Getting back in the saddle?
#11
Hi,
first post here. I'm an ex-Hornet guy who got out in 2009. Decided the timing wasn't quite right for applying to the airlines, so did my Masters degree instead and have been working in a non-aviation field ever since. With six- going on seven years of not touching an airplane, is there any realistic chance of being able to get back into the cockpit? I have signed up for an ATP-CTP course and have enough total time for an R-ATP license. I am 42 years old, but still feel young and am still able to learn.
-Brian
first post here. I'm an ex-Hornet guy who got out in 2009. Decided the timing wasn't quite right for applying to the airlines, so did my Masters degree instead and have been working in a non-aviation field ever since. With six- going on seven years of not touching an airplane, is there any realistic chance of being able to get back into the cockpit? I have signed up for an ATP-CTP course and have enough total time for an R-ATP license. I am 42 years old, but still feel young and am still able to learn.
-Brian
You might want to look at PSA if domicile is not important. They will run you through the ATP-CTP course. I know others will but don't know who they are.
I was hired there in 2014 and upgraded inside a year. Upgrade is slowing down for several reasons.
When I interviewed, there were two retired AF guys in my group. One was a former C-17 IP. He already gone. He wanted the Part 121 time on his resume and has gone elsewhere. Can't tell you where. He didn't go into the training department because that's where I am right now. The other guy is still here.
If the Hornet gave you a center-line thrust limitation, you may need some light multi-time to get that limitation removed.
There is also a recruiting and retention bonus for new-hires and F/Os. Good luck.
#12
On Reserve
Thread Starter
Joined APC: May 2016
Position: CRJ FO
Posts: 13
"..If the Hornet gave you a center-line thrust limitation, you may need some light multi-time to get that limitation removed."
yes, my rating is restricted to centerline thrust. I was told it would be removed when I pass the check ride. I am considering taking a sabbatical from my 9-to-5 job for a year to see if 121 is for me. If not, at least I get it out of my system and can go back to being home by 5 PM and flying gliders on weekends.
yes, my rating is restricted to centerline thrust. I was told it would be removed when I pass the check ride. I am considering taking a sabbatical from my 9-to-5 job for a year to see if 121 is for me. If not, at least I get it out of my system and can go back to being home by 5 PM and flying gliders on weekends.
#13
China Visa Applicant
Joined APC: Oct 2006
Position: Midfield downwind
Posts: 1,919
He's asking because many ATP and type-rating programs do not allow centerline thrust-restricted Commercial MELs to take the course.
At least one of the regionals, ExpressJet, has worked with the FSDO to add the Vmc demo into their initial newhire training so that military multi fighter dudes can start without getting the centerline restriction removed first.
Other regionals may require you to go get the restriction removed yourself -- via a modified Commercial MEL checkride with a DE in a light twin -- before you start training.
#14
Gets Weekends Off
Joined APC: Apr 2016
Posts: 376
If you want to get back into flying, the most it would take is motivation to get rolling again. Besides your ATP course, I would get current at a local FBO with light aircraft rental.
Overall I would do the fast-track as planned. With a solid base to build upon, you should be back up to speed before long.
Overall I would do the fast-track as planned. With a solid base to build upon, you should be back up to speed before long.
Thanks in advance!
#15
Gets Weekends Off
Joined APC: Jan 2016
Position: B767 FO
Posts: 195
I'd plan on the FO route, but you never know.
How non-current? Mine was over 4 years so it was a no go. If you're only at 2, you may squeak by. Bug smasher is fine, but it usually doesn't include an IFR annual. If you maintain your annuals and your approach/landing currencies in a small civil, then it should count. Honestly though, I'd still plan a T&G at a regional.
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How non-current? Mine was over 4 years so it was a no go. If you're only at 2, you may squeak by. Bug smasher is fine, but it usually doesn't include an IFR annual. If you maintain your annuals and your approach/landing currencies in a small civil, then it should count. Honestly though, I'd still plan a T&G at a regional.
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#16
Gets Weekends Off
Joined APC: Oct 2010
Position: 737 capt
Posts: 335
I have a question about currency. I will be retiring in 18 months with 2500+ hours of EA-6B and F-18 aircraft commander time but will be retiring from non-flying staff duty. Will bug smasher flight time count towards currency requirements at a major or should I just count on being a regional FO first? I have a service academy, masters degree, ATP, test pilot school, NATOPS instructor, CFI CFII on my resume as well. Opportunities to fly in the Navy will require me to delay retirement for an additional 24-36 months and the additional retirement pay probably will not make up for 3 years of lost seniority when I have only 20-22 years remaining to fly for an airline.
Thanks in advance!
Thanks in advance!
#17
Gets Weekends Off
Joined APC: Apr 2016
Posts: 376
I'd plan on the FO route, but you never know.
How non-current? Mine was over 4 years so it was a no go. If you're only at 2, you may squeak by. Bug smasher is fine, but it usually doesn't include an IFR annual. If you maintain your annuals and your approach/landing currencies in a small civil, then it should count. Honestly though, I'd still plan a T&G at a regional.
Sent from my iPhone using Tapatalk
How non-current? Mine was over 4 years so it was a no go. If you're only at 2, you may squeak by. Bug smasher is fine, but it usually doesn't include an IFR annual. If you maintain your annuals and your approach/landing currencies in a small civil, then it should count. Honestly though, I'd still plan a T&G at a regional.
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#18
China Visa Applicant
Joined APC: Oct 2006
Position: Midfield downwind
Posts: 1,919
Recall that there is a difference between "currency" and "recency". Some airlines will want both, and some airlines will want one or the other.
So, dropping your GI Bill on a 737 type will get you "current" (e.g. landings, approaches, and a checkride) but not "recent" (e.g. "100 hours in the previous 12 months", etc).
Most of the regionals will want you current and most likely don't care if you are recent. The majors and legacies will want you both current and recent.
United, in their military pilot hiring webinar last summer, specified that their 100-hours in the last 12 months recency requirement had to be in an airplane "more complex than a Cessna 172" (direct quote from UAL).
I would plan on going to a regional; remember that the timeline between application, getting called for an interview, interviewing, and being offered a class date can be quite a while, even for current and highly qualified candidates. Flying for a regional isn't glamorous, or well paid, but it is the door through which the majors would like to see a non-current military pilot walk through on their way to an interview.
So, dropping your GI Bill on a 737 type will get you "current" (e.g. landings, approaches, and a checkride) but not "recent" (e.g. "100 hours in the previous 12 months", etc).
Most of the regionals will want you current and most likely don't care if you are recent. The majors and legacies will want you both current and recent.
United, in their military pilot hiring webinar last summer, specified that their 100-hours in the last 12 months recency requirement had to be in an airplane "more complex than a Cessna 172" (direct quote from UAL).
I would plan on going to a regional; remember that the timeline between application, getting called for an interview, interviewing, and being offered a class date can be quite a while, even for current and highly qualified candidates. Flying for a regional isn't glamorous, or well paid, but it is the door through which the majors would like to see a non-current military pilot walk through on their way to an interview.
#19
On Reserve
Joined APC: Mar 2016
Posts: 19
Recall that there is a difference between "currency" and "recency". Some airlines will want both, and some airlines will want one or the other.
So, dropping your GI Bill on a 737 type will get you "current" (e.g. landings, approaches, and a checkride) but not "recent" (e.g. "100 hours in the previous 12 months", etc).
Most of the regionals will want you current and most likely don't care if you are recent. The majors and legacies will want you both current and recent.
United, in their military pilot hiring webinar last summer, specified that their 100-hours in the last 12 months recency requirement had to be in an airplane "more complex than a Cessna 172" (direct quote from UAL).
I would plan on going to a regional; remember that the timeline between application, getting called for an interview, interviewing, and being offered a class date can be quite a while, even for current and highly qualified candidates. Flying for a regional isn't glamorous, or well paid, but it is the door through which the majors would like to see a non-current military pilot walk through on their way to an interview.
So, dropping your GI Bill on a 737 type will get you "current" (e.g. landings, approaches, and a checkride) but not "recent" (e.g. "100 hours in the previous 12 months", etc).
Most of the regionals will want you current and most likely don't care if you are recent. The majors and legacies will want you both current and recent.
United, in their military pilot hiring webinar last summer, specified that their 100-hours in the last 12 months recency requirement had to be in an airplane "more complex than a Cessna 172" (direct quote from UAL).
I would plan on going to a regional; remember that the timeline between application, getting called for an interview, interviewing, and being offered a class date can be quite a while, even for current and highly qualified candidates. Flying for a regional isn't glamorous, or well paid, but it is the door through which the majors would like to see a non-current military pilot walk through on their way to an interview.
Do you know if the "100 hours in the last 12 months" counts for fighter-types? These days, a 100-hour year would be rare...at least in my particular case/base/jet...
Thanks for the info!
#20
China Visa Applicant
Joined APC: Oct 2006
Position: Midfield downwind
Posts: 1,919
That being said, even though they don't explicitly say so, those recency "requirements" are only *guidelines*. I know of a small number of folks without currency/recency who have been hired by majors over the last two years.
They are the exception rather than the rule, though. Don't count on it being true...buy don't let the lack of recency keep you from submitting an application. Put in the app and let the hiring board decide if they want to call you in without that recency.
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