rickair7777

ACMI is some serious flying, over-water, international, war zones, etc. I would do some research and try to learn how their training program is, specifically how they deal with lower-time pilots with no airline or big jet experience. I'm guessing that's not their wheelhouse, it certainly was not in the past. But find out... not going to help your career if you flunk out and wind up right back where you started (no recency) but with a 121 training bust on your record.

Same for 91/135, need to fully understand their training and how willing they are to work with someone in your situation... they might be willing to in this climate. But also consider how long you'd stay at a 91/135. They might take it personally if they jump through hoops to get you flying and then you bail soon after. Airlines generally won't care, it's just business to them.

Regionals are in the business of training 1500 hours pilots for 121, and in general they're going to be more accommodating of someone with gapped flying experience. But even so, do your research about the training programs for any you apply to.

I agree with others that you need to get current before trying anything other than a 121 regional. Even with a regional it wouldn't hurt, focus on glass instrument ops. Many ASEL trainers have glass these days, at the very least you want some experience with GPS/RNAV, don't necessarily need full glass panel.


Find out which regionl(s) serve TC and ask on their forums, they'll know best.

Right now most entry-level employers are paying good money because they have to. QOL will vary between industry segment and specific employer. Regional CA's are in short supply, so you can plan to work a lot once you upgrade... but that's good, get your time and get out.


Stability should not be an issue since pilot jobs should be readily available

For top two yes regionals in general and also 135 freight. I personally avoided the later because I had a family and it's dangerous. Possible that you could upgrade faster (or get hired as PIC) in 91 or even 135 but you'd have to search out those opportunities. Also a lot of variables, including the fact that many 91/135 pilots don't fly that much... spend five days a week waxing the boss's car and mowing his lawn, and fly twice a month. Even had a buddy who's duties included servicing the boss' wife... that was assigned by the boss. So YMMV.

Concorde001

I am in a similar situation. How do you do this: "if airlines at all, is to get current and get yourself up to speed, then go to a regional." Rent a Cessna, do an IPC etc.. Is this what you mean? How do you get back yourself up to speed before going to a regional? Besides the IPC, reviewing IFR procedures, Jepps etc...

TiredSoul

135 is not a good way to ‘get current’ there is a lot of daylight between the very good and very bad. Training is almost always outsourced to commercial providers like CAE and Simuflight and FlightSafety. They’ll babysit aircraft pilot owners that want the type but with real pilots the clock is ticking and they run you hard.
I considered myself very current and proficient as a fulltime CFI/CFII/MEI with a ton of ME dual given half of which is on one engine and it wasn’t easy.
Atlas training has been lacking for quite some time in adjusting to their changing hiring pool and still geared towards pilots that already have similar experience.
If you want Atlas to be a succes for you, by all means go to a Regional for a year or two first before applying.
45 now, Atlas at 47, upgrade at 55 and last 10 years as Captain on a 777 or 747.

JohnBurke

Step one is study up, then get with an instructor and get current; current flight review, current instrument proficiency check, etc. Not just legally current. Get proficient. It won't hurt to do some charter, some instructing, or whatever you choose to do, or can find to do, but there's really very little point going from zero to hero and blowing an interview because one isn't current or proficient.

DashAviator

A couple of things to add to John Burke's post. Instrument flying is very procedure-oriented. It would be extremely helpful (and cost-efficient) to work with an instructor that had access to an aviation training device or flight training device (i.e., a basic simulator). Also, many of the large avionics companies have FMS/GPS desktop "simulators" that can help you learn to program and use their products. Most pilots would tell you that learning to use the automation in their aircraft is about 50% (or more) of getting through simulator training. Sure, you may not be using a Garmin in your airline job, but many of the GPS and FMS units have similar functions.

If you can afford it, I'd recommend going to a dedicated simulator training facility for a finish-up course after you spend some time with the local instructors. For example, Simcom in Orlando has an initial and recurrent course for the Beech Baron. I attended this two or three times (on my own dime) when I was flying the Baron for a Part 135 freight company.

Summary: Part 121 training is NOT a good time to try to get current on your instrument skills!

Otterbox

Get on with one or the AA wholly owned regionals then go do Delta or Spirit.

joepilot

Get your ATP written immediately. Don't wait to get hired at a regional.

Joe

Concorde001

Thanks JohnBurke and DashAviator, very good suggestions! Definitely not going until I feel I am ready. Considering CAE SIC program as well if they have any opnings.

BStill

This is all very useful info. I'm in a very similar situation as the OP, although different background. In 2001, after a year of fun-but-frugal fractional flying (BE-400 typed), I had finally made the transition from military (USMC tacair) to the Part 121 airlines (NWA: B727 FE) when 9/11 put me on long-term furlough, and by the time recalls started I prioritized my family stability and financial security to fly a desk at a government job for the last 20 years. With kids grown, retirement eligibility approaching, and airlines hiring, at age 56 I've revived the dream of returning to flying. (and wishing I would have started years ago...)

I think I've done about all the "Rusty Pilot" online training that's available, to include all the PPL and IR ground school academics. (impressive how much is available on-line these days). I've just initiated contact with CFI's at a couple of local flight schools to get refreshed/current and get some stick time and instrument work in their Redbird sims and training aircraft (including glass). And to start networking to find opportunities to offer pro-bono right-seat support to some type of local revenue operations (central/northern Virginia).

What is my best next step after that to build relevant recent flight hours that would get me an interview at a Legacy/Major? I'm looking for a course like DashAviator describes above, but unless I find an operator that flies that platform is it a good investment? I do still have my ATP from the past 121 experience: so would it be a better investment to go take one of these new (to me) ATP-CTP courses, get the training, experience, and sim ride (CRM refresher), even though (I presume) I don't need to re-take the ATP check-ride?

Thanks for all the great gouge here! Apologize if I'm hijacking the OP's thread, but we're in such similar circumstances I figure we can both benefit from the feedback.

My numbers:
Total hours: 2010 (over 1600 of which is military, with no conversion to block time)
Turbine: 2002
ME: 523 (515 = Turbine: BE-400 and UC-12B=KingAir 200)
PIC: 1360 (most of which is single-engine/single-seat turbine)

Ravenwing

The airlines love former military pilots. Unless you are going to meet and greets, your goal should be to trigger the computer systems to give you an interview. It is generally thought that the legacies want to see at least 200 hours flown in the last year, although Alaska recently lowered their preferred currency to 50 hours in the last year. Flight time in a small plane will probably do more for you than sim time or an ATP course. We don't know exactly what currency will trigger an interview, so get an IPC and start applying to the LCCs and regionals.

The general advice on this forum always seems to be, go fly for the regionals, successfully passing a Part 121 training event and hopefully earning a new type rating will get you noticed. Unless you have 500 hours of PIC time in a military aircraft requiring more than one crewmember allowing you to upgrade faster (this would count towards the 1,000 hours Part 121 time required to upgrade) you may find yourself waiting months for a job with the better regionals. There is a shortage of pilots who can upgrade quickly at the regionals, but no shortage of low time FO candidates.

The larger airlines are finding themselves gradually lowering their standards to hire pilots. Delta, United, American, UPS, and FedEx are still going to be hard to get into, but with a full ATP you should have a shot at the rest. I saw a post about a pilot who bought his own plane, flew it all over until he reached 1500 hours, paid for his own ATP, and got hired by ATI. There are rumors of off the street CFIs starting to get hired at the LCCs if they get their own ATP. I don't know how much currency they want to see, but with a full ATP you are eligible and a step ahead of all the CFIs who want someone else to pay for their ATP.

Pick a few airlines you want to fly for, even if it is just as a stepping stone. Check their posted requirements. Apply, go to meet and greets, ask recruiters by email or in person how much current flight time they want to see. If they want more than a BFR and IPC, then look for opportunities locally to act as a safety pilot and share costs or just go fly a few cross countries. There is tremendous opportunity right now, but you are going to have to put in some work to make it work for you.