Vicky Benzing hails from Northern California, growing up in San Jose. After graduating from high school, she pursued a career in physical chemistry, eventually obtaining a Ph.D in the discipline from the University of California-Berkeley. But a lucrative position in the Silicon Valley tech industry failed to hold onto her heart. Recognizing we have only so much time on the planet, she switched gears about 20 years ago, turned toward aviation, and practiced full time the aerosports she loves. Today she is based at Monterey Airport (KMRY).

She’s a skydiver, holds an airline transport pilot certificate, and flies her 450 hp 1940 Stearman in air shows around the country. In 2008, she placed in the top 10 in the Advanced category at the U.S. National Aerobatic Championships in an Extra 300S. But it’s her past 13 years at the National Championship Air Races in Reno that spark her forward the most. Benzing first raced at the Reno-Stead Airport (KRTS) in 2010, winning her first heat flying a Glasair SH-3R. She went on to become the “fastest woman at Reno” in 2015 in an L-139. And recently she’s topped the Sport Class Silver division with her custom Lancair Legacy, Lucky Girl.

• READ MORE: 6 Cities Competing to Host Next National Championship Air Races

FLYING caught up with Benzing as she was preparing for Reno 2023—hopeful to mark one more milestone at the storied event in the Unlimited Class at the controls of a P-51 Mustang.

FLYING Magazine (FM): How did you transition from aerobatics and get your start at Reno? What was the first airplane you brought to the races?

Vicky Benzing (VB): At the behest of Lee Behel, I went to PRS [Pylon Racing Seminar] in my Extra and, of course, the Extra is too slow to race. The Sport Class was not yet oversubscribed…we hadn’t opened the class up to [Van’s] RVs yet…so he asked me if I would race if he could find an airplane for me. Vicki Cruse [an aerobatic champion who died flying her Edge 540 at an airshow in England in 2009] was a close friend. Lee purchased her Glasair from her estate, and I raced it in her honor. She had previously raced at Reno—it was Race 13— the Cruse Missile. That airplane…had gremlins, and we always attributed that to Vicki’s sense of humor. I won that first race against Scott Nelson—I had to pass him to win the race. I got the fire truck ride, and the second race, I was on the pole, and when you’re a rookie, trying to find the pylons is tough. In the chute, when I put the throttle forward, I had a prop overspeed and very nearly lost the prop. I managed to get the airplane on the runway. We rebuilt the engine on that airplane, and I raced it the following year, the race that the Galloping Ghost went in, so we didn’t get to finish the race. So it wasn’t till the third year that I actually got to race all the heat races.

FM: From there, you went on to progress into the Jet Class, as well as getting the right airplane to advance in the Sport Class. Tell us about those experiences.

VB: In 2013, I raced the jet, Kermit, the L-39, and the Cruse Missile. We tried to make the Cruse Missile go faster with modifications—and I had a number of Lancair “kills.” But it wasn’t as fast as all the Lancairs. I put a rearview mirror in my cockpit, and I put a label on it that said, “Lancairs belong here.” But I wanted to have an airplane that I could modify and work on my own, and so in 2014, I went out and bought Lucky Girl [a Lancair Legacy]. I think the Cruse Missile was jealous, because Lee took me to go look at Lucky Girl in Fresno, California, and on the way, the Cruse Missile threw a fit and had a prop overspeed, and we ended up landing at the former Castle Air Force Base—Merced Airport [KMCE] now. Lucky Girl’s a fast stock Lancair, and through the years I’ve just modified her bit by bit, with bigger pistons, and last year, nitrous [oxide, a performance booster], and we’ll probably run nitrous this year.

FM: In 2015, you became the fastest woman at Reno. How did you come by that milestone?

VB: I raced the jet again in 2014, and then Dianna Stanger called me up to race her jet, Darkstar, an L-139, in 2015, and that’s when I became the fastest woman ever at Reno, ’cause I was clocked on the course at 469.831 mph, which was the same speed as one of the other guys did. And he clocked it first before me, so I ended up behind him in the order. Last year I raced Robin, the yellow jet [L-39]. Jets [are] a different deal—it’s really high G loading, especially for the really fast ones. You kind of say, “400 mph, 4 Gs; 500 mph, 5 Gs,” but that’s continuous, so if you hit wake, or fly unevenly, you’re hitting even higher Gs.

FM: You moved up to the top of the Sport Class Silver rankings regularly over the past few years in Lucky Girl. But you’ve had other dramatic moments in the race that stand out.

VB: From 2014 to present, I’ve raced Lucky Girl. My engine quit in the cooldown [lap]. I came out on downwind in the cooldown and went to land, and the engine quit. I was like, “What? You’re kidding me.” And those airplanes come down so quickly. I was basically over [Runway] 8, and I made the left turn to land on 32, and I barely got on the runway, barely got out of the turn before I made the runway. They are not gliders.

FM: For this year, you plan to campaign a special airplane. How did you come to buy a classic warbird?

VB: So I bought Clay Lacy’s P-51 [Miss Van Nuys] in 2019, and Steve Hinton Jr. has been restoring it, and it became a much bigger project than it started out as. The idea of purchasing the aircraft was to put it on the racecourse at Reno because it’s an historic aircraft [see “In Depth,” Issue 938] but also to fly it at airshows, because I think airplanes like that deserve to be seen. I think, as a woman, there are not that many opportunities to fly warbirds. I would love to be the person who is at the [Commemorative Air Force] museum wrenching on airplanes, but I just don’t have time to do that with doing the shows. I had to make an opportunity for myself to fly a warbird. I went to Stallion 51 to get training—and I swore up and down to my husband I was not going to buy a P-51. He bought me a little model for my desk. But Clay is my neighbor at Pine Mountain Lake, and I heard that his Mustang was for sale. It took a little talking to my husband and asking Clay if he would sell it to me.

FM: But the care and feeding of a warbird takes time and investment. Share with us the story of bringing an historic P-51 to the Unlimited Class.

VB: [Miss Van Nuys] had never been restored since it was built in 1944—never been overhauled. The last time an engine had been put in it was 1976 [after Lacy’s last time racing it at Reno in 1972]. I would be surprised if there were 100 hours on that engine. We were just going to bring it back up to snuff, but then one thing led to another. And that led to paint, and can you paint the cockpit, can you change the instrument panel? And then going through the airplane, we found a crack in the tail, so it had to come off. Steve is in the process of painting it—we got delayed by paint because we had a custom color mix, [a purple that is an exact match to the original shade]. We ordered it in September [2022], and we got it in April. We put in a water bar system for racing; the wing was profiled to make it smooth for racing. We put all the antennas inside the airplane. One of the things that I really like about racing is the modifications that you do to your airplane are there forever. If you’re using it for commuting or flying here to there, you’re going a lot faster because of the investment you’ve made in the airplane. My Lancair Legacy Lucky Girl cruises all day long at 2,500 rpm and full throttle, 5,500 feet, at 250 knots.

This column first appeared in the September 2023/Issue 941 of FLYING’s print edition.

The post Expanding the Campaign at Reno appeared first on FLYING Magazine.

In 1964, Lacy was a demonstration pilot for Pacific Learjet, and he flew one of the first Learjet 24s into Van Nuys, California (KVNY), an airport that would become identified with him over the years—from the Air National Guard, to the charter company that he founded there in 1968, to the movie One Six Right, released in 2005, which capped his career as an actor and photo pilot. Lacy helped develop the Astrovision camera system mounted on Learjets and others. With it, he filmed for Bombardier, Boeing, and Lear, as well as other manufacturers, not only for marketing efforts but also flight test segments. Film credits for the Astrovision system include Flight of the Intruder, The Great Santini, Armageddon, and Top Gun.

Lacy raced airplanes as a passion, and served as president of the Air Racing Association from 1966 to 1970. He won the Unlimited category at the National Air Races at Reno in the stunning purple P-51 Mustang, Miss Van Nuys, he owned for many years. In 2010, he received the FAA Wright Brothers Master Pilot Award and was inducted into the National Aviation Hall of Fame.

Now, Lacy continues to give back, just as he always has over his career. Today, he’s working with the Aviation Youth Mentoring Program (AYMP, www.aymp.world), a women-owned and child-centered nonprofit committed to involving and inspiring underserved communities through aviation. AYMP students had the privilege to meet Lacy in person at the Van Nuys airport and learn what it takes to be an aviator. Through the Clay Lacy AYMP Flight Scholarship, Lacy has funded 12 students in 2023 for their private pilot certificates, and aviation management and/or aerospace education.

FLYING Magazine (FM): You started flying early in life in Wichita. Can you share a story from those teen years when you first took flight?

Clay Lacy (CL): I remember seeing my first airplanes when I was five years old. There was Continental Airlines flying into Wichita from Denver [Colorado], same time every day, in a Lockheed 12—smaller than a DC-3—and I’d watch it every day. When I was eight years old, my mother took me for a ride in a Staggerwing Beechcraft at the airport—I was into model airplanes by then. When I could see my house from the air, I just thought this was great. From that time until I was 12, occasionally, I would get a few dollars and buy a ride. My grandmother had a farm outside of Wichita…and across the road was a golf course, and in 1944 a guy named Orville Sanders started bringing airplanes in there. I started going over there and helping him. [My grandmother agreed to rent land to Sanders] and three weeks later there were airplanes landing there. So from the time I was 12, I got to fly almost every day.

FM: In flying for United Airlines, you saw the breadth of some of the greatest transport category airplanes ever built. Does one stand out as your favorite?

CL: I had a great career at United—a good company—I had the opportunity to be copilot on a DC-3 for my first year with United. The Convair came in new in 1952, so a year later—they had a contract with the union so the company just assigned people to be copilots—I was assigned it and what a lucky thing that was. It was a modern airplane, with a lot of new systems and good things—and just a great opportunity.

FM: You flew the Learjet early on, and worked with the company and Bill Lear. Any stories to share from that time?

CL: I was really immersed in corporate aircraft sales at an early age, and then I became manager of sales for Learjet in [11] western states in 1964, and with Al Paulsen and his company. I introduced Bill Lear—and his company got the distributorship for those states. I flew the Learjet and I met so many people, like half of Hollywood, giving them demonstrations on Lears. It was a great period in my life. And I started my own charter company in 1969.

FM: For the first flight of the “Pregnant Guppy,” how did that come about?

CL: There was a fellow in the Guard named Jack Conroy. He was always into something new. He had set a record in F-86s from LA to New York and back in one day. He ended up in 1961 building the Pregnant Guppy airplane, which is a big airplane—it would carry the [Saturn rocket] engines that would take man [up to] the Moon, in the Apollo program. Jack would build a lot of airplanes in those days, and I was test-flying most of them. So we flew the Guppy in September 1962—at the time it was considered the world’s largest airplane. It lost some speed—about 18 percent at a given altitude. But Boeing was interested in the project because they were in the process of building the 747. They were interested in how much performance it was going to lose [with the wider cross section]. They were very happy when the numbers came in.

FM: Any good memories of flying the F-86? What was it like balancing the flying with United and keeping your commitment to the Air National Guard?

CL: In January 1954, I went into the air force pilot training for 20 months and was in Georgia, Greenville, Mississippi; Del Rio, Texas; and Las Vegas, Nellis Air Force Base. I came back to United Airlines and the [Air National Guard] in September 1955. I got to fly F-86s on my days off [from the airline]—it was a great life. [The F-86] was a great airplane—I loved it. It was new to the USAF, then the Guard got it during the Korean War. I became head of instrument training for the Guard, and it gave me the opportunity to fly with the general, wing commander, and group commander. We had problems in the Guard, they had had several accidents—like seven accidents in one year—the year before I came in. They were primarily people on cross-countries, with problems in instrument flying. They had a big inspection—and our Air Force advisor chose me to do the instrument flying. I really knew a lot about it because of my job with United. When the inspection was over, he gave me a ’10,’ the highest score he could give me.

FM: What drew you to the P-51, and to race it in the Unlimited Class at the first Reno Air Races?

CL: I always thought it would be fun to do the air racing—I had never done it. I was flying for United, early January 1964, into Reno [Nevada], and I got snowed in one day and I was walking around downtown, and I went by the Chamber of Commerce’s office. They had a sign in the window that the air race was coming in September, and I went in and got the information on it. The next day I was back in Al Paulsen’s office, and I said, ‘They’re gonna have races in Reno, and I’d like to get an airplane and fly it, a P-51.’ He looked shocked, and he said, ‘I just talked to a guy on the phone, and he wants to trade me a P-51 on a Cessna 310 he had for sale.’ The guy was in Lewiston, Idaho. In those days, the P-51s weren’t worth near as much as they are today. So Al wanted $17,500 for the Cessna 310, and…Al told him [he’d give him] $7,500 on the P-51. It was low time, one of the very last ones built— and it flew very nicely.

FM: You’ve made the move from pilot to philanthropist full-time—but you’ve been involved with charitable work all of your career. Tell us about the Clay Lacy Foundation, and the Aviation Youth Mentoring Program you’re involved in now—and what drives you to support kids?

CL: It’s something that I got into some time ago, just overall supporting kids. It’s been a good experience. I’ve had so much fun in aviation—I’m told I might be the highest-time pilot; I have over 55,000 flight hours. I love people in aviation—they’re good, honest people, I think. You tend to be honest in aviation, because if you’re not, you get in trouble if you’re a pilot. So they make good role models for young people. If [a young person] is really interested, they need to meet people who are in aviation who can sponsor them and help get them going.

Quick 6

Is there anyone living or dead who you would most like to fly with?

So many good friends…one being Bill Lear

If you could fly any aircraft that you haven’t flown yet, what would it be?

Several aircraft that I’ve filmed but not flown—like the SR-71

What’s your favorite airport that you’ve flown into?

When I was flying the line for United, Hong Kong’s Kai Tak Airport

What do you believe has been the biggest innovation breakthrough or event in aviation?

With the advances we’ve made in supersonic flight by the 1950s, I’m surprised we’re not flying faster now. But the increase in safety—it’s remarkable.

What is one important life lesson you’ve learned from being a pilot?

Learn all that you can—always be on the lookout to learn something new.

When not flying or promoting your charitable foundation, what would you rather be doing?

I have a place in Idaho, in the mountains. But, the main thing has always been airplanes and the people in aviation.

The post A Life in Pursuit with Clay Lacy appeared first on FLYING Magazine.

Earlier this month, Atlantic Aviation opened a new 40,000-square-foot hangar that includes a 4,000 square-foot U.S. Customs and Border Protection facility. “The hangar was almost full before we got the certificate of occupancy,” says Shawn Rose, area director for Atlantic Aviation. 

Rose says there’s a huge need for hangar space in the Northeast, from the New York metro area to Boston. “I think, in general, the customers that never flew privately before, that got a taste of private flying because of COVID, they're never going back,” he says. “I think that’s been some of the growth that we’ve seen in this industry in both Part 91 and Part 135 parts of the world.

“You call all these charter operations and they're full, they’re booked. This just goes along with it. As the fleets grow, the aircraft are getting larger, hangar space is becoming more and more a necessity and so are all the ancillary services.” 

Like Atlantic, Clay Lacy Aviation is doing its best to fill the growing need for hangar space and take advantage of the surge in business aviation activity in the Northeast. In July, it broke ground on a $20 to $40 million construction project at KOXC that will ultimately create 120,000 square feet of hangar space and a full-service FBO. 

Depending upon the cost of supplies and the economy, the company may split the project into two phases, says David “Buddy” Blackburn, senior vice president of Waterbury-Oxford FBO operations at Clay Lacy Aviation. He expects, at a minimum, that by early 2024, the company will have completed phase one of the project: 40,000 square feet of hangar space, a fuel farm, a passenger terminal, and executive offices.  

The project will create Clay Lacy Aviation’s third full-service FBO and maintenance facility—and its first brick and mortar facility on the East Coast. The company, which currently leases space from Atlantic Aviation at KOXC for its maintenance services, offices, and about 20 managed aircraft, plans to continue to do so—so the additional hangar space will be available for new KOXC customers.

In a released statement, Brian Kirkdoffer, president and CEO of Clay Lacy Aviation, said the new East Coast headquarters for Clay Lacy “will be one of the finest FBOs (fixed-base operators) and aviation facilities in the country” and will expand and enhance its services at Oxford. “Oxford will be an incredible economic and employment engine, attracting and supporting the finest aircraft and flight operations in the world.”

According to Blackburn, upon completion of both phases of the project, there will be a total of 360,000 square feet of hangar space for jets and general aviation aircraft at KOXC (including the existing 240,000 square feet owned/operated by Atlantic).  

And, he says, there’s a need for it. “Atlantic [Aviation at KOXC] is absolutely full…and when I say full, I mean over full, some of the planes have to sit outside because they don’t have enough room,” Blackburn says. 

Aside from corporate jets, the number of light single-engine and multiengine aircraft based at Oxford has also grown, Rose says. “We completed T-hangars of single and [other] light aircraft and those are full as well.” 

• READ MORE: Finding a Hangar Can Be Much Harder Than Finding an Airplane

What’s Driving the Demand?

In addition to new post-COVID aircraft owners and increased private and charter and jet card operations, Blackburn says Oxford’s location is contributing to the growth in aviation activity at the airport. “We’re on the western side of the state, and as the crow flies it’s a hop and a jump over to White Plains, or Teterboro, or any of the big New York airports…we’re close to even Boston.”

It doesn’t hurt, either, that the runway at KOXC is a healthy 5,801 feet by 100 feet. “We’re the largest general aviation [airport] by runway length and the amount of airplanes based than any other airport in the state,” Blackburn says.  

Also, the taxes in Connecticut tend to be more favorable for corporate aviation than those of surrounding states, for purchasing and maintaining aircraft, and hangars closer to New York generally come at a higher cost, he says. “Our proximity to the New York metro area is such that it’s conducive to having an option for hangar space. Probably 80 to 85 percent of our airplanes empty out of Oxford and go pickup in the New York metro area, drop off in the New York metro area and then come home empty.” 

There’s also a hangar deficit in the metro area that leaves aircraft owners little choice but to base their aircraft farther from their homes and offices. “There’s no room, generally speaking, in either Teterboro [KTEB] or White Plains [KHPN] for corporate jet aircraft to be based or hangared inside,” Blackburn says. 

There’s so much demand for hangar space and aircraft services at KOXC, that Atlantic Aviation isn’t worried about Clay Lacy becoming a competing FBO at the airport. “Honestly, I think there’s enough demand for the both of us,” Rose says.

• READ MORE: Will a Lack of Hangar Space Hamper Innovation?

International Customs and Border Protection Facility

Another plus, now, for hangaring at KOXC is its newly opened International Customs and Border Protection facility, a project that was funded jointly by Atlantic Aviation and the Connecticut Airport Authority. 

According to Rose, the project started when the FBO was owned/operated by Keystone Aviation Services, prior to Atlantic purchasing it in 2017.

“It was really a request from the users of the airport to the Connecticut Airport Authority,” Rose says. Because KOXC is such a large base for tenant aircraft that reposition to other airports, not having a customs facility at Oxford was an inconvenience. “When they [aircraft] came back empty, they had to clear customs, say in White Plains, in Buffalo, or in Albany, and then they had to reposition back in Oxford, so it was causing a cycle on the aircraft,” Rose explains. 

The new U.S. Customs and Border Protection facility will remove that extra stop, and Rose hopes it will increase itinerant traffic to KOXC as well. “Being able to now clear customs at Waterbury-Oxford, rather than other high traffic airports in the region, will be much easier for virtually any flight transiting the border,” he says.

The 4,000-square-foot facility is user-fee based and includes briefing rooms, holding areas and closed-interview capabilities. It is open from 12 p.m. to 8 p.m. Wednesday through Sunday and afterhours upon advance notice.

“This opening of a U.S. Customs and Border Protection facility marks a significant milestone in the continued growth of Waterbury-Oxford Airport,” says Kevin Dillon, executive director of the Connecticut Airport Authority, in a release. “It opens the doors to more international travel and provides a seamless experience to those traveling for business or leisure purposes. We thank U.S. Customs and Border Protection and Atlantic Aviation for their partnership in making this enhancement a reality.”

The post More Hangar Space and FBO Services On Tap at KOXC appeared first on FLYING Magazine.

First of all, pilots should be aware of the different types of corporate flying scenarios. On a broad scale, they include:

• Part 91 for a department or private owner (e.g., Netflix flight department or Kim Kardashian’s new Gulfstream G650)
• Part 135 on-demand charter operators. (e.g., NetJets, but also management companies like Clay Lacy Aviation)
• Part 91K for fractional operators (e.g., Planesense, Flexjet, etc.)

They each have their own sets of pros and cons. 

There are some caveats. In some cases, there are overlaps. For instance, some Part 135 operators also offer fractional shares to potential customers to cater to market demand. Another consideration is that pilots can be either outside contractors or not directly on the internal payroll, depending on company policy.

Once you outline the pieces on the board, it’s easier to begin thinking about the right fit. I would recommend putting together a comprehensive list of your priorities. 

Some points for consideration are:

• Company, sector, industry profile
• Expected flying time per year
• Compensation and benefits
• Department location and cost of living
• Fleet mix
• Department size
• Company size
• Owner, company, or department culture
• Company flying priorities, schedule, and trip profiles
• Publicly traded versus privately-owned companies
• Training policy and career progression opportunities

The list could go on. Pilots looking to transition into the workforce often take the first job because they need flight time and that first type rating in order to progress to bigger things. Still, sometimes it’s a miserable mix for the company and the incoming pilot. Some pilots might realize that though they gained a new type rating to enhance their professional profile, the lifestyle that comes along with it was not as expected. 

Also, the new pilot didn’t do their homework to the company’s chagrin. Unfortunately, this leads to the recurring scenario where pilots leave earlier than expected, costing the company a lot of money. In other cases, pilots have to fulfill the terms of their contract and struggle to integrate into the department. Suddenly, they wished they had paid attention to all the factors.  

It Is Important to Know Your Business

When I wrote recently that picking a job was like picking stocks, I connected it to “the company, sector, and industry profile” point and implied the others. Like financial investors, pilots ought to consider the finances of a particular company, then work outward to also factor in the sector and industry they exist in. 

For instance, an entertainment company could be doing well, but if their whole business model is Western movies, that could fade, and their business could implode. Or, the entire entertainment industry could experience volatility, and in most cases, the airplanes are the first assets to go. 

Imagine this across other sectors such as finance, medicine, utilities, and others. In the stock market, investors that weather a topsy-turvy stock market tend to have diversified portfolios and own stocks across multiple sectors. As a direct correlation, one measure of job security a corporate pilot should consider then is how diversified a company’s business is. If they have multiple streams of income necessary to keep up with the ongoing costs of a flight department,  they may be able to withstand a downturn if there is a disruption in one of their business sectors. This one-way corporate flying is very different from the airlines.

Flying for a Private Owner 

What if you fly for an individual owner or private company? This also relates to the difference between publicly traded or privately owned companies in many cases. 

Most public companies, whose mission is to maximize shareholder value, tend to be restricted in their flight operations so that there is no indication of impropriety. A pilot for a public company might find their flying to be standard and almost entirely business-related. Plus, since the requirement of ADS-B on all airplanes makes it possible to track a department’s flight, public companies try to be visibly responsible. If company officials want to keep their dealings private, they might choose to charter instead. For a privately owned company, though, most bets are off.

In some cases, the company doesn’t have to worry about the public eye and can afford to focus on convenience. In this case, the company’s flying could be a mix between direct business and catering to a majority stakeholder,  like the family that owns the company. As a pilot, this could mean then that there are those trips that people anecdotally talk about when they refer to corporate flying, i.e., the idea of an impulsive owner. Sure, it might be true in some cases, but some departments understand the need to keep their pilots comfortable and aim to be considerate. 

Though, as a pilot, being at the mercy of your boss can be unnerving. One pilot who wrote to me recently said, “I’ve always highly prioritized the lifestyle and personality of the principal I’m flying for. If they are a hard pushing, take-no-prisoners type, it means I will be living that same lifestyle. If they have a reputation for being disrespectful and rude, it’s a fair assumption I will be on the receiving end of that at some point.”

On-Demand Charter

For final consideration, pilots who want the mix of an airline-like schedule and corporate flying might consider on-demand charters or fractional flying as their best options. In these cases, companies tend to have enough qualified pilots to cover the fleet and afford to offer pilots predictable schedules. 

What should you expect? Another pilot wrote to explain the new appeal charter flying has over the airlines because of things like home base instead of commuting and other improvements in terms of scheduling and compensation. In other words, it is almost like an airline, but on a corporate level. 

However, as an airline depends on customer demand for business, charter operations could ebb and flow in the same way, as we’re seeing during the pandemic. In this case, charter operations have only grown, which means job security for pilots, but if well-off passengers had to scale back owing to their own volatile finances, demand and charter flying could wane. So, even in this case, there are pros and cons. There is much to consider if you choose to become a corporate pilot. Pilots might have to be more hands-on in their due diligence to find the right job because of the nature of the business aviation industry compared to the airlines. To some, this type of search or lifestyle might turn them off, but if you can afford to be patient in your search and consider all your options, you could carve out a rewarding career.

The post How to Find the Right Corporate Flying Job for You appeared first on FLYING Magazine.