Cargojet or Flair?

[greezer733]

Hi,

Quite a new pilot here with some jet experience. I had the luck to get an offer from both Cargojet and Flair Airlines but hesitating between the two of them.

Context, I was employed by Lynx Air and got furloughed as they stopped operations, but it seems that Flair are pretty solid (even though they're getting ran through by media). Cargojet seems like a very stable choice, with obviously a great salary, but I heard that they don't fly a lot (something ranging between 20-40 hours monthly if not less). This is something I am not really looking for, as I am quite early on my career and need to build more 705 jet hours.

Now the answer will probably be go to Flair, you're still gonna be flying a shiny jet and making a ton of hours maybe double or triple what a CJ pilot flies. But...what is the guarantee that Flair is gonna stay in this pretty competitive and harsh aviation market? It's a bet I have to make and I am in need of experience, maybe pilots from both airlines that can tell me how their schedule is looking like. This decision will probably affect the next 5 years of my career which can determine how long I will have to wait to get a command upgrade, or a better opportunity elsewhere.


Cheers,

Greezer

[C-GGGQ]

The Cargojet numbers are pretty accurate especially with a bit of a bottleneck in the training department. Line indoc can be slow. Once you’re released its basically unlimited OT especially for FO’s so you could see 50-60 a month if you push. I was scheduled for 55 this month ended up with 35 after changes and cancellations (customers making last minute changes which is annoying.) The upside to CJT is it is probably the easiest jet flying you’ll do. Driven out to the plane. Picked up after finish. shutdown checklist and upload the OFP and head to the hotel/ home 10 minute after landing you’re done. People will talk about “wrong side of the clock” etc but realistically its a lot of 11pm-2am starts. One flight maybe 2 and done 3am-6am. 24 or more hours before the next run. Lots of daytime runs too depending on the destinations. Very few max duty days. Fleet 99% flat panel displays. Most have cpdlc. One bird still has no GPS which is mostly just annoying on the south america runs. 15 days max work a month.

[greezer733]

The Cargojet numbers are pretty accurate especially with a bit of a bottleneck in the training department. Line indoc can be slow. Once you’re released its basically unlimited OT especially for FO’s so you could see 50-60 a month if you push. I was scheduled for 55 this month ended up with 35 after changes and cancellations (customers making last minute changes which is annoying.) The upside to CJT is it is probably the easiest jet flying you’ll do. Driven out to the plane. Picked up after finish. shutdown checklist and upload the OFP and head to the hotel/ home 10 minute after landing you’re done. People will talk about “wrong side of the clock” etc but realistically its a lot of 11pm-2am starts. One flight maybe 2 and done 3am-6am. 24 or more hours before the next run. Lots of daytime runs too depending on the destinations. Very few max duty days. Fleet 99% flat panel displays. Most have cpdlc. One bird still has no GPS which is mostly just annoying on the south america runs. 15 days max work a month.

Thanks a lot for the reply, please check your dms if you don't mind!

[cdnavater]

Hi,

Quite a new pilot here with some jet experience. I had the luck to get an offer from both Cargojet and Flair Airlines but hesitating between the two of them.

Context, I was employed by Lynx Air and got furloughed as they stopped operations, but it seems that Flair are pretty solid (even though they're getting ran through by media). Cargojet seems like a very stable choice, with obviously a great salary, but I heard that they don't fly a lot (something ranging between 20-40 hours monthly if not less). This is something I am not really looking for, as I am quite early on my career and need to build more 705 jet hours.

Now the answer will probably be go to Flair, you're still gonna be flying a shiny jet and making a ton of hours maybe double or triple what a CJ pilot flies. But...what is the guarantee that Flair is gonna stay in this pretty competitive and harsh aviation market? It's a bet I have to make and I am in need of experience, maybe pilots from both airlines that can tell me how their schedule is looking like. This decision will probably affect the next 5 years of my career which can determine how long I will have to wait to get a command upgrade, or a better opportunity elsewhere.


Cheers,

Greezer

Given your recent experience with Lynx, does that not give you pause?
Flying 50 hours a month might seem great if you’re flying 0 again if the doors close. Also, Cargojet will give you widebody experience which will help your career in the long run. The current situation might be 20-40 per month but that is probably temporary as a company doesn’t want to pay pilots to sit around, I assume there is a min guarantee, they will want to maximize that when able.
Think about this for a second, Lynx closes their doors and there’s a bunch of pilots looking for work, you lucked out and manage two offers, will you be that lucky if it happens again, given another 300-400(guessing, I no idea how many pilots Flair has) pilots are simultaneously looking for work.
Me personally, I would go with a company that has a more likely future, from the outside looking in but I have been laid off a few times and it’s not usually during good times. It’s usually when a bunch of us are looking for the same thing.

[pilot96140]

I second this of Cargojet, not much flying but the experience you get is great. Lots of flying out of MIA into Central and South America, its not just typical ILS to ILS at a Canadian airport. I feel like cargo gets a bad name for "back side of the clock" yet every time I'd be flying at night you'd be hearing AC, WJ, Flair etc so other operators do just as much. Not to mention its 1-2 sectors and a 6 hour duty day, it's really not bad. You generally push on time or ahead of schedule and once you land you're on your way home 15 min later. I found the job felt like a retirement job as you don't fly a lot and have long layovers. It's 15 days a month, 4 weeks of vacation year 1 followed by 5 in year 2, you can have quite a nice summer and get all your vacation in the summer fairly junior too. I found it to be the best QOL aviation job I have had, but if you want to fly, its not really that.

I'd say it depends on your long term goals, if its AC then I don't really think it matters where you go. AC does have the accelerated 737 course that is being forced on a lot of those guys so keep that in mind. They also seem to like Cargojet pilots and are avg 4-5 pilots per PIT course. If your goal is 787/777 RP at AC to start then 67 is very similar and transition would be very easy.

If its not AC and are looking for something different then between the 2 I'd say Cargojet. Obviously Cargojet isn't guaranteed to be around in 20 years same as Flair, but I'd be willing to bet that its a little more secure with their various contracts.

[boeingboy]

I can't believe your even considering Flair - that must be a joke.

Take the CJ job.

[flyinhigh]

Hi,

Quite a new pilot here with some jet experience. I had the luck to get an offer from both Cargojet and Flair Airlines but hesitating between the two of them.

Context, I was employed by Lynx Air and got furloughed as they stopped operations, but it seems that Flair are pretty solid (even though they're getting ran through by media). Cargojet seems like a very stable choice, with obviously a great salary, but I heard that they don't fly a lot (something ranging between 20-40 hours monthly if not less). This is something I am not really looking for, as I am quite early on my career and need to build more 705 jet hours.

Now the answer will probably be go to Flair, you're still gonna be flying a shiny jet and making a ton of hours maybe double or triple what a CJ pilot flies. But...what is the guarantee that Flair is gonna stay in this pretty competitive and harsh aviation market? It's a bet I have to make and I am in need of experience, maybe pilots from both airlines that can tell me how their schedule is looking like. This decision will probably affect the next 5 years of my career which can determine how long I will have to wait to get a command upgrade, or a better opportunity elsewhere.

I saw this and thought for sure you must be troll out fishing. Don't think anyone on here except for tbaylx and cojoe have stated that Flair is solid, or recommend go to Flair. Just google what has been happening the past couple weeks and that should answer your own question.

[Turboprops]

So let me get this straight.
Your last company, an ULCC, went under due to difficulties operating such company in the Canadian environment.
And now, you want to join another ULCC? Where do you even get the “flair is a solid company” impression from?

[PWJ58]

\

[VFS]

Hi,

Quite a new pilot here with some jet experience. I had the luck to get an offer from both Cargojet and Flair Airlines but hesitating between the two of them.

Luck?????? Luck no required for those 2 operators, just jet hours, a license and a pulse.

Have you looked elsewhere before committing to either of those companies? Any other 705 jet operator in Canada would be better than those two.

[Canadaflyer46]

Tough call, Greezer! Here's a quick breakdown:

Flair: More flying hours (good for building experience), but stability a concern.
Cargojet: Great salary & stability, but potentially fewer hours (slower building of jet time).
Focus on your priorities:

Need hours: Flair might be better (double/triple hours).
Stability matters: Cargojet offers a secure option.
Consider talking to:

Flair pilots: Get a feel for their current schedule and workload.
Cargojet pilots: Confirm typical monthly flying hours.
Remember:

Career impact: Both can lead to command upgrades eventually.
Your comfort: Choose the environment that best suits your needs.
Good luck with the decision!

Wait, what? Cargojet is an embarrasing stain on the Canadian aviation landscape. They pay $138 an hour for a widebody captain, that same type at UPS is $440 an hour. Even top scale captain after 12 years is still paid less than a Southwest second year FO makes ($221 vs $230).