Originally Posted by
tshanno
But the idea resurfaces from time to time--not flying helicopters per se, but rather the idea of switching careers from commercial driver to commercial pilot. Don't see what the big deal is, we're just adding one dimension, right? Instead of the DOT breathing down my neck, it's the FAA. I guess I'd have to shave my face more than once every three weeks and wear a tie--ugh--but sacrifices must be made if you want to touch the sky, am I right?
Hard to get a good ROI with helicopter training. Different story with fixed-wing and airlines right now.
Originally Posted by
tshanno
1) I turn 52 this year. So even if I were ready to fly for Delta today, my career would only be 13 or 15 years long. I'd do no better than first officer that whole time. Always Riker, never Picard. I wouldn't make it to the higher income echelons, but this isn't all about the money, it's about taking on fresh challenge. That being said, my inner accountant wants to know what my final few years in the industry are going to look like, which is when I'd presumably be making the most money I'm liable to make.
If you hustle you could easily have almost ten-ish years as a regional CA. That pays $200k+ right now.
In this climate you could also get a second-tier major job quickly, even skipping the regionals and still have a few years as a CA at the end (maybe five-ish). You could even get a legacy job and upgrade there. Major FO pay will be $200-300k, major CA pay (narrowbody) $300-500k.
Originally Posted by
tshanno
2) I have two associates degrees, one in Information Technology--graduated with honors in 2002. Yep, ancient IT degree. Another AAS from a community college, also honor grad in 2005, lots of math. Are hiring managers in this industry going to possibly look at these two degrees as equivalent to a single bachelors degree? (I could get a bachelors in statistics, but that'd be maybe 18 months to get done--worth it?)
No, they won't count as a bachelors. Good news is that almost nobody requires a 4-year degree anymore, and a 2-year will help some. 4-year makes you more competitive at the top tier majors. Second tier majors might actually prefer somebody with an AA or two... they know you don't have bad ADD, but you're not as likely to leave for DAL in six months.
At your age, if you're going to do it, you need to fly. If you have time and money it wouldn't hurt to finish the degree on the side but I wouldn't delay flight training or experience building at a regional for that.
Originally Posted by
tshanno
3) Schools are expensive and they will tell you *anything* to get you in the door. Like trucking recruiters. But let's not talk about them. Let's talk instead about how much I don't want to drop another 100k on education. Any sense of how far a person can go using FAA material and an aircraft flight simulator in the living room? I'm guessing that it's most of the way to a private pilots license.
Technically you can do almost 100% self-study (I did for PPL). A CFI is required to certify your knowledge, which they can do based on an oral exam and evidence of completing home study (such as a completed workbook, or certificate for an online course). In reality you're still going to need some one-on-discussion along the way with your CFI. But you can minimize that by preparing thoroughly.
Do not use a PC sim for PPL training... too much visual-outside-the-window and seat-of-your pants feel. A PC sim has *limited* utility for instrument rating training: AFTER you learn the proper way to do it in the sim and airplane with a CFI-I, then (and only then) you can practice instrument procedures with a PC (I did that too).
Originally Posted by
tshanno
4) Some trucking companies front the cost of training to obtain a CDL, in exchange for a year of service with said company. Do any airlines do anything along these lines? I've seen various adverts from various flight schools indicating as much, but I think they're lying.
A few such programs have popped up with major airlines, not sure how the funding works though. I think full rides are for DEI, but you'd have to research that. There are also programs where you pay and have a guaranteed path to a specific major (not strictly necessary in this climate).
All regionals will provide the necessary training for your ATP, you just need to show up with enough hours.
Originally Posted by
tshanno
5) Those who become commercial pilots usually obtain their 1,500 hours as a trainer, a CFI, do I have that right? If not, what? Rent 1,500 hours of airplane time? That's too spendy.
Yes usually as a CFI, which is in high demand. Some wealthy career changers just fly their own plane which will work fine right now (in normal times they used to be more pick about the quality of the flight time, they preffered professional experience to recreational time).
There are a few other niche opportunities flying small planes which don't require a CFI rating, just a CPL.
Originally Posted by
tshanno
I'm beyond bored with driving, but I'm good at it and it's paying the bills. I have every confidence that I could become a good pilot--but I'm simply too old to go into more debt to get there.
It's going to be an investment of both time and money, the question is can you get a good return on that. In normal times, not at your age but right now the retirements are driving a real shortage, and driving wages way up. So if you get right on it and don't hit any big speedbumps I think you can get a good ROI. How much do you make driving truck and how many days/month do you work to do that?
Also the age issue is mitigated because after you retire from airlines at age 65 (or 67), you can alwys go get a non-airline pilot job and many of those are paying quite well for experienced turbine pilots. Or you could just go straight to the fractionals, get comfortable, and not have to retire until 70 at the earliest.