Is it time to leave mil and go airlines?
07-06-2013, 07:35 AM
#42
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Joined APC: Dec 2009
Position: 127.0.0.1
Posts: 2,115
Originally Posted by MattyH
And it's in "HANDGRIPS - RAISE / TRIGGERS - SQUEEZE" and "EJECTION HANDLE - PULL"
It's been about 40 years since I sat in a F4 and don't remember much - other than being told "don't touch anything yellow or black" - I was 10.
07-06-2013, 08:23 AM
#44
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Joined APC: Jun 2005
Position: 787 FO
Posts: 792
...don't tenths of a second count here?
So...back to the thread topic, yes get out!
07-06-2013, 08:33 AM
#45
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Joined APC: Feb 2006
Position: 767A (Ret)
Posts: 6,248
Originally Posted by Sputnik
He is listing the boldface for ejection on two different aircraft. On the 37 it was a two step sequence. On the 6 its one step.
07-06-2013, 08:37 AM
#46
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Joined APC: Apr 2010
Posts: 291
Originally Posted by tomgoodman
Does the "6" also have fewer steps on the spin recovery procedure? As I recall, it was six steps for the T-37, and "boner points" were given to any student who couldn't recite them from memory.
That was a big "W T F?" to read.
07-06-2013, 08:49 AM
#47
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Joined APC: Apr 2010
Position: Pipers & RV-12
Posts: 236
Originally Posted by Pyro
It would have saved Dashs life.
...as for the exit timing, I stayed in to retirement. Economically it probably wasn't the best strategy. In the twilight of a very mediocre career, I chose a non-flying exchange job to a great location (Germany), but didn't get a follow-on flying job, which made the transition to airlines difficult. I don't regret the decision at all, and have no plans for the airlines now. As Nietzsche would say, make a "reevaluation of all values" (yours) and make a choice consistent with those, and you will not be bitter or regretful at the outcome.
07-06-2013, 09:45 AM
#48
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Joined APC: Apr 2013
Posts: 3,434
I am in a similar situation and am making the jump. You have two huge things going for you: You are current and you have a retirement to cushion the first year.
Lots of good advice above about getting yourself ready. I would follow it and have a backup plan (I have some other non-flying irons in the fire in case it doesn't work out for whatever reason).
Don't let the bitter "there is no pilot shortage, no off the street hiring, have to wait for the flow throughs" crowd jade your decision. I know a dude who went on terminal two weeks ago and got hired by United the same week. He had minimal networking, no interview prep (he said he regretted that one), and less hours than you. Not saying that it is going to be wide open, but if you put some effort into it, there are jobs out there.
Lots of good advice above about getting yourself ready. I would follow it and have a backup plan (I have some other non-flying irons in the fire in case it doesn't work out for whatever reason).
Don't let the bitter "there is no pilot shortage, no off the street hiring, have to wait for the flow throughs" crowd jade your decision. I know a dude who went on terminal two weeks ago and got hired by United the same week. He had minimal networking, no interview prep (he said he regretted that one), and less hours than you. Not saying that it is going to be wide open, but if you put some effort into it, there are jobs out there.
07-06-2013, 12:02 PM
#49
Get me outta here...
Joined APC: Oct 2008
Position: Boeing right seat
Posts: 1,541
Originally Posted by Fluglehrer
The zero/zero capability of the new seat would have probably saved Oly's life too.
07-06-2013, 01:10 PM
#50
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Joined APC: Feb 2006
Position: Various
Posts: 428
Originally Posted by tomgoodman
Does the "6" also have fewer steps on the spin recovery procedure? As I recall, it was six steps for the T-37, and "boner points" were given to any student who couldn't recite them from memory.
