MedHawk

An email is being drafted as we speak, thank you sir.

Packrat

My path was a bit different, but it can be done. Get your ratings and fly, fly, fly.

zach141

To the OP:
14 CFR 61.129 "aeronautical experience" spells out the requirements. Note the places where it says "in an airplane".

If your school has an FAA-approved Part 141 training course outline for a helo-to-fixed transition course, then that will override 61.129. If, on the other hand, the school just has a typical Part 141 Commercial TCO (for normal fixed-wing Private pilots to follow), that will include more hours than you need. If they expect you to do their full "normal" Commercial TCO, then it will be long and expensive. You, or they, may just elect to train you to meet 61.129.

Is that clear as mud?

MedHawk

That makes sense, and thank you. I am meeting with the school on monday, so hopefully they will let me jump right into the comm. plan. Im kind of torn, while I would appreciate and need the flight time, I would also like to be done at an earlier time. Would being dual rated, and current, help me for the job market?

akbanone

I don't know who the S3 dude at OSAA is right now, but find his name/phone/and email and get on his list. You fit the perfect profile they look for; true M-day with no AASF ties. Keep hounding that guy at OSAA, but be careful, you will get what you wish for......and as stated earlier, do not burn your Guard ties, those will be more important than you realize at the moment.

Packrat

Not in the airline job market. While at least they count rotor wing time now (they didn't when I came out), they don't consider it give it the same weight as multi-engine turbojet/turboprop time.

Toonces

To the OP: most of this has all been said, but as a fellow H-60 bubba (Navy side), it can be done. Don't give up your guard job, most operators appreciate the value of multi-crew experience in an advanced IFR helicopter (words directly out of an interviewers mouth). Don't bother getting a CFII-H unless the guard pays for it, and don't plan on using it unless you spend $$$$ to be legal in a Robinson or find a school that flies Schweizers. Finally, at ~600 hrs with 100 fixed wing, your best bet is just to get a CFII-Airplane. That will be you're fastest track to gaining hours, in addition to the valuable experience it provides and it's flexibility with Guard responsibilities.

CGfalconHerc

MedHawk..good luck to you..I've had the priveledge to fly with many former Army/Marine rotorheads in the CG..one of my buds went to Netjets and they recognized his rotor time towards TT..he loves his Citation X.

For 224..so glad you retired early and I never had to call you "captain" (lower case for a reason). Tools like you are why I turned down my interview with NWA. Hope you didn't let the door hit you on the arse on your way out.

zach141

--being dual rated, and current, help me for the job market? --

As noted, not for airlines. But, you never know what you're gonna do. State police, U.S. Customs, etc. would likely love a fixed and rotor guy.

Best wishes.

H60HawkDriver

MedHawk, I'm really encouraged by your desire to continue your professional career as a pilot. I was once in your shoes. I know everyone will say, do it THIS way, or do it THAT way. I just want to share with you what worked for me:

BEFORE I went to IERW I already had all my ratings, PPL-CFI (all fixed wing). My desire and love of flying motivated me and like you all I wanted to do was fly for a living with the ultimate goal of flying heavy jets. Everyone will pitch different information at you, but having been through a part 61 AND a part 141 school (and taught in both as well) I preferred the 61 environment of flight school. Before I got my CFI (a big decision and committment for any pilot) I exercised my commercial multi AND single engine commercial tickets. I didn't just roll into working on my CFI as if I was the product of a "pilot-mill." I worked at a drop zone flying twin and single turbine and piston aircraft. A weekend in the summer, at the DZ I would plan on my flying day beginning at 0800-0830 and shutting down at around 1800-1930 with minimal engine shut downs. Sometime with no shut downs and taking hot gas. The jumpers normally brought lunch out to me that I would eat while loading jumpers. Repeat for the next day and so on. You can quickly accrue 1200+ hours a year at a big drop zone. The disadvantages to this is the non stop climbing to 12,500' 20+ times a day is exhausting physically and mentally, and you never get weather, hood, night, or cross country time. It is simply a total time and multi engine time builder. I knew this before starting this gig, but did it anyways for the time. I often flew people from A to B and B to C using my commercial ticket which is really the only time I got to do XC/night/wx. The next part of my story is key: When I began CFI'ing, I was flying nearly monday-sunday (no exageration, ask my wife) at all hours of the day, but the connections I was making at the airport I was operating out of was staggering. I was getting up there in the hours and people were flinging me flying jobs left and right. Pilatus jobs, King Air jobs, ferrying brand new aircraft from factories to customers, two citation jobs (all right seat of course). All within 6 months. Flight instructing really opened a lot of doors. I'm only sharing this with you because I see this as a realistic expectation and is very reachable. Keep in mind, I did ALL of this while still serving as a Sergeant, in the US Army, so if I could do it with the limited time I had, I know others who are smarter than me (just about everyone on the face of this Earth) can do it too. Good luck buddy!


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