Late to the game for ATP-CTP?
 

Hey all,

I've been a part 91 corporate pilot for the last 2.5 years. I never got the opportunity to take the ATP-CTP course due to financial reasons. This limited the number of regionals I could apply to. I got a CJO from SkyWest and I'm currently projected to start in August. I'm apprehensive to work for them because of the "optional" contract I had to sign (recruiter told me I wouldn't be interviewed without signing). That contract is merciless, but they're my only option at this time, so I took it.

I recently came into a nice sum of money and I can now afford the ATP-CTP course and written. I'm wondering if I should try to complete that quickly with hopes that I could get an interview at NetJets, Envoy or any of these other operators that require it and don't have a contract. Or at least one that isn't as bad as SkyWest's. I'm also aware SkyWest is notorious for delaying start dates so that could buy me a little time, potentially. Nonetheless, I'm worried I'm late to the game at this point. But, I'd like to see what you guys think. What should I do, take the course and send out another round of applications or bite the bullet and let SkyWest pay for it? If I do this, I plan on doing the Delta course so I can get their internal LOR. Delta is my ultimate goal.

Current credentials:
TT: 1966
ME: 900
Turbine: 875
Twin turbine PIC: 271
Two type ratings: CE-500, CE-680
College degree
No check ride failures.

Skywest isn’t a BAD option.

2021-2023 was an aberration that is unlikely to repeat. I don’t think the Air Brigham contract is likely to meaningfully delay your career. Staying for 1000 of 121 pic isn’t an awful fate.

the risk/reward calculus here seems relatively even

If your goal is Delta, I'd just stay the course and let Skywest pay for your ATP. Then invest the money you came into and let it grow.

I'd just take the first regional class date where the domiciles will work for your personal life.

Unless you have quals which will likely you get you called quickly by a major before upgrade, I wouldn't worry about the contract... you're going to need the 121 TPIC anyway. Now if you fly fighters in the guard on the weekends, then I might consider more carefully.

Also maybe do some math on the cost of buying out the contract (if needed) vs. other options...

1. Delayed start at a major. Likely better to pay the contract. knowing what I do now after decades, I would take the first major seniority number in a heartbeat, most especially a legacy.

2. Fractional instead of regional... probably longer to get TPIC, it's not 121, and it might be in a very small jet. Could be many extra years, is that worth $80k now to delay a job that pays $350K as an SIC?

3. Delay to get job at another regional. Math depends on how long that will take...


That all assumes you're committed on a trajectory to the major airlines. If the question is what if I don't like the regionals or airlines and want to go drive a truck instead, that's different math.

How much of that is 'sole manipulator' PIC time and how much is after you've been promoted to Captain and are actually a legal Captain per the company's structure, pay, legal standing, insurance, etc?

Airlines could care less about 'sole manipulator' PIC time. That's something the FAA allows but the airlines ignore. They want to see "I'm the boss" PIC time.