fly.

I need 14 hours off.

But, you know, I just didn't want to.

Didn't want to play that game, and I didn't want to go down that road and eventually, you know, put a target on your back for trying to game the system because of the previous job.

If you game the system.

Not a fan, they.

They don't like it.

But, yeah.

So when we had the.

When we had our child, it just really changed a lot in me and what I wanted.

I'm going to retire around probably like a thousand.

And if I would have retired, if I would have come over two years ago, probably be like 10.

So when they tell you a seniority number really does mean something, it really does.

Now my.

What I retire with will let me have the ability to fly pretty much any airplane that my current company has.

But if I was to retire number 10, I mean, just the quality of life in those airplanes just drastically goes up.

So I'm not complaining.

I'm really glad that I gave, you know, every minute that I could to my previous company because I would have retired.

Number two, there.

There's only one person in the whole company that was younger than me and senior to me.

And that was by like two months.

And I just thought it was worth giving it the chance, see what the contract was going to be and see if there was any quality life improvements.

Now, when that didn't come out, I realized that it was time to jump ship and it really came down to one place which just worked out best for us.

And that's what we did.

Now, what I've seen as the difference in between the two, the first thing I'll say is previous company, extremely professional.

You go to training there, you train like a 121 pilot, you do AQP training.

It's extremely professional and it's extremely impressive.

They train to very high standards.

It's not a mom and pop shop.

It's not cowboys.

Your experience there is every bit of your experience that it's going to be at a major airline when you go train.

So shout out to them and shout out to their training.

The planes they fly are some of the nicest planes that you can possibly fly.

I mean, you have Textron Aviation's finest.

I got to fly the latitude.

I was most likely going to upgrade into the longitude next.

And then if you ever wanted to keep going, you know, they have the nicest of the nice globals that you could fly.

So equipment, avionics, especially Garmin Aviation, that was one of my biggest holdups when I was making my decision, honestly, is I was just worried about making the transition from the nicest avionics in the world to kind of just like FMSS that couldn't do half the stuff that Garmin could do.

So I was a little bit nervous about the transition and turns out it was not a hard transition at all.

I still highly, highly, highly recommend Garmin Aviation and would prefer to fly a Garmin avionic airplane or Garmin avionics on an airplane any day.

But you can.

It's not hard to make the transition.

You can still learn it and it's relatively easy.

That was one of the things that I was a little bit afraid of when I was making that transition to.

But yeah, fractional is great.

I really enjoyed my experience.

I kind of talk about a little bit about what I liked about fractional.

My favorite things, by far my favorite things were having seven days off.

You can get seven days off in the airline, but it's not going to be consistent every single time you get seven days off.

Now there are things that you can do, there are ways that you can Just drop everything and you won't get paid.

But you will have your time off where at the fractional we had a set salary and you got paid whether you flew or you didn't.

That's why it wasn't very beneficial for them to have you take extra time off.

So it was harder to play the game when it comes to working less and making more, if that makes sense.

But seven days off was great.

I did mention earlier that, you know, it did come to the point where it wasn't enough for me to recharge at home to get ready for.

For kind of the workload on the road.

But seven days off consistently was pretty fantastic.

Now one of my fav.

I mean this was amazing.

The vacations were fantastic.

So you got.

I was.

When I left, I think I had seven year seniority.

So that gave me three weeks of vacation.

But each week turned into 21 days because you had your off seven days, you had your vacation, then you had off seven days again.

So you would essentially get three 21 day vacations throughout the year.

After 10 years you got your fourth vacation.

So you had four 21 days.

And if you space that out right, you know, you could work a little bit then have vacation reset, rewind.

So having those vacations was.

Was awesome.

And I mentioned this earlier, but it was the texture on aviation, it was flying the latitude, having the ability to hopefully fly the laund to it eventually and then just the greatest of the best, you know, the greatest of the great Garmin avionics.

I felt comfortable, felt like I knew everything I needed to do and you had everything in front of you and it was beautifully laid out and just worked so, so well.

But those are kind of the three things that I really, really, really enjoyed.

Now what I didn't necessarily enjoy was this is a caveat that seven days off was meant you had seven days on.

So seven days on was a grind.

Now this changed drastically in my tenure at this company.

The first years, I'd say, you know, it was pretty manageable.

You didn't fly as much.

You probably had maybe on Tuesdays and Saturdays, you really didn't fly that much.

Maybe one leg to reposition, maybe two legs, sometimes nothing.

So sometimes I remember waking up and getting able to watch college football in the hotel and I was like, this is awesome.

Getting paid to do this.

Fantastic.

But then after Covid and they kind of learned how they could really utilize all the crews, which is great for the business.

I mean, they need to make as much money as possible.

That's Kind of their goal.

But it came on the, the side effect of that was the fact that crews got worked harder and the optimizer, the scheduler got kind of determined that they thought it was optimal for you to work about 10 to 11 hours every single day and then have about 11 to 12 hours off every single day for seven days in a row.

Sometimes the duty day would stretch to 14 hours on and sometimes the duty your off period would stretch to 14, 16 if you got luck.

Um, now this does kind of determine what air.

This is kind of based on what airplane you're in.

I can only speak on flying the latitude, which is one of the busiest fleets.

Um, but it was pretty standard I thought.

And especially in the, the smaller cabins, once you got to the narrow or the larger cabins, your life got a little bit better, a little bit more predictable.

But it was still kind of a grind.

Um, it's kind of like wide body first, narrow body on airline.

Uh, if you talk to a 787 captain, they'll kind of be like, oh, it's the best.

You know, I fly here, I stay there for 36 hours and I fly.

It's kind of similar when you're on the global over there or you're on the bigger airplanes, but it's not to the same extent.

You're still flying a little bit more, you're still getting a little bit less rest.

But it is definitely a different airline when you make it to the globals.

Kind of mentioned the daily schedule.

So the seven days on a grind, your day one.

Realistically for me, when I was, when I say I was living in Raleigh, which is where I currently live in North Carolina, there was a lot of times it was airline you to an airplane and then you'd fly two legs a day, maybe three, sometimes one, but usually two to three legs a day.

So people, they, one of the big selling points is you don't have to commute, which is fantastic.

You do not have to commute.

They will airline you to the airplane, but they will also work you that same day.

So which is fine, that's what they can do.

But it's not necessary.

It's kind of just like you're thrown into the fire.

Day one here we're going to airline you here, maybe it's a two leg airline depending on where you live.

And then now that you got to the airplane, pre flate that airplane and then we're gonna have you fly two legs and start your tour.

And from then from day one to day six or day Seven it is.

You are essentially on short call reserve for seven days in a row.

You will go to bed with a schedule.

That schedule will sometimes most likely change by the time you wake up.

But what will not change is the time that you're supposed to report for duty.

So if you go to bed with the 6am schedule, a report, you have to be at the airport at that time.

And that's the only thing that is pretty much guaranteed.

The only thing that else is guaranteed is that there's gonna be change.

Even if you're taking off, flying to a place, say there's a couple times.

We're flying Dallas, love to Midway.

We were getting ready to start our approach in the Midway or start our arrival in the Midway.

Got a message on our fms.

It was like, hey, guys, would you mind actually flying to Grand Rapids to pick up these passengers?

And you're like, all right, let's see if we have the fuel.

Let's see if we have this.

We'd go through our checklist to make sure we could do it.

And then bada boom, bada bing, we are in Grand Rapids and our whole day has changed.

Changed.

Now, I used to say I love that.

I used to love the changes.

I used to love everything about it.

The changes were great.

I always thought I like chaos.

I always thought I liked change, but I got a little bit tired of it.

And that's just something that kind of changed.

And then just every day, you know, with more changes, flying three legs at a minimum, usually to about five every once in a while.

Six legs.

Those six legs, you'd be up in the Northeast.

You'd be going like Nantucket, Martha's Vineyard, Bedford, Boston, Beverly, like that little area, maybe back down at Teterboro.

But not every day was that crazy.

And another thing I didn't like is, yes, you can make airline money at the fractionals, especially the fractional I was at.

The problem is, is that you usually have to work more and you have to work extra days in your schedule.

So if you have a seven on seven schedule, you would have to go out a day early or stay out a day later.

And that's means that you lose a day off.

I wasn't willing to play that game to make more money.

The game I wanted to play was, all right, if I fly premium on this trip, then that means that I will go into my next trip, they'll drop that trip, and I'll actually have extra two days off at home.

But my pay is the same.

So that was kind of the game that I wanted to play was try to figure out if I could work less and make more.

But at my previous company it was definitely a work more to make more, which is very fair for the company.

I totally understand it and it's a win win for a company and the pilot if they need extra cash.

But it just wasn't what I wanted out of the career.

I didn't want to work anymore.

I didn't want to be taken away from my family any more than I already was.

The constant theme is try to be home as much as I can be for my child and for my kid and for my wife.

So that's kind of what I really didn't like about it.

Again, it's a great company, great place to work.

I could have seen myself be there for a whole career.

It just wasn't kind of in the cards anymore and needed to change.

Now we can get to the big stuff.

We can get to 121.

What I like about 121 and it is you turn left, you literally turn left.

Set up the FMS as the fo.

Set up the fms.

You know, you do your checks, you walk around, you come back in, you say hi to the captain and you make sure you get everything done and then you go be a team.

You go fly the flight, you land, that's it, game over, day over.

Sometimes, sometimes you fly two legs.

We're the base that I'm in.

We very much so fly one to two legs a day.

Have anywhere from 16 to 20 hours off.

The longest overnight I think I've had, it was 31 hours.

I think I was in Barbados one time for the Super Bowl.

Fantastic.

It was sick.

Just flew JFK to Barbados overnight for 30 hours.

Watch the super bowl, fly back the next day, that's it, go home.

I mean, it doesn't get much easier than that.

I do love flying.

I do enjoy being in the air.

I do love flying and I don't mind flying two to three legs a day.

But when you get used to one leg, two legs, it's really hard to go back or even think about a previous life when you flew four or five.

So turning left is great.

I like knowing consistently knowing where I'm going to be at night.

Yes, there are changes every once in a while.

You know, you're going through a major hub, they'll be like, hey, we actually need you to fly this flight.

But there's a penalty for that and you actually make more money.

So it's not a terrible thing.

And a lot of times they try to catch you up on your original trip and then you get back to where you want to go.

But I'd say 90% of the time, you know, when you show up for a trip, you're gonna fly the whole trip.

And that's kind of nice to have that and not have the chaos of what I previously had.

And then one of the next things that I like is not having a massive sit every once in a while.

There are sits, but there's a lot of times the FBO rotting that was just.

Was not a fan of that sitting in.

Sometimes you'd be in the smallest FBO you could imagine.

And I love FBOs, I love them all.

But when you see the couch and you're like, that couch definitely has bedbugs, you know, you know exactly what I'm talking about.

You can just see the couch.

You can probably visualize the same couch I'm seeing right now.

And you're like, I don't want to sit there for the next five hours waiting for a flight or being wait to told to go home.

So not having a crazy sit.

And if you do have a sit, you know, I don't mind the terminal life.

When I was at my previous company, I always thought the terminal was the worst place in the world.

But pilot lounges, you know, you just go there, you sit or put headphones in and work on the podcast, work on anything.

And it's been, it's been a lot better.

All right, Some of the differences in the jobs, fractional.

You are definitely more hands on.

It is definitely more customer service oriented.

You're going to be loading bags, you're going to be cleaning up after flights.

You're going to be making sure catering shows up.

You're going to be calling the catering, you're going to be calling the company.

There's going to be a lot of kind of like you're going to go back and forth to make sure everything is there, because your job is to make sure that that one flight is the best flight experience that this person will ever have in their life.

You want to make it as personal as you can.

You have to be able to, to read their body language.

Do they want to talk?

Do they not want to talk?

Do they want to hear jokes?

Do they not want to hear jokes?

You have to really be a chameleon with the owners.

That's not necessarily the case in the 121 world, right?

You're just turning left.

A lot of times.

You shut the door, you Push back and you're on your way and you land and all you say is goodbye.

A lot of times you don't even say good morning because a lot of times you're up doing your checks, you're doing loading of the fms and then they're going and boarding and doing their thing.

There is more crew, right?

So in the 121 world, you have me being a first officer, you have the captain, and on my plane you have four flight attendants.

So you obviously have more of a crew environment and there's more personalities to manage and talk to.

But that's been great.

I haven't had any negative experiences, I'd say, with that.

And it's been kind of fun to work as a team for one common goal, to have the best flight you can possibly have.

I do want to talk about kind of the customer service orientation of fractional loading bags can be annoying, but it's not as bad as you think.

The latitude had a massive absolute.

It was the SUV of the sky.

It had a massive baggage compartment.

And especially when you're moving kids to and from college, that was always tough because they'd show up with two SUVs and you'd be surprised what you could fit in there.

And then cleaning up the planes, that is not as big of a deal as you want to think.

Texture.

And aviation has done a great job designing the airplane to be as easy as possible.

The bathroom, you just say, hey, here's $5, I need a laugh.

And then you're going to do some light vacuuming and some light wiping down.

And one of the great things that they've done is that they have service hubs.

And at all their major markets, they have service hubs where as soon as you land, I mean, nine times out of 10, as soon as you land, as soon as the passengers are off, there's a big old van coming up to you.

Be like, hey, Captain, how can I help you today?

And they're like, all right, well, we need to restock the sodas.

We need you to restock the alcohol vacuum and a quick wipe down.

And they're like, all right, we'll be on our way.

And then 30 minutes later, your plane looks and smells and feels brand new.

So they've made your life as easy as possible.

Yes, there are times you have to wipe down the bathroom.

Yes, there are times that you have to load some really hard bags.

I remember one time being in Jackson Hole loading what felt like everyone's ski equipment in the whole entire world.

It really wasn't.

But the higher elevation I remember getting back, and I was just so out of breath and like, oh, wow, you had a breath.

Must be altitude.

And I was like, well, it's probably the bags you got, but, yes, also the altitude.

So, yeah, there is.

There's a little bit more customer orientation there, there.

And then with fractional, as I talked about before, you never really knew where you're going.

You went to bed with an idea of where you're going.

Nine times out of 10, you did not go there.

My favorite things about the airline world, as I said, you turn left and that's about it.

It's as easy as that.

There are months where you can figure out, like, all right, I'm going to bid that with seniority, you can do pretty much anything you want.

And I'm in the middle of the seniority, about to change bases, where I'm not going to have as much seniority.

I'll probably be back in reserve.

But you do have the ability to some months be like, all right, I don't want to work much this month.

We have a lot going on at home.

I understand.

I'm not going to make more.

So the SEC the month after that, I will try to work even more to make even more that month.

And you can play that game, or you can be in reserve.

You can try to fly over your guarantee.

You can try to sit there and pick up premium.

There's a lot of people when you're very senior, you drop all your trips and you just wait for premium to show up, and you just fly premium.

And it is a sick deal.

So you can work less and you can make more by doing that.

Longer overnights, there's something to it.

I mean, I remember my first.

It was IoE my very first overnight, it was 18 hours, and I was like, I don't want to do myself.

This is more time than I have normally had in a long time.

And I got bored.

It was after, like, 14 hours.

Like, all right, this is weird.

Why am I still in the hotel?

Now I get 18 hours.

I'm like, all right, this is nice.

This is what it should be.

This is what I'm used to.

And I like this.

Um, so, yeah, longer overnights have been great, because at the previous job, I always said you can do two or three things.

You can either work out, sleep or eat.

And you had to choose two of those three.

If you wanted to work out, you probably went back to sleep if you wanted, or you could work out, then you eat, you get less sleep.

So you can only choose two of those three at the airlines, especially at the major that I'm at, you have a much better chance to do all three of those things, which is fantastic.

Try to think that's.

I wanted to say something else, but I can't think of it anymore.

But that's about where I stand with fractional and 121.

I hope this was helpful to anyone that has thought about this.

And if you have any questions, you always email me@justinpilothepilothq.com I appreciate your time.

I appreciate you listening.

This has been fun to talk about it because I got to kind of relive some memories that I've really enjoyed at my previous company.

Worked with great people.

As I said before, there's no kind of bad, bad love.

There's no negative connotations.

There's no bad thoughts about that company.

Loved every minute I was there.

I hope they're very successful and I hope they continue dominating that world.

But I'm very happy with the decision I made.

Oh, I remember.

So I will say short call reserve in a base where you don't live is awful.

And it is worse than any fractional schedule that you have, especially over the holidays.

That was really tough.

Very, very tough.

And I think I underestimated how long that was going to last.

So you need to make sure that you are on the right side of the wave and understand that that time is very temporary.

So it got extended for me because hiring freezes.

But now there's probably no scenario unless I upgrade to captain to where that could happen or if they have displacements in the future.

But it was.

It was harder than I thought it was gonna be.

I did understand that that was probably going to happen and that it was a possibility that it could be extended.

But, you know, you always think about the good times.

Everyone tells you you're gonna get the base of what you want in two months, three months, four months.

And then I went to six months, and it went to seven months, eight months, nine months, ten months.

The good news is I started getting more seniority in New York and I actually learned that I love the people that fly to New York.

I love the trips that they have.

And the commute really wasn't as bad anymore now that it was off short call reserve.

So short call reserve can be very tough.

Have that conversation when you're making that decision with your loved ones to let them know that this is a possibility, that it could be extended a little bit, because the Junior pilot is probably going to be on short call reserve.

It's different for some bases but it can be a little bit tough and it can be a little bit more straining on our family but it is temporary.

There is me opportunity eventually when you get off that for you to get a line long call and your life will get better.

But that short call reserve when you don't live in base can be awful.

That's all I'll say.

So yeah Aviation I hope you're having a great day.

Thank you so much for listening to this.

As I said Pilot, the Pilot magazine has officially landed.

Holy smokes.

What a last crazy last few months getting this together.

Quarterly magazine digital and there's also digital and print.

The print magazine is unbelievable.

I cannot wait to get it in my hands.

It's me shipping.

They said it was going to start shipping on the 15th which should be yesterday.

If you're listening to this, it's amazing.

Shout out to all my sponsors.

Thank you so much for for wanting to be a part of the magazine as well and thank you for anyone that contributed to it.

The idea of the magazine is to truly be for pilots by pilots.

If you want to hear something, if you want to contribute, let me know.

You know you don't have to be a 10 time whatever winner or you don't have to be a crazy influencer to be on this.

You have a story and if you want it to be shared just like the podcast, let me know and send me the story and we'll do a podcast and we'll talk about it and then we'll turn into article and it'll be the magazine.

So you can always email@justinpilotthpilothq.com and if you want to sponsor if you want to help out this magazine you can also immediately email me as well.

Ava Nation I hope you're having a great day and as always happy flying.

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