FlyGuy17

Hey all, long time lurker, first time poster.

A few questions, after my quals.

-Former tanker pilot, current RPA pilot
-Flew T-38s in pilot training (not sure if it matters at this point)
-1850 TT
-850 TPIC
-ATP complete (back in 2016)
-B737, B707, and B727 type ratings
-ADSC ends in 2021

Now for the negative, I have a Q3 and Q2 on my Form 8 record. Both can be explained as a learning experience. I can go into more details in a PM, if need be.

Some questions:

1) I will be 5 years non-current when my ADSC expires in 2021. Will the regionals still hire me after this much time out of the cockpit?

2) If the regionals will hire me, should I consider a wholly owned AA regional due to my Q3 and Q2?

3) If the regionals won't hire me being 5 years non-current, what do you recommend as the best route for getting current? Would going to an instrument/multi-engine refresher sim course fit the bill, or are they going to be looking for something more?

4) Some regionals are saying they want a "current ATP written." Does this not apply to me since I already have the ATP, or will I have to re-take the written exam before getting hired?

My goal is to end up at a legacy/major airline some day, and preferably ASAP for obvious reasons. I'm willing to do however much time is needed at a regional, to include waiting on the flow if not picked up OTS. I have zero qualms being at a regional making less pay. In fact, I look forward to flying at a regional and getting back into the swing of things after being away from flying. I have no other blemishes on my record (no arrests, or anything like that). I recently saw that some non-current military pilots are having difficulty getting picked up by a regional because of the lack of currency, and it has me concerned. I don't want to miss out on the hiring that's going on and projected to go on.

Thanks for all the input!

Excargodog

“1) I will be 5 years non-current when my ADSC expires in 2021. Will the regionals still hire me after this much time out of the cockpit?”

Yes. My recommendation is that you get some instrument refresher training, even just at the aero club if your base has one. It needn’t be multiengine. Look over the online Jeppesen guide to be able to convert from FLIP charts to Jepp approach plates.

If you can explain the Q3 and Q2 the regionals will have no trouble hiring you. If you can’t explain them, they will most likely hire you anyway. You do not need a current ATP written if you already have an ATP.

I understand the 707 type as a tanker. Where did the two others come from?

And no, unless you are planning on screwing up badly at a regional, I wouldn’t worry overmuch about flow. Your fellow new hires will typically have 1500 hours total time, all but fifty hours of it single engine, or quite possibly only twenty five hours of multi engine, generally in a Seneca. They are unlikely to have ANY turbine PIC other than perhaps C208 time and have likely flown nothing that was capable of cruising at the approach speed of a T-38.

Doing well in 121 training is strongly dependent upon having a good sim partner. Your classmates will be fighting each other to get you as their sim partner.

FlyGuy17

Regarding the two other type ratings:

I received the B737 type rating concurrently while I got the ATP. The B727 type rating got added on when I got the B707 type because the two are essentially the same aircraft apparently. So technically I only have time in type for the B707, but I figured the B737 type rating also showed motivation and ability to learn big airplanes even though I have no time in it.

Also, I didn't become an IP in the tanker since I went RPAs, but should I try to become and IP in the RPA? Would the airlines care at all about that? It seems like they don't care at all about RPA time so I figure they won't care about IP time in it either.

I won't be able to go back to the tanker prior to getting out of the AF either. By time I'm projected to go back, and finish requal training, and actually get to my next base, I'd be adding AT LEAST 1.5 years to my ADSC. I'd rather just spend that time at a regional getting part 121 experience and being a free human being.

Phoenix21

Get an instructment proficiency check and a BFR/ some instrument currency and a regional will take you.

AA Wholly Owned regionals are options, but not the only game in town. Endeavor, Republic and Skywest all pay more and have a decent QOL for your regional stay. Q2/3 shouldn’t be deal killers with some successful 121 time under your belt.

FlyGuy17

Phoenix21, are you saying I should get an actual FAA check ride in instrument flight? Or just get a refresher course? I'd rather not subject myself to an FAA check ride if I can avoid it. The last thing I need is another blemish, and I've heard some FAA check airman can be inconsistent in their grading criteria. Would getting some instrument sim time from a reputable company/course suffice?

Also, I believe there is a flying club at my base. I'll check on this, and if there is then I'm going to start flying with them very soon. I have several friends with their own airplanes that I could fly in, but I'm not sure the airlines would view GA piston time as anything useful. Any inputs on this?

Phoenix21

A refresher... get instrument current. With that and a minimal amount of time under your belt in the last 6 months when you apply you’ll be fine at regionals.

BeatNavy

Can you palace chase and go to a ANG/Res tanker squadron in say the next 6-9 months? Gets you current, gets you back in a heavy, would make regional life easier with mil leave options. Just a thought. Don’t like the guard after you get there? Punch or get a non flying job to finish out.

FlyGuy17

I have definitely explored the palace chase/palace front option. However, I'm leaning against it for several reasons. I really want to cut ties completely with the Air Force. I want to serve out my time, honorably separate, and never have to think about the military again. I cherish my time in the military and all the amazing friends I've made, but I've given all I can give and I'm ready to move on to the next chapter, even if it means making slightly less money due to having to pay for health insurance, etc. Also, I don't want to have to commute to my Guard job while flying for the airlines. I'd rather just focus my time and effort on being the best pilot in whatever aircraft I'm flying for the regionals. Also, I've heard it makes airlines more comfortable if they know you're never going to drop mil leave on them. I understand it's illegal for them to not hire you for being in the Guard, but that doesn't mean they won't find another excuse to not hire you if they're on the fence, right?

Excargodog

“ I have several friends with their own airplanes that I could fly in, but I'm not sure the airlines would view GA piston time as anything useful. Any inputs on this?”

GA piston time is all that the majority of your indoc class will have at the regionals, excepting a handful with Cessna 208 time. If you can get PIC time cheaply, either with your friends or at the aero club, do it. But the key thing is to get the instrument refresher, and no, not a FAA check ride.

https://www.law.cornell.edu/cfr/text/14/61.57

Excargodog

“I understand it's illegal for them to not hire you for being in the Guard, but that doesn't mean they won't find another excuse to not hire you if they're on the fence, right?”

Not most people’s experience. Generally being in the Guard or Reserve is a big plus in the regionals AND in the majors, but YMMV. Just serving your ADSC for UPT is more military service than most people will ever do. If your fun meter is pegged and you need to pull the handles, so be it. But no, I think it is unlikely being in the Guard or Reserve will hurt you and it does have real advantages. Perhaps Rickair will put his two cents worth in, but the decision is yours. You are entitled to make it.