Getting back in the saddle?
05-13-2016, 09:21 PM
#21
Gets Weekends Off
Joined APC: Jul 2008
Position: 737 Right
Posts: 305
Originally Posted by FlewNavy
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!
Don't count yourself out on going directly to a major airline. I have a very good friend that retired last year from the AF after 20 years; however, his last 4 years were flying a desk. Absolutely no flying at all the last 4 years -- no mil or civilian light aircraft flying. He was called by Delta for an interview, apparently aced it and is now an F/O at Delta. Unlike you he was not a test pilot. He had F-15, B-2 and T-1 time and was also a former Squadron Commander.
With your resume I would attempt VFR direct to the majors. Good luck!
Thunder1
05-13-2016, 10:35 PM
#22
China Visa Applicant
Joined APC: Oct 2006
Position: Midfield downwind
Posts: 1,919
Thunder, for the one guy in your story who was hired by DL without being current, I can name literally a dozen that I know personally who are also non-current with excellent resumes who weren't hired by a major without a trip somewhere -- overseas contractors, regionals, etc -- to get current and recent.
Don't get me wrong, he has a great resume. The smart man, however, doesn't make a plan based on outliers -- whomever does is bound to be disappointed when they aren't one of them.
Instead, plan to fight Su-30s shooting AA-10C/D in an EA environment, and be pleasantly surprised when they're new nuggets flying Galebs shooting AA-2s.
Don't get me wrong, he has a great resume. The smart man, however, doesn't make a plan based on outliers -- whomever does is bound to be disappointed when they aren't one of them.
Instead, plan to fight Su-30s shooting AA-10C/D in an EA environment, and be pleasantly surprised when they're new nuggets flying Galebs shooting AA-2s.
05-14-2016, 04:11 AM
#23
Gets Weekends Off
Joined APC: Mar 2008
Posts: 1,083
Originally Posted by FlewNavy
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!
Staying in the Navy will earn you more bucks, but might cost you a couple of years seniority and you don't know what the industry will look like then. If O-6 retirement is possible, you'll carry that for life, but every number you pass up is a number closer to furlough or farther from your next milestone (lineholder, captain, etc.).
If SWA is still requiring a 737 type, it might not be a bad idea to use your military education benefits to combine the 737 type and ATP if you don't already have it.
05-22-2016, 05:57 AM
#25
New Hire
Joined APC: Jul 2013
Position: VGK Fan
Posts: 8
FlyNavy,
Lots of good info/advice in previous posts. I was in similar situation to you and decided to give it a go as I missed flying and more importantly being around flying people. Last flew in 2009, retired in 2013 (did some drone testing that does not count toward 121) and had a good defense contracting job. Took the ATP written before deadline, then did 10 hours of Duchess time but wanted to do something more substantial training wise. Did ATP (Former HPA) 737NG Type and ATP in Spring of 2015 (removed CL thrust restriction). Very good program but not cheap and was able to use GI Bill to cover most of cost.
Listened to advice from friends and did 6 months with regional and then was picked up by ULCC where I live. Each had decent training and now feel comfortable in 121 environment. Low pay and some commuting but experience worth it. Just received CJO from legacy exactly a year after getting ATP.
While there are some outliers, most majors still want to see some 121 time and even though mins are being lowered at some airlines, 100 hours of recent flying still seems to be gatekeeper in computer algorithms to get app through system.
While at times I have wondered why no calls like everyone else, when I look back, the last year has gone by very fast and glad I had the time to prepare for each step. Things will happen fast for you, just stick to your plan.
PM me if I can help in anyway...lots of folks helped me and happy to pay it forward to others.
Lots of good info/advice in previous posts. I was in similar situation to you and decided to give it a go as I missed flying and more importantly being around flying people. Last flew in 2009, retired in 2013 (did some drone testing that does not count toward 121) and had a good defense contracting job. Took the ATP written before deadline, then did 10 hours of Duchess time but wanted to do something more substantial training wise. Did ATP (Former HPA) 737NG Type and ATP in Spring of 2015 (removed CL thrust restriction). Very good program but not cheap and was able to use GI Bill to cover most of cost.
Listened to advice from friends and did 6 months with regional and then was picked up by ULCC where I live. Each had decent training and now feel comfortable in 121 environment. Low pay and some commuting but experience worth it. Just received CJO from legacy exactly a year after getting ATP.
While there are some outliers, most majors still want to see some 121 time and even though mins are being lowered at some airlines, 100 hours of recent flying still seems to be gatekeeper in computer algorithms to get app through system.
While at times I have wondered why no calls like everyone else, when I look back, the last year has gone by very fast and glad I had the time to prepare for each step. Things will happen fast for you, just stick to your plan.
PM me if I can help in anyway...lots of folks helped me and happy to pay it forward to others.
05-22-2016, 08:08 AM
#26
Banned
Joined APC: Sep 2015
Position: 3+ hour sit in the ATL
Posts: 1,982
Navy,
My stuff is on other threads about my journey - which is still being written. Was in a somewhat similar situation. However, I retired several years ago when the airlines were not hiring (during the lost decade).
You seem to have some options and a few different paths to take. Given your test pilot background (I'm assuming you graduated from either Navy TPS or USAF TPS) that is a huge deal. Have you thought of going to Boeing? Lockheed Martin? There are several other companies that look for TPS grad's - Gulfstream, Cessna, and Beech. If you want to fly, those may be some options.
Now if you have your lock on airlines, then I think your choice is retire now and go to a regional or ULCC to get the 121 time ASAP. I'm learning that seniority is everything in this business. Better to be on the front of the wave rather than waiting until the wave has passed you buy.
I left a pretty decent contracting gig to join a regional. Unlike DaveF15, I am still waiting for a call. But I have not been at my regional quite a year yet.
Like Dave, I've gotten great feedback and assistance from members of the forums. I'd be happy to share my details, feel free to PM me.
My stuff is on other threads about my journey - which is still being written. Was in a somewhat similar situation. However, I retired several years ago when the airlines were not hiring (during the lost decade).
You seem to have some options and a few different paths to take. Given your test pilot background (I'm assuming you graduated from either Navy TPS or USAF TPS) that is a huge deal. Have you thought of going to Boeing? Lockheed Martin? There are several other companies that look for TPS grad's - Gulfstream, Cessna, and Beech. If you want to fly, those may be some options.
Now if you have your lock on airlines, then I think your choice is retire now and go to a regional or ULCC to get the 121 time ASAP. I'm learning that seniority is everything in this business. Better to be on the front of the wave rather than waiting until the wave has passed you buy.
I left a pretty decent contracting gig to join a regional. Unlike DaveF15, I am still waiting for a call. But I have not been at my regional quite a year yet.
Like Dave, I've gotten great feedback and assistance from members of the forums. I'd be happy to share my details, feel free to PM me.
05-23-2016, 01:17 PM
#27
Gets Weekends Off
Joined APC: May 2016
Position: 737 tiller master
Posts: 288
Many have said it before....SENIORITY is EVERYTHING in the airline world!
I bailed just after 9/11. Many furloughees from the legacies were coming back on active duty. My squadron buds thought that I was crazy for leaving. I took a chance and now I'm in the left seat at a legacy. Everyone who've bailed with me are ALL very successful airline dudes. No guts, no glory. If you keep plugging away, you will eventually get on with a legacy/major/FedEx! The pilot job market may never be like this again. Keep the faith and happy hunting!
I bailed just after 9/11. Many furloughees from the legacies were coming back on active duty. My squadron buds thought that I was crazy for leaving. I took a chance and now I'm in the left seat at a legacy. Everyone who've bailed with me are ALL very successful airline dudes. No guts, no glory. If you keep plugging away, you will eventually get on with a legacy/major/FedEx! The pilot job market may never be like this again. Keep the faith and happy hunting!
05-23-2016, 02:32 PM
#28
Banned
Joined APC: Sep 2015
Position: 3+ hour sit in the ATL
Posts: 1,982
Navy,
My stuff is on other threads about my journey - which is still being written. Was in a somewhat similar situation. However, I retired several years ago when the airlines were not hiring (during the lost decade).
You seem to have some options and a few different paths to take. Given your test pilot background (I'm assuming you graduated from either Navy TPS or USAF TPS) that is a huge deal. Have you thought of going to Boeing? Lockheed Martin? There are several other companies that look for TPS grad's - Gulfstream, Cessna, and Beech. If you want to fly, those may be some options.
Now if you have your lock on airlines, then I think your choice is retire now and go to a regional or ULCC to get the 121 time ASAP. I'm learning that seniority is everything in this business. Better to be on the front of the wave rather than waiting until the wave has passed you by.
I left a pretty decent contracting gig to join a regional. Unlike DaveF15, I am still waiting for a call. But I have not been at my regional quite a year yet.
Like Dave, I've gotten great feedback and assistance from members of the forums. I'd be happy to share my details, feel free to PM me.
My stuff is on other threads about my journey - which is still being written. Was in a somewhat similar situation. However, I retired several years ago when the airlines were not hiring (during the lost decade).
You seem to have some options and a few different paths to take. Given your test pilot background (I'm assuming you graduated from either Navy TPS or USAF TPS) that is a huge deal. Have you thought of going to Boeing? Lockheed Martin? There are several other companies that look for TPS grad's - Gulfstream, Cessna, and Beech. If you want to fly, those may be some options.
Now if you have your lock on airlines, then I think your choice is retire now and go to a regional or ULCC to get the 121 time ASAP. I'm learning that seniority is everything in this business. Better to be on the front of the wave rather than waiting until the wave has passed you by.
I left a pretty decent contracting gig to join a regional. Unlike DaveF15, I am still waiting for a call. But I have not been at my regional quite a year yet.
Like Dave, I've gotten great feedback and assistance from members of the forums. I'd be happy to share my details, feel free to PM me.
06-16-2016, 10:10 AM
#29
Line Holder
Joined APC: Jun 2016
Posts: 31
Hello all,
First time poster here, so please forgive me if I make any forum etiquette snafus. What a great forum...thanks to all of you for all of the pearls of wisdom. If I could get a few more pearls, it would be greatly appreciated.
I just retired after a 21 year Navy career. Started off as a back-seater, so my flight numbers are not where most are after 2 decades (1700TT/870TPIC without military sortie adjustment). Unfortunately, I'm not at all current since I've done War College, a joint tour, and then an executive job flying a desk. It's been about 7 years.
Questions:
1) Will a regional hire me with zero currency and provide the currency during training?
2) Since I have <1000TPIC but I'm pretty close, are regionals the right choice for me if the majors are the end state? What are the requirements WRT flight time to upgrade at a regional?
3) I live in South Carolina near GSP (1.5 from CLT/2.5 from ATL). Any recommendations on which regionals I should look at assuming I am prioritizing QOL over money? I've been a long-distance dad for most of my 7 year old's life and want to maximize the time I get with him now that I live in the same city.
Appreciate your guidance and feedback!
First time poster here, so please forgive me if I make any forum etiquette snafus. What a great forum...thanks to all of you for all of the pearls of wisdom. If I could get a few more pearls, it would be greatly appreciated.
I just retired after a 21 year Navy career. Started off as a back-seater, so my flight numbers are not where most are after 2 decades (1700TT/870TPIC without military sortie adjustment). Unfortunately, I'm not at all current since I've done War College, a joint tour, and then an executive job flying a desk. It's been about 7 years.
Questions:
1) Will a regional hire me with zero currency and provide the currency during training?
2) Since I have <1000TPIC but I'm pretty close, are regionals the right choice for me if the majors are the end state? What are the requirements WRT flight time to upgrade at a regional?
3) I live in South Carolina near GSP (1.5 from CLT/2.5 from ATL). Any recommendations on which regionals I should look at assuming I am prioritizing QOL over money? I've been a long-distance dad for most of my 7 year old's life and want to maximize the time I get with him now that I live in the same city.
Appreciate your guidance and feedback!
06-16-2016, 10:26 AM
#30
Gets Weekends Off
Joined APC: Mar 2007
Position: Capt
Posts: 3,215
Recently read about a guy who hadn't flown in 20 years, hired at a regional. Someone asked what he did to get current: He said, nothing...just showed up for class. I was out of flying for 10 years (about 15 years ago)...got my BFE and instrument currency flying light aircraft...hired at a regional and a -121 supplemental.
Another option besides the regionals, if the majors don't work right away, is Atlas. Lots of mil pilots here...some staying, some going to bigger places.
Another option besides the regionals, if the majors don't work right away, is Atlas. Lots of mil pilots here...some staying, some going to bigger places.
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