​​​Lots of good suggestions here. I'd just point out that you need to assess whether you are concerned aboit getting attention of the company and interviewing or whether you are concerned about getting to the line.

If we're talking about hiring. They're looking to see that you're trainable. Just getting a gig at a 135 carrier or regional does this without having you drop money. Again, you can also apply and see what happens.

If we're talking about your confidence in training, then a simulator, renting some planes or whatnot may be worthwhile. A lot of that rides on the nature of things when you left the airlines, whether you had some previous difficulty, etc. None of that needs to be aired out in public here. I'm just saying you know where your head is at and what will probably do it for you.

 

Plenty of great situations or circumstances to leave the airline industry and then return. Have your ducks in a row when answering questions regarding such matters. Gaps from service or recency of experience draws some attention and can be a show stopper at times. Overall, these are just hurdles that can be overcome by the previous advice given. Not too long ago a friend of mine had a considerable gap from the airlines and had to return to the regionals (again) for a short period before being hired back into the airline industry. Wasn’t picked up by his top choices, but SWA got a hold of him and he’s doing well.

 

TAKE HIM BACK PLEASE!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! God help Purple. JD is our COO.

 

Absolutely. For relevant comparison:

I have 2030 total time, mostly military, a corporate type rating, and my only 121 experience was a year of 727FE with NWA until furloughed after 9/11, after which I transitioned to a desk-bound career path (DoD Civilian). Now with this new pilot hiring market I've been exploring this opportunity to make a late-life career change back to flying. My only recent currency is GA piston-single flying. I went to a big industry job fair (TPNx) in mid-April. Since early May, I've had 6 interview invites, with two U/LCC CJO's in hand, and two interviews pending. I was surprised to get an interview invite from a legacy, but I think my application made it through the HR filters without flagging my lack of relevant currency, but it didn't escape the attention of the pilot interviewers who probably ruled me out before sitting down with me. Or I just wasn't able to dazzle them my personality enough to overcome that obstacle.

Most of my interview opportunities were a direct result of face-to-face Meet-n-Greets. Individual companies host their own occasionally, but I think the next big industry show is OBAP in August in New Orleans. That would be a good way to kick-start your job search. With your numbers and 121 experience, with an application on file and getting face-time at a Meet-n-Greet, you should be in class with someone in a few months, definitely by the end of the year. Assuming you're typed in those airframes, the ACMI's would be a good place to start, or one of the growing U/LCC's. But don't rule out the legacies either, unless your age gives you time to wait until you get some currency before submitting those applications. Or with your 121 time, you could DEC into a Regional left seat, which I've heard of people doing even with long gaps in recency. Depending on your personal circumstances (age, location, family, etc...) you really do have a lot of choices these days. You could cast a wide net and see who bites, or build your buy-box and focus on that company(ies) or sector(s). Exciting times, strike while you can.

Good luck!

 

Here's a rather silly question. How competitive is 1,300 hours with an F-18 background? Starting the search after the military life?

 

My new hire class had a few Hornet guys.

Why not go to a legacy though? Training is very tough if it's your first 121 job, because our training is catered to pilots with more air carrier experience.

 

Certainly do not intend to sharp shoot you, Dera, but someone that has a successful NaTOPS background shouldn’t have much of an issue wrapping their head around regulatory issues. I have trained many former pointy-nose drivers at my previous employer and book work has never been the issue.

 

I meant the 121 experience in a wider context, including things like FMS, glass, autopilot use and so on.

 

I can’t say what hiring managers may or may not look for, but meeting the RATP mins with the Hornet background should be competitive. I think your time in a fighter with carrier qualifications would certainly out rank my several thousand King Air hours and Atlas was willing to take a chance with me.

 

I don’t think it was an invalid statement. He stated that if it’s his first 121 training that Atlas training might be tough. The Atlas training program when first designed was built for guys with extensive heavy international time. That has changed over the years to accommodate lesser relevant experience levels but it’s still nowhere near where it should be. I’ve been through Atlas training(2 initials and many recurrent events) and training at a Legacy carrier. The Legacy training is FAR better and would be much easier for somebody starting their first 121 experience.