atpwannabe

I haven't even started and I'm modifying plans already.

I've been a member of APC for a little less than 2 1/2 yrs and now I see what they meant by how things can really slow down or come to a screeching halt.



atp

SkyHigh

In any case you are at a much greater risk working as a CFI then as a regional FO.

SkyHigh

SkyHigh

Ya know I don't like being the one to burst the bubble all the time. I honestly wish that we all could get the job of our dreams and that this profession was a solid investment. I just can't help but see all the risks and hazards that infect aviation. I have this flaw of having a strong interest in self preservation. A plan "B" is essential.

SkyHigh

atpwannabe

Hey guys:

Once the hiring pace starts to pick back up again, how should I have positioned myself to be right in the thick of things in terms of qualifications.

A number of you have been through this type of "turndown" in the industry more than you care to remember...and I don't blame you. But my question is really what can I do in terms of training to prepare myself to be more marketable than the next guy/gal when hiring picks up again?



atp

SkyHigh

The best thing to do would to have been hired at a regional 6 months ago.

The slowdown could easily effect you for the next 5 years or more. The regionals just finished hiring thousands of low time guys. Airlines are furloughing or are shutting down altogether. Thousands of 121 trained and experienced guys could be flushed back out on the street. Even if hiring resumes in two years it could take three more years to hire up all the laid off airline guys.

If you are 46 now you could easily be 52 before you will see a market that is ready to hire someone without previous 121 time.

Outside of that I guess you could instruct for a few years and hope to get on with a night cargo job or perhaps some Jet SIC at a part 135 place. It is much easier to be a laid off regional guy than a instructor trying to break in.

Skyhigh

atpwannabe

You know Sky I'm still waiting to hear from the Federal Air Surgeon concerning my 1st Class Medical. Like I posted on another forum, if there was anything that would have disqualified me to this point, I truly believe that the FAA would have let me know by now. I don't think they would have strung me along this far. I've completed and they ( in Washington) have the results of the physical exam, NCIC results & explanation; and psychological eval results. The only thing thats left is the psychiatric eval.

Based on this and the current situation in the industry right now, I've decided that I will pursue my CFI & CFII (all of which will be ME rated...I hope...and along with CRJ course) b/c the starting salaries are good right now. Flying full time w/o interruption, it would take me 3-4 months to finish. Not sure what CFI hourly wage/salaries would be at that time. It will give me valuable TT & ME time building. From there, who knows. Like you said, maybe get on with a 135 company.


atp

SkyHigh

Sorry about issues you have with your medical. It is better to solve those things up front. Good luck.

SkyHigh

rickair7777

You are just as likely to get hit by a meteor sitting in your living room as to get hurt while a 121 pilot (in the US). ASEL CFI work is more hazardous than staying home, but it's pretty low risk if you do it right: Watch for traffic, avoid pattern work at busy GA fields, and don't fly into heavy Wx.

You get good enough at partial-panel so that IMC is not really a problem.

SkyHigh

Well I was a full time CFI in Alaska for three years. During that time I saw one co-worker hauled off in an ambulance and another get plucked off the side of a mountain in an Army rescue helicopter.

Ten years later nearly every plane I flew as an instructor had been crashed. During my time as a CFI I was in the right seat for one engine failure and for two partial power losses that resulted in forced landings.

As a student I arrived at the airport on my very first solo cross country to an empty tie down and sobbing counter girls since my plane had just spun in a half hour earlier with an instructor and student on board.

Perhaps I had bad luck. Maybe Alaska was full of hack mechanics but in my experience flying a piston single engine in itself is hazardous. Add to that someone who is learning and unpredictable while operating in airspace that is full of other low time pilots and to me you are in jeopardy.

One of the founders of another aviation web site was instructing a few years ago and was killed in a mid-air collision. So It happens. I would say that it is much safer to be in the right seat of a regional airliner. The worst accident I ever witnessed or heard of was when an old lady tumbled down the air stairs.

SkyHigh

de727ups

"Perhaps I had bad luck."

You did. For one thing, Alaska is different. There is a lot of rule bending to get the job done. Even the FAA buys off on it. Where else can you find VFR 121 routes at 500 feet or hang a small boat under the wing of a super cub.

How many fatals has Midstate or Big Bend had in the last 10 years? I can't think of one.

There is no doubt that 121 is safer than light GA part 91 flying. But to say light aircraft are dangerous and that's a good reason to skip the CFI route? Heck, you own a Cessna 150 for pete's sake. How dangerous can it be?