Military to Majors
04-04-2018, 05:48 PM
#41
Gets Weekends Off
Joined APC: Dec 2007
Position: Window seat
Posts: 5,213
There might be a bust during sims prior to an extra sim, or because you need extra time. Training standards/programs vary between companies.
Training is busy. It’s not hard, it’s just busy. And there’s learning going on so it’s not a cake walk. It’s like UPT all over again BUT you’re an experienced pilot. In your case a rusty one. For most guys, except for food and sleep, and maybe a workout, for the other time it’s 100% class, studying, reading, or practicing.
Guys with 10,000 hrs in type have busted their upgrades. “I didn’t take it seriously enough. It was humbling.” And learning can be funny(curious, not haha), a guy with four type ratings struggling with his fifth one. Like the stock market past performance doesn’t guarantee future performance.
Five weeks after opening your new aircraft manual you’re flying the line operationally. It’s a quicker pace than RTU. It’s not uncommon to be thinking “I’m not ready” a day or two before your oral or sim check.
Adjustment to FMC use, variety of approach types, SID’s, STAR’s, taxi clearances, short turns, etc are common areas mentioned as ‘diffetent’ or new to prior military guys.
Training is busy. It’s not hard, it’s just busy. And there’s learning going on so it’s not a cake walk. It’s like UPT all over again BUT you’re an experienced pilot. In your case a rusty one. For most guys, except for food and sleep, and maybe a workout, for the other time it’s 100% class, studying, reading, or practicing.
Guys with 10,000 hrs in type have busted their upgrades. “I didn’t take it seriously enough. It was humbling.” And learning can be funny(curious, not haha), a guy with four type ratings struggling with his fifth one. Like the stock market past performance doesn’t guarantee future performance.
Five weeks after opening your new aircraft manual you’re flying the line operationally. It’s a quicker pace than RTU. It’s not uncommon to be thinking “I’m not ready” a day or two before your oral or sim check.
Adjustment to FMC use, variety of approach types, SID’s, STAR’s, taxi clearances, short turns, etc are common areas mentioned as ‘diffetent’ or new to prior military guys.
04-04-2018, 06:12 PM
#42
Gets Weekends Off
Joined APC: Dec 2017
Position: Retired NJA & AA
Posts: 1,918
The airlines are getting away from the "Build the Jet" mentality. When I did A320 Initial at US Airways in the late 90's it was a whole new ballgame. Mostly Computer Based Training, the program would back up and show you why your answer was wrong. Very few hard numbers to memorize. In the early 90's our 727 fleet had 4 different engine models, and we had to memorize the EGT and other limits for all 4. PITA.
By the time I did Embraer Phenom 300 Initial at Flight Safety around 2014, classroom was like playing Microsoft Flight Simulator all day. They'd throw in a malfunction and pause the flight and then explain about the system involved while the system was displayed on the MFD. Great way to learn the Jet.
I had a friend at USAir who got furloughed and went to JAL Cargo flying DC-10's I think. In school they had to memorize what the 27 layers of the windshield were made of. Oriental Carriers seem to still have the "build the jet" model, although my info is a bit dated.
When you get to ground school take a roll of Duct Tape with you. Because there's always one A-hole who wants to know how to build the jet. Apply Duct Tape liberally at next break
By the time I did Embraer Phenom 300 Initial at Flight Safety around 2014, classroom was like playing Microsoft Flight Simulator all day. They'd throw in a malfunction and pause the flight and then explain about the system involved while the system was displayed on the MFD. Great way to learn the Jet.
I had a friend at USAir who got furloughed and went to JAL Cargo flying DC-10's I think. In school they had to memorize what the 27 layers of the windshield were made of. Oriental Carriers seem to still have the "build the jet" model, although my info is a bit dated.
When you get to ground school take a roll of Duct Tape with you. Because there's always one A-hole who wants to know how to build the jet. Apply Duct Tape liberally at next break
04-05-2018, 07:04 AM
#43
Gets Weekends Off
Joined APC: Mar 2005
Posts: 1,888
Originally Posted by AirBear
The airlines are getting away from the "Build the Jet" mentality. When I did A320 Initial at US Airways in the late 90's it was a whole new ballgame. Mostly Computer Based Training, the program would back up and show you why your answer was wrong. Very few hard numbers to memorize. In the early 90's our 727 fleet had 4 different engine models, and we had to memorize the EGT and other limits for all 4. PITA.
By the time I did Embraer Phenom 300 Initial at Flight Safety around 2014, classroom was like playing Microsoft Flight Simulator all day. They'd throw in a malfunction and pause the flight and then explain about the system involved while the system was displayed on the MFD. Great way to learn the Jet.
I had a friend at USAir who got furloughed and went to JAL Cargo flying DC-10's I think. In school they had to memorize what the 27 layers of the windshield were made of. Oriental Carriers seem to still have the "build the jet" model, although my info is a bit dated.
When you get to ground school take a roll of Duct Tape with you. Because there's always one A-hole who wants to know how to build the jet. Apply Duct Tape liberally at next break
By the time I did Embraer Phenom 300 Initial at Flight Safety around 2014, classroom was like playing Microsoft Flight Simulator all day. They'd throw in a malfunction and pause the flight and then explain about the system involved while the system was displayed on the MFD. Great way to learn the Jet.
I had a friend at USAir who got furloughed and went to JAL Cargo flying DC-10's I think. In school they had to memorize what the 27 layers of the windshield were made of. Oriental Carriers seem to still have the "build the jet" model, although my info is a bit dated.
When you get to ground school take a roll of Duct Tape with you. Because there's always one A-hole who wants to know how to build the jet. Apply Duct Tape liberally at next break
04-06-2018, 12:59 PM
#44
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Thread Starter
Joined APC: Apr 2018
Position: Transitioning USAF Pilot
Posts: 30
Originally Posted by Sliceback
Five weeks after opening your new aircraft manual you’re flying the line operationally. It’s a quicker pace than RTU. It’s not uncommon to be thinking “I’m not ready” a day or two before your oral or sim check.
04-06-2018, 01:29 PM
#45
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Thread Starter
Joined APC: Apr 2018
Position: Transitioning USAF Pilot
Posts: 30
Originally Posted by AirBear
The airlines are getting away from the "Build the Jet" mentality ... By the time I did Embraer Phenom 300 Initial at Flight Safety around 2014, classroom was like playing Microsoft Flight Simulator all day. They'd throw in a malfunction and pause the flight and then explain about the system involved while the system was displayed on the MFD. Great way to learn the Jet.
Originally Posted by AirBear
When you get to ground school take a roll of Duct Tape with you. Because there's always one A-hole who wants to know how to build the jet. Apply Duct Tape liberally at next break
04-07-2018, 01:08 PM
#46
Gets Weekends Off
Joined APC: Mar 2017
Position: Swimming, or drowning, depends on the day.
Posts: 106
Originally Posted by Bruh
Hi,
I’m approaching the end of my Air Force pilot commitment and looking for intelligent/candid advice as I prepare to embark on a career in the airlines where my goal is to get to the majors. I was an aircraft commander in C-17 where I accrued a total of 1,350 hours (653 PIC, 464 SIC, 233 OTH).
1. Due to my low hours in the C-17, I imagine I will have to fly for the regionals first to build 121 PIC time. If I perform well, how long would it realistically take to build enough quality time to get the majors? How many hours until someone like me would be considered competitive?
2. Do Air Force pilots with global mobility experience (i.e. C-17) have any sort of advantage in getting to the majors?
3. What is the most realistic way for me to get to the majors and what, in your experience, might that roadmap/timeline look like?
Thanx
Bruh
I’m approaching the end of my Air Force pilot commitment and looking for intelligent/candid advice as I prepare to embark on a career in the airlines where my goal is to get to the majors. I was an aircraft commander in C-17 where I accrued a total of 1,350 hours (653 PIC, 464 SIC, 233 OTH).
1. Due to my low hours in the C-17, I imagine I will have to fly for the regionals first to build 121 PIC time. If I perform well, how long would it realistically take to build enough quality time to get the majors? How many hours until someone like me would be considered competitive?
2. Do Air Force pilots with global mobility experience (i.e. C-17) have any sort of advantage in getting to the majors?
3. What is the most realistic way for me to get to the majors and what, in your experience, might that roadmap/timeline look like?
Thanx
Bruh
04-08-2018, 01:30 PM
#48
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Thread Starter
Joined APC: Apr 2018
Position: Transitioning USAF Pilot
Posts: 30
Originally Posted by bizzlepilot
Brush welcome to the party. I was a 17 guy as well who departed AD for RPAs in the ANG. I am currently in the UAL pool waiting for my training date. Hit me up if you have any questions. I've got a few buds who have done the exact same thing as me and you, and are at regionals and a couple of majors.
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