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Army Helicopter Pilot to Airline Pilot

Old 11-26-2014, 05:46 AM
  #1  
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Lightbulb Army Helicopter Pilot to Airline Pilot

Happy Thanksgiving everyone,

Before anyone recommends me to APTAP, I've been a member of the community for some time but a lot of the information there is getting dated and the community participation is relatively low. That being said, for various reasons, I'm seeking a lifestyle change from active duty Army life and am fully aware of what I'd be getting myself and my family in to in the private sector (various friends ranging from junior regional pilots to senior legacy carrier pilots).

I'm looking to break into the airline industry as quickly as possible. I currently have a commercial-instrument helicopter rating and a private SEL fixed-wing with a little over 100 hours PIC time and a complex endorsement.

- Which is the best order to get my remaining ratings in (instrument, CSEL, CMEL)?
- Due to certain commitments to Uncle Sam's mission on the other side of the globe, I was unable to get my ATP written done before the new rules came in to effect. What are airlines doing now with the new required ground training (if anything)?
- Is there any advantage to going somewhere like Ameriflight before going to a regional?
- If anyone has any information on how hiring into USAR fixed-wing works, please indulge us.

Additional notes --
Total time for me is not an issue; I'm sitting on enough to get into any regional. I'm good on night, instrument, and cross-country hours. Airplane hours are going to be the big one obviously, and some regionals value helicopter time more than others. Airplane PIC time is going to be my only hold up. CFI/CFII ratings are something I want, but in the interest of employment, is it something I should plan on getting immediately with my other ratings?


Thanks! Looking forward to the discussion.

Last edited by Voski; 11-26-2014 at 06:11 AM.
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Old 11-26-2014, 06:17 AM
  #2  
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I'll keep my post short as I'm sure others will chime in. First, many have made the transition from choppers to successful airline career. Second, an exception should be made for folks like you, who due to obligations and circumstances serving our country, were not able to take the ATP knowledge test. This needs to be addressed.
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Old 11-26-2014, 06:19 AM
  #3  
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Courses | shebleaviation.com

Click on the course you are interested in and it shows the prerequisites.

I'm not affiliated.
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Old 11-26-2014, 07:33 AM
  #4  
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Position: C-12, MC-12, RC-12
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From APTAP below (not my posts or units)...don't pay for your ratings...go Army FW in the USAR or ARNG! They'll pay you while you get your FW ratings for free, while logging FWMET time, good luck & fly safe!!!

Good morning fellow aviators!

I'd like to get the word out on our C-12 unit located at Ft. Knox and Ft. McCoy recruiting efforts. I am the Rear Detachment Commander as the Company Commander Cpt. Derek Mintle deploys with a group this month.

We will be experiencing a high attrition rate due to retirements in the next 6 to 8 months, while still maintaing a high OPTEMPO stateside and 6 month deployments through 2016.

We have a fleet of 8 C-12V's with the Pro Line 21 package doing VIP missions nationwide and sometimes OCONUS.

Here's what we are looking for:

W2 through junior W4. This is not a retirement gig. We work hard and have a high expectation of job performance.
1LT/CPT's too.
IERW graduate with 1-2 years flight experience in the USAR/NGB
Willing to work and commute IVO Knox or McCoy
Active Duty aviators will be considered too; we have a close relationship with HRC. No two-time passovers.

MINIMUM SCREENING REQUIREMENTS:
Current Résumé
Last 2-3 OER's depending on length of service.
Last 2-3 -759's
Copy of DA photo
Copy of ORB/2-1
Civilian Education info
Current place of employment and residence

I am hoping APTAP can be a resource for getting the word out to those aviators who have gotten their dream job in the airline world and want back in the game, or are still on the street and want back in the game!(I'm still furloughed from Midwest Airlines, now Republic)

We have the same info posted here:
www.facebook.com/arccwo

Feel free to spread the word across the social media spectrum.

My contact info:
CW4 Chris James
BN Safety Officer
B Co Det Cdr
6th BN 52 Av Rgt
Los Alamitos, CA
W) 562-795-2243
BB) 562-248-8954
C) 608-477-0272
[email protected]

Thanks.

**Update**
To everyone that has been patient and left me a message, or forwarded me your packet, or still waiting on me to get back to you one on one, I'd like to say a hearty "Thanks" for your efforts. It's not a discriminator if I didn't call you back, some of it is pure workload and volume of requests. The other part of the equation is we have hired two individuals for our Ft. Knox Platoon, and one for the McCoy Platoon.

Are "we" still hiring? Here's the latest on the lay of the land. Cpt. Derek Mintle has returned from deployment, and is back in the saddle as B Co's Commander. I will be forwarding ALL of the emails and packets I've received over the last few months; I recommend everyone who has emailed me or called to update with Cpt. Mintle at

[email protected]

The company is currently at 26 personnel on an MTOE of 16. That is 162% strength; this is actually lower than some of the other companies in the fixed wing USAR community. This is a good overstrength headcount, and we could always use a few more good aviators. There is also strong indications that the company level structure will expand in the next FY to 37 slots! Unofficially we may be able to hire against this new MTOE starting in October 2014. This increase in slots includes an increase in RLO positions.

The state of the AGR program: Best bet is to contact your PMO at HRC, since there have been a lot of ups and downs, and starts and stops to the last assessions (sp), and the criteria for hiring has changed, due to projected SRB's, and QRB's that will effect the whole fleet.

You may also have heard rumors swirling around on restructuring within USAR aviation; possible consolidation of platoons to a single company location, a new brigade, updgraded aircraft, etc. I have no direct knowledge of anything specific, but IMHO there will be some changes over the next 2 FY's that will improve the organization, but also create some turmoil. This in turn will create opportunities to "get back in the game".
Don't lose hope, be patient, and be persistent. We have the best equipment in the Army, we've proven ourselves worldwide, and we have many new frontiers ahead of us. If B Co isn't the right answer, maybe one of the other locations within the command is:
Current Locations:
Los Alamitos, CA (BN HQ also)
Ft. Hood, TX
Ft. Worth, TX
Ft. McCoy, WI
Ft. Knox, KY (11th AC also)
Ft. Bragg (BN HQ also)
Ft. Dix/McGuire AFB (244th Bde also)
Ft. Rucker
Dobbins ARB

Fly Fast and Be Safe!
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Old 11-26-2014, 12:26 PM
  #5  
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Voski-
I've been an aptap'er for years as well. I must reiterate the C-12 encouragement. It's the way to get yourself exactly what you need. I was a Navy C-12 guy way back, but it is what opened all sorts of doors for me. Once you are flying it, be sure to get designated as an IP (even if at the very end of your time flying the C-12) as that will qualify you to take the MCI exam - FAA military competency for CFI and CFII. I got my CFI for rotorcraft and AMEL just by taking the MCI exam. Great resume fodder.
Anyhow, go do the C-12 gig and enjoy being paid much better for getting the same experience. No reason to get FW multi time on the outside when you can get it with Uncle Sam.
Just my two cents...
Good luck!
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Old 11-26-2014, 04:44 PM
  #6  
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If you still have the post 9/11 GI Bill available, use it to help earn your instrument, CSEL and CMEL ratings - in that order. Only use it for the instruction, don't waste it it on time building toward airplane PIC requirements. With the time you have, those ratings should be a piece of cake once you are back into the fixed wing swing. Do your CSEL and instrument concurrently if you feel confident.

At this point in the industry, your large amount of helo time won't be a detriment. Your military flight time is looked on favorably. Most regional airlines will at least give you an interview, if not a job offer, based on that alone. Since it will take a bit of time to earn those ratings, don't worry about the ATP requirements (written test) quite yet. By the time you have your ducks in a row, there will likely be a number of places that have worked out a way to get you through the required CTP to allow you to take the ATP written.

I've been there. I was a Navy helo pilot and less than a year later I am happily employed at my second fixed wing company. I had less than 200 hrs total fixed wing when I was first hired to fly a plane. Network, look for opportunities hard, don't put all your eggs in one basket. Once you get hired somewhere (anywhere!), it is resume fodder that will open up doors and prove that you're not just rotor trash.
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Old 11-30-2014, 11:33 AM
  #7  
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Yoda2, I appreciate what you say but I do not believe I am necessarily owed an exception due to outstanding obligations to the military. The writing was on the wall for some time and I will just have to do what is required to meet the new standards. I just want to know what is being done in order to take the ATP written exam -- what schools are doing the whole FAA required ground course or what airlines (if any) are expected to provide the course to new hires?

FlyArmy11, I'm definitely interested in Army FW for some FWMET -- I'll definitely take a hard look as I get closer to my ETS date. How far out from release from active duty are ARNG/USAR units looking to fill job slots with people? I'd love to jump in a USAR slot at Ft. McCoy, but from what I've heard, the unit is getting absorbed at Ft. Knox.

155mm, aside from being familiar with doing add-ons for people with commercial rotorcraft certificates, why do you recommend the school? I am interested in places that may possibly use Part 141 programs.

Alfred, now I just need to land that initial job as a C-12 guy. Easier said than done but I am extremely motivated. Glad to hear it opened up doors for you -- hopefully I can be afforded a similar opportunity in my career.

Toonces, thanks for the advice! I've heard (1) instrument in a SEL (2) MEL airplane first since the hours will be required for the ATP anyway (3) SEL airplane since it can be done in any SEL airplane as an add-on. I can see both trains of thought; I guess whatever makes most sense in my situation unless there is a specific reason you think it'd be better to go in the order you specified. On that note, thanks again for the advice and I'll seek out opportunities to lose that "rotor trash" (haha) stigma.
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Old 11-30-2014, 11:50 AM
  #8  
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Would you be willing to get a Rotorcraft CFI? I imagine that with your experience you could knock one out fairly quickly then teach for a school with both helicopters and fixed wings. Usually working CFIs get significant discounts on additional ratings. That could save you a lot of money, especially if you have VA options through a 141 school.

I know of a good one in Texas.

As far as the ATP written test course Envoy and Express are the first I've seen to offer the CTP training.
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Old 12-01-2014, 06:27 AM
  #9  
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Default Army Helicopter Pilot to Airline Pilot

When I was getting all of my ratings at Aviator College in Florida we had a UH60 guy come in a knock out his instrument and multi commercial in 21 days while he was on leave. The school set aside a dedicated instructor for him to fly with multiple times a day and they got it done. From what I understood the GI bill paid for all of that. As far as the atp written I'm not sure what to do there. PM me and I'll give you more details about the flight school there.
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Old 12-01-2014, 09:51 AM
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I'm not recommending any particular flight school, I simply liked the way they show the pre-reqs for each add on so I dont have to type as much. Sporty's aviation offers the Atp ctp course Sporty's Offers ATP-CTP - Sporty's Academy

You need ten hours commercial prep in a retract airplane so I would get the commercial mel first (preferably with instrument privileges if youre up to it)then the sel can be added on in a cheaper fixed gear airplane. Youll need the multi airplane time anyway! I believe a portion of the atp ctp sim time counts toward the fifty hours required for the ATP. Buy microsoft flight sim and a CH yoke and start practicing! I now fly jets for past 25 years but I can still remember the instructor yelling at me during an engine failure " mixtures forward, props forward, throttles forward, identify, verify, feather , secure"
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