Depends; always the correct answer.

Depends on what you want to do. Depends on the economy, the industry, your personal situation, your other options. Depends on whether you've signed a training agreement or bond for the place you're working. Depends if you have upgrade opportunity where you are at the time, and how that stacks up against your conditional offer.

It's always good to have options. Right now, your CJO represents a possibility of a future opportunity, kind of like a coupon. They do come with expirations; employers purge their lists, they start over, they decide anyone not hired by a certain date must re-apply, and so on. It happens. If you have a conditional offer, keep that, don't advertise it, and if it turns into something more in the future, consider your options at the time.

I've interviewed places before and didn't get called back for the job for a year and a half, up to eight years or more. Circumstances change. The company that stopped hiring today and for the forseeable future might have a reason tomorrow to begin hiring in earnest. When that happens, it's best to be ready, like waiting for the right wave to surf. One doesn't sit on the beach and wait; one has to be in the water, on the board, ready, watching the waves closely. In aviation hiring parlance, that means staying current; flight current, and current on the industry trends; who's hiring, what's happening. Stay current on your knowledge for a written test; many places use the ATP questions. You may have an ATP, but keep studying the material. Know charts, regulations, etc. Stay current on instruments, decision making, weather, etc. Be ready not just to apply, but to pass.

Today's best opportunity may be tomorrow's ho-hum. Keep applying to multiple places. Don't consider the current interview or CJO to be one-and-done. You may have many more interviews yet to go. Target companies. Research what applicants have been asked in interviews, the patterns of their simulator rides, company culture, trends, aircraft, revenue, leadership, etc. Get a tailored suit, and it's wise to invest in interview preparation, and a resume review.

A number of years ago I spoke with an up-and-comer about his possibilities and suggested a busy aeromedical operation. They flew high performance airplanes, and a great culture, an excellent reputation, and the pilots were happy. For that level in the industry, the pay was on par, and good. The up-and-comer said he didn't want to go there, because everyone he knew who had done that ended up staying. They stayed, because they were happy with the job, and the lifestyle. It suited a family life, it was home nearly every night, had predictable shifts. I don't want to go there, he said, because those who do are too satisfied. They lose their ambition. They stop striving for something else. I'm paraphrasing. He kept his applications in at the big boys and waited, while others flew their butts off, stayed current, gained skills, and were active and sharp if and when a call came for an interview .

You don't have to lose your goals or ambitions, and you can stay current, gain experience, ratings, hours, and skills at the same time. Keep applying. Keep updating applications. If The big shiny airplanes aren't available, hire into a smaller, possibly less shiny airplane. Overlook nothing.

There's nothing wrong with flight instructor on a resume. Most of us have been, or are instructors. Assistant chief, or chief is even better; it looks good, and is good. Keep adding qualifications. Aircraft types, operation types (135, utility, etc). Don't discount temporary jobs, seasonal flying. Corporate flying won't hurt. Neither will 135. Be a company instructor somewhere. Get a check airman letter. Look at instructing positions with Flight Safety, or Simuflite. Hiring has slowed in pace from what it was post-pandemic, but hasn't stopped, despite what some think. If your'e not seeing it, you're looking in the wrong places. Look in the right ones, and apply to everyone.