MilHeavyTester

I'm about 20 months away from retirement and really wanting to fly part 121 post retirement. That leaves me about 2 months left to get all my feces in a foot holder before hitting it hard. QOL is primary after a 20 year military career.

My basic stats are USAF Test Pilot School Grad, ATP MEL, 3200 TT, 1800 PIC...still trying to figure out all the conversions so PIC may be higher. I've gotten Form 8's in C-141s, C-130s, C-17's, MQ-9's and Global Express with the AF, no Q-2's or 3's. Most of my time is in C-17's including a lot of FTU IP and Test PIC time.

Other intangibles, BS Physics (3.1 GPA)-Univ of MO, MS Aviation Systems (4.0) and MBA (3.90)-Univ of TN, specialist in Lean Sigma and Organizational Optimization.

The big problem is that I only have some MQ-9 time in the last 2 years (fini flight was July 15, launch and recovery), my last job was the CC of an MQ-1/9 Test, Production and Sustainment unit. If I do nothing except my 9-5, it will be 7 years when I retire since I last flew manned. What can I do to have a shot with that long of a break in flying manned aircraft? Any suggestions out there as to how can I get back into being competitive at a major or FEDEX/UPS? I've seen some advice out there to just put in apps now with my avail date published...should I do that?

Sliceback

I'd recommend flying on the side....now. CFI? CFIMEL?

Guys with no military time in the last couple of their careers have gotten hired but it's a low probability attempt. Some airlines supposedly have made exceptions for high achieving retirees. You look like you might be in that group but improving your resume in anyway is a good idea. Currency, especially at the highest level you can achieve (like squadron mission support a/c qual?) would show that you're back flying again.

I'd HIGHLY recommend applying to a regional IF you don't get an offer before retirement. They'll hire, qual you, and you'll be able to check off current, civilian, 121, and a new type rating on your apps with the majors.

Go to the WAI conference in Nashville. First Thursday-Saturday in March. All the airline recruiting teams are there. You'll be able to ask them F2F what the lack of flying currency means to them. Or what level of currency they'd accept based on the resume you have.

Show up again at WAI in March 2017. Have improvements on your resume. This is when you might be given a harder look depending upon what the latest hiring standards/minimums are.

Yes, apply now. Update with new resume improvements. Date of availability has to be present.

My $.02. Fees waived...

CODs4ever

As a UAS test pilot and retired naval aviator with very similar hours, I will give you the best advice I can: beg, borrow and steal your way to get as much turbine time as you can in the next 20 months. PIC time not an issue but currency definitely is. I have not flown manned turbine aircraft in 10 years other than 25-50 hours/year in light single engine recips. Nobody has called me to interview. So now I am flying king airs part time for a part-91 operator in hopes of getting 50-100 hours and maybe an interview somewhere if I am lucky.

On the other side of the coin, if you want a job as a test pilot in manned or unmanned at a defense contrator, as a TPS grad, I think you could get a job tomorrow well into the six figure salary range.

Good luck and get some flight time because the airlines could care less about the UAV time. If you don't do any flying in the next few years, my guess is that your lack of recency will stop you dead in the water. That is, unless you want to fly for a regional (post retirement) for a while to get current.

MilHeavyTester

Thanks for the responses so far. I'm going to pick up my Mil Equivalent CFII here in the next couple months. Then the plan is to fly multi's at a local FBO to get some time built and instruct a bit once I'm proficient again.

I'm checking in with classmates and old squadron buddies at the manufacturers and still gathering information about which way is the best to go, but I like to keep my options open. Pumping my network so to speak. Knowing the test world, and after talking to some bros in the airlines, the airlines offer the QoL that I'm really looking for...I think. I'm not discounting any course of action and I love flying flight test, but I was happiest with work/life balance when flying the line hauling cargo all over the world and not worrying about 50 other qweepy side job/admin things. The manufacturers test jobs seem like just another extension of active duty at this point, and that doesn't interest me so much, but I may be wrong.

Sliceback

Keep in mind you don't pick your airline, they pick you. Love the one that loves you. If anything it might be the stepping stone to #1. Just don't tell your current date, they might get sensitive about it.

Assuming that you can meet the currency requirements, or if they get waived for you, you might get on with choice #3 or #2. The longer you're not at #1 the stronger your current job gets and the weaker choice #1 gets. No one with ten years at one of the Big 3/4 is leaving for one of the other carriers. Six month mark? Yes. A year? Uh. Two years? Few and far between.

So the variables, which are huge until you're selected, is who will hire you and where do you want to live? What if #3 hires you? Move? Commute? And the variables are still present if you're at 'not #1' if you decide to pursue #1 for a year or two.

So year one might be adapting to choice 'not #1' while continuing to pursue choice #1. If it takes a year and you're fortunate enough to get to choice #1 you can plan on about 1-2 years to becoming a line holder, or longer if you're trying to get based at a senior base. But many would choose living in base on reserve to commuting to a line.

Commuting to reserve is the worst. It can be a long year or two hanging out in a crash pad if you don't have a better housing option. But in the current environment at the Big 3 the retirements will generate an acceleration of options with the passage of time.

The best part of the job is leaving it behind. For big boys it's a simple job, show up, do your job, be decent to people around you, have a beer on a layover, fly back. Shake hangs with the guy you hopefully had a great time with and go home. Wife asks "how was it?" "All the F/A's were short, fat, and ugly. Other than that it was fine." Always a good tactic.

For all the complaining you read about online the number of guys who quit and go back to the military, corporate, or 'real world' M-F, 9-5 jobs, are amazingly few. That's telling you something.

Good luck.

C-17 Driver

Chilly...is that you? Altus 2004-2006 timeframe?

Can't PM you because you don't have enough posts yet.

CODs4ever

MilHeavyTester,

For the same reasons you pointed out, I am also trying to swap out this UAS test gig for an airline job. Too much admin stuff on the side, and when I am not flying, I still gotta show face like a normal 9-5 guy.

If the MEI-CFI-CFII flying (all recip time) doesn't get you the currency you need for an interview, just be prepared to go fly regional 121, Part-91 or Part-135 until you have the hours needed. It's a tough pill to swallow as a lot of those jobs don't pay so well, but at least you have your mil pension to prop you up a little bit.

MilHeavyTester

Sure enough is C-17 Driver. Don't tell my boss! Who is this?

C-17 Driver

It's Chaggy. Look me up on the global.

MilHeavyTester

Good to hear from you, will do.