Herkyjerky

Hello,

I'm interested in pursuing a career as an Aviation Safety Inspector. First off, thanks to the guys that I PM'd and offered some really great insight. I'm trying to cast the net a little wider with this post so I can have the full picture before I go making phone calls or obtaining certain credentials. Unfortunately the FAA doesn't have a recruiter.

I'm 28, married. Part time C-130 pilot in the air guard. Most of my buddies are at the regionals/majors and they seem to be doing well, but honestly that lifestyle doesn't appeal to me. Granted I've never done it, but besides the money I don't think I would enjoy it.

Enter FAA employee. I believe in the next couple years I could be qualified (based on the mins) to be hired for an ASI position. Probably AC but I am willing to get the certs to work in GA. more on that later.

So here are some questions I have:

Does this career allow for living in whatever location/FSDO I choose? (based on staffing obviously) I would like the capacity to move around the U.S. and live in different areas for 2-3 years then move if I desired.

I've read that this career allows for working remotely, how does that work? how often are you required to go into the office?

I saw the list of FSDO's in respect to GA and AC, GA has more offices. AC are still located in some of the states I'd like to live, if I can work remotely then this is an option all the same.

What's the main difference in work between AC and GA? I've read that AC has more funding (higher pay?) while GA is really busy.

As far as becoming qualified, In time ill have the hour minimum, has anyone seen a strictly military pilot get hired for AC? I understand I'll have to take an ATP check-ride. On the other hand, I was playing with the idea of working at the local flight school and get a CFI/II MEI to build time and make some extra coin, is that a smart move?
I figure worse case scenario I'll be building flight time which you all know is good to have in this field, but it comes at a considerable financial and time cost.

I've seen the pay scales, it looks like you can put in some time and pull over 100k with a few years of experience, is this a fair assessment?

SYNOPSIS: Part-time military pilot with low hours is considering a career as an ASI for the work/life balance.

Thanks for the help, I know these are newb/boarder line cringe questions but after being the military for 10 years I'm looking to salvage something for myself.

rickair7777

I've known several folks who left AD to work at local FSDO's, none lasted a year. They either quit in disgust, or were let go on probation (they weren't good cultural fits... the Navy culture they came from wasn't toxic enough enough to prepare them for the FAA). This is ground truth for my local FSDO, YMMV.

That's GA, AC is different. AC folks will be all around better on average. I've worked with both kinds over the course of my career. Since big money is at stake, politically the FAA cannot allow loose-cannon tools to run amuck at a CMO. No such proscription for GA.

Hopefully an actual Fed will respond, but here's what I've gathered second-hand from talking to them...

GA jobs are fixed, but you can always apply for job openings in other towns.

Since inspections need to be performed at various airports within the territory, it makes sense that you have flexibility. Not sure how often in the office, I'd guess 1-2 days/week min.

CMO folks will travel some obviously.

I don't think it can be a telecommuting gig, as in living far away. For GA seems like you'd have to be local to the territory you'd be inspecting.

GA has a lot of balls to juggle for sure. AC seems more professional and organized to me.

Yes, they hire mil folks straight off the turnip truck.

That will enhance your qualifications for sure. But with all of the pilot hiring right now, I'm not sure you'd need it for a FSDO job.

Probably, should be the case with most white-collar GS jobs.

Bro-to-Bro: I wouldn't recommend it in this climate, airline opportunities are unprecedented, and even if you don't "need" the money, do it for a while and save up. When you have an appropriate nest egg, THEN you have the freedom to do whatever you want. Federal retirement is not what it used to be either.

AC ASIs spend a lot of time riding around on jumpseats. Getting paid far less than the other two guys in the cockpit. I'd recommend one of the more comfortable seats, and more comfortable paycheck.

I've met a variety of ex-regional pilots working AC ASI, usually they got into that because their regional was going to PCS or furlough them.

I considered it at one point myself (very new to civil aviation), and simply didn't know what I didn't know. Honestly I suspect what you might be really looking for would be found as an NTSB investigator. That's a job I could actually get excited about, money aside.

Herkyjerky

Lol turnip truck.

That’s some really great information. I appreciate you leveling with me, I didn’t consider the work environment/QOL in that regard.

rickair7777

Also some good info here:

FAA inspector thread

Herkyjerky

Thanks man, I’ve actually read through the whole thing lol. It was better that paying attention to the in-laws during thanksgiving haha. I may have missed stuff, but that’s pretty much how I generated these questions.

iamashark

I am also considering Air Carrier ops and can't decide if I should "stop" flying in order to shore up the family thing. (Flying is a conflict of interest mostly, which I find interesting.) I really don't think I'm done flying...but I like stability. I qualify for anything aviation but my 6 month time is low and so I am getting hits from the FAA and nothing else, even with good referrals.

My question is, rickair, how did the FAA retirement change? If I go majors, I have about 14 years left. If I do FAA, I top out at about $130K...but there's the pension + 401K + health insurance forever (post-5 years)...at least that's the way I understand it.

Herkyjerky, to maybe answer the question about remote work, I was told I might get one day working-from-home a week. That's at the ORD CMO. It also sounds like that varies from CMO to CMO, and it may not start the moment you get hired. Schedules appear to be somewhat flexible, making allowances for some people working an early shift, or a later shift: 0600-1400 and 0800-1600, that sort of thing. I'd highly recommend calling up your local office. Mine was really happy to answer any questions, and even invited me to get a tour.

Sidenote: I understand that some flying is involved with GA, but that AC means you're done. Everything is a conflict of interest within 135 and 121. From fellow pilots, if you get in, and dislike it, getting out and continuing your career where you left off is a no. Plenty of opportunities, but not at the majors.

SYNOPSIS: Part-time 135; Citation 500s; ex-airlines; once furloughed; tried to quit aviation and failed; 13 yo kid; spouse is a corporate pilot; unable to avoid the nagging ego that says I must fly until I can no longer fly....

Herkyjerky

THIS.

I didn’t realize, but it makes sense that you’re done flying with AC. To be honest, staying current as a CFI (in the case with GA ASI) while not flying that often sort of sounds like a pain.

I think the thing that stands out to me the most about this thread is the thought of it being in a toxic/boring work environment. Okay, boring I get, but as a guy that’s worked for the government (DoD) for a while I can tell you that it’ll crush your soul. Being a G MAN is bad enough but if everyone hates it that’s another. So if that’s the popular opinion (although maybe others can stay otherwise) that’s sort of a show stopper.

TommyDevito

A lot of misinformation being posted here. It's late and I'm not going to dissect all of this, but you are way off mark.

And trust me, you wouldn't like being a NTSB guy, unless you like sitting at a computer filing stacks and stacks of accident files.

I'll come back tomorrow and post more.

TommyDevito

You can bid for jobs as they come up within the system and you are qualified for them.

While there are remotely sited positions, they are few and fairly senior. As to when to appear in an office is really dependant on the job.

If the job is advertised as remote sited (remain in your current duty location) then yes.

GA is generally busier as Ops Inspectors manage multiple certificates.

AC is easier as an Ops Inspector is usually assigned to one certificate, and that certificate can have multiple Ops positions (Aircrew Program Manager, Asst Aircrew Program Manager, Geographic, ASAP Manager, Partial Program Manager and a Asst Principal and a Principal Ops Inspector.

You will have a difficult time going into AC with just military background. Typically they want 121 experience, and they like to see a prior 119 position, Check Airman or APD experience.

And yes, if interviewed and pass, then you will have to take a check ride in the simulator.

A Commercial SEL/MEL and a CFI/CFII/CFME certificate will qualify you for GA Ops. However, once again you need to have some type of industry experience. The FAA has hired GA Ops with little industry experience in the past, but it usually doesn't work out to well for the inspector.

As a GA Inspector you will be required to pass a checkride (currently being given in a PA44). In the past year the washout rate has been high.


Right now the FAA is hiring Ops Inspectors off the street (direct hire) and starting them at GS-12, Step 5, with a -13 position at the first year. They have also been paying a $10,000 relocating expense. The trick of GS Pay is locality, as certain localities pay more than others
https://www.federalpay.org/gs/locality

So using "Rest of US" locality (15.67%) a GS-12 Step 5 starts at 85K. A GS-13 Step 1 goes to 88K If a -14 position pops up that will put you over $100k. Of course, go to a higher locality pay area and that amount increases.


You can take that 10 years military and "buy it back" and it will count towards you federal retirement, as well as increased vacation/sick time accrual.

FAA has FERS retirement and TSP.

TommyDevito

Myth. Like any organization, you will always have the 2%'ers. ACO has had it's fair share

This really depends. It depends upon the district, and the operators assigned, and the job function of the Ops ASI. Too many variables to say one size fits all.

Again, depends upon job function. Not all AC Ops are flight qualified. Some positions are office bound.

Again, it depends upon the job. Some GA operators have bases in several states, and use training centers in other states, or even countries.

I would say "more professional". They just have a lower workload due to one certificate and more people to cover more jobs.

Yes and no. Straight military to AC Ops will be difficult. Straight military to GA Ops maybe, but there again many wash out.


NTSB is a very small agency. A new NTSB Investigator is not going to be put on a Go Team right out of training. Most of the new hire positions are chained to a computer working GA accidents in conjunction with the FAA. They're workload is quite high.