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Military Retirement and Next Step Advice

Old 01-14-2019, 05:20 PM
  #11  
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Originally Posted by Sextant View Post
If the 135 gig had the same number of hours as a CFI job, then that would be a no brainer for me. My concern is the opportunity cost (121 seniority) of going the 135 route, and at what point is the cost too much.

Thanks!
That’s a decision you have to make. CFI may get hours quicker but is a lot more stressful is a lot more risk to your license and your life.
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Old 01-15-2019, 06:15 AM
  #12  
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Originally Posted by Phoenix21 View Post
That’s a decision you have to make. CFI may get hours quicker but is a lot more stressful is a lot more risk to your license and your life.
Not sure about that, depending on the 135 op, that could be more dangerous on both counts.

Piston twins launching over mountains at night in icing conditions....

Turbine power would make it safer.
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Old 01-15-2019, 08:15 AM
  #13  
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I appreciate everyone's insight and advice.

The more I'm thinking about this, the more I'm leaning towards finding a decent sized 141 school with lots of flying and going the teaching route. Just power through it trying to get 90-100 hours a month and get it over with. I think this will better prep me for a regional than 1-2 years of reduced 135 flying.

Faster to a seniority number, yes. But I did enjoy teaching (especially my instrument students) and I think this would both be more enjoyable and better for my transition from the military to professional flying.
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Old 01-15-2019, 12:49 PM
  #14  
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Originally Posted by Phoenix21 View Post
That’s a decision you have to make. CFI may get hours quicker but is a lot more stressful is a lot more risk to your license and your life.
I lost four friends while flying old Barons carrying checks. Ever ask for a block altitude to the ground in ice?

GF
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Old 01-15-2019, 03:04 PM
  #15  
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Originally Posted by galaxy flyer View Post
I lost four friends while flying old Barons carrying checks. Ever ask for a block altitude to the ground in ice?

GF
No, but I once asked for a block altitude down to 2000 feet below the MEA because of ice at night in the mountains. Don't understand the controllers reluctance to give it to me. Sure as hell nobody else wanted it. Fortunately I hit the freezing (or in this case melting) level only 1300 feet below the MEA. And yes, the aircraft was certified for flight into known icing conditions.
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